Optimization of location-allocation for charging stations of shared electric scooters in Kuwait

The research article examines the challenges of transport exclusion in Békés Megye region in Hungary and explores the potential of carpooling as an innovative solution to enhance transport accessibility in the region. It investigates the factors contributing to transport exclusion, assesses the feasibility and benefits of carpooling initiatives, and provides evidence-based recommendations for policymakers and transportation authorities. Rural areas out of the main roads especially remote single housing unit called tanya-settlements (hamlets) are the least connected to the local centers, are the most exposed on the transport exclusion consequences. The gaps in the accessibility to the mobility which bus, train, city transport networks, same as the diffused modes of transport such as bikes and electric scooters and incentives of Magyar Falu Program & Falubusz are not able to cover by providing a quality service to all the population. Therefore, the alternative carpooling solutions such as Demand-Responsive Transport, Institutionalized carpooling integrated within public transport system and Ridesourcing were tested. Those carpooling based solutions are compared by features regarding to characteristics and needs of tanya-settlements such as costs, reliability, ease to find drivers, accessibility, and adaptation to special mobility needs.

BackgroundAccidents on foot, by bicycle and e-scooter are currently recorded to a very small extent in the official road accident register in most countries. Most of these accidents are single accidents not reported to the police and hence not included in the official register. There is therefore a great need for better registration.MethodsA digital registration tool has been developed. Patients are asked to answer a questionnaire when they arrive the hospital/AED after an accident on foot, with a bicycle, electric scooter or other micromobility device. They can answer by scanning a QR code with their smart phone or use a tablet available at the hospital/AED. The digital questionnaire has a map function with “street view” that can identify the exact location of the accident and the contributing elements (curb, post, holes, etc.). Registration started 1.6.2022 in 3 hospitals and 3 municipality AEDs in the south of Norway. This number is now increased to 10 hospitals and 11 AEDs across Norway.ResultsUp to now, 590 injuries on foot, 1470 injuries with bicycle, 370 injuries with electric scooter and 70 injuries with other micromobility is registered. The geographical location is identified for about 90 % of these injuries, creating maps that identify “black spots”. In collaboration with local traffic safety authorities, quite a few of the dangerous localities are rectified.ConclusionsThe new registration tool provides valuable data on accidents involving pedestrians, bicycles, e-scooters, and other micromobility devices—data that has not previously been systematically collected. This enables the identification of accident black spots and supports targeted preventive efforts. We are currently working to integrate this smart tool into the mandatory injury registration system across all hospitals in Norway. If successful, this initiative will significantly enhance injury prevention efforts nationwide.Key messages• New technology – QR-code and smart phone is a powerful tool for improving injury prevention work.• Patients treated for road-injuries in hospitals and municipality AEDs can easily identify the location of the injury and details about the injury by means of a smart phone and a QR-code.TopicInjury registration, Injury location, smart tools

This study presents an economic analysis of different end-of-life (EoL) strategies for light electric vehicles (LEVs). Utilising the case of a shared electric moped scooter, a cost–benefit analysis evaluates the profitability of three EoL scenarios. These scenarios encompass different combinations of R-strategies (reuse, repurpose, recycle), all of which have been shown to offer ecological saving potential in previous research. The net present value (NPV) of the current EoL treatment in Germany amounts to EUR 75.81 per e-moped, while alternative treatments which focus on repurposing the battery and increasing the number of components for reuse account for EUR 300.87 and EUR 379.01 per e-moped, respectively. In addition to providing in-depth insights into key cost factors (e.g., labour costs for disassembly) and benefits (e.g., sale of used components), this study includes sensitivity analyses. The scenarios differ in their sensitivity to changes in disassembly labour costs, spare parts revenue, and the social cost of carbon. Among all tested parameters, variations in the sale prices of components destined for reuse in the current EoL treatment scenario exhibit the highest influence on NPV, with a sensitivity coefficient of 1.43. Overall, component reuse emerges as a profitable EoL strategy, while battery repurposing appears promising for the future. Assuming a generally positive ecological impact of circular product systems for LEVs, this study also confirms their economic viability. From both economic and environmental perspectives, the findings of this study serve as a valuable catalyst for advancing circular product design, thereby facilitating the implementation of EoL strategies for LEVs.

Transorbital penetrating intracranial injuries are a rare but life-threatening subset of penetrating head traumas. While isolated cases caused by bicycle brake handles have been reported, often with fatal outcomes, this is the first documented case of such an injury caused by an electric scooter (e-scooter) brake handle. The objective is to present the unique management and clinical course of this unusual case. A case of a 76-year-old male is presented. The patient sustained a transorbital intracranial injury after a same-level fall onto a parked e-scooter, which resulted in the brake handle penetrating his left orbit and reaching the third ventricle. A combined maxillofacial and neurosurgical team performed a frontal craniotomy for foreign body removal, followed by duraplasty. No cerebrospinal fluid leakage was detected postoperatively. Imaging and clinical follow-up at six months and one year revealed significant post-traumatic encephalomalacia in the frontal lobes, ventricular enlargement, and persistent neurocognitive deficits, including memory impairment and executive dysfunction. Visual acuity in the affected eye was reduced, with associated orbital fat atrophy and mild ptosis. E-scooter brake handles pose a previously unrecognized risk for severe transorbital penetrating intracranial injuries. This case underscores the critical importance of a multidisciplinary surgical approach to manage complex craniofacial trauma. Despite successful acute management, patients can suffer substantial long-term neurological and functional sequelae, necessitating comprehensive follow-up care.

Issues in assessing the environmental impact of sharing: Examples of umbrellas, baby products, and electric scooters

Electric scooter related injuries among children: a single institutional experience

BackgroundCity centres in the UK have seen a gradual rise in electric scooters (E-scooters) as a form of transport and recreation. With this, accidents related to E-scooters have also risen dramatically worldwide, with an increasing number of studies exploring the profile of injury presentation and comparing E-scooters to similar modes of transport such as bicycles, but literature on this is still sparse and generalised. Despite this, there has been little increase in the regulations pertaining to the use of E-scooters.This study compares the characteristics of E-scooter and non-E-scooter-associated injuries in patients with distal radius fractures (DRFs) treated by open reduction internal fixations (ORIFs) at our local trauma centre.MethodsA retrospective analysis of operatively treated DRFs was conducted between January 2014 and December 2021. Electronic patient records were reviewed for patient demographics, injury characteristics and management details. Radiographs were reviewed for fracture patterns.ResultsThree hundred and ninety DRF ORIFs were performed over the study period, with a significant increase in the percentage of DRF ORIFs caused by E-scooter injuries. Five incidents occurred in 2021, representing 7% of all DRF ORIFs that year. There were no significant differences in age (mean age: 36.2 for E-scooters vs. 41 for non-E-scooters) and gender between E-scooter-related and non-E-scooter-related DRFs.Patients with E-scooter-related DRFs treated by ORIFs were associated with a significantly greater proportion of polytrauma than those with non-E-scooters (p<0.001). A greater proportion of E-scooter riders also required a second operation (p<0.001) and longer hospital stay (p<0.001).ConclusionThe incidence of E-scooter-related DRF ORIFs has rapidly increased at our centre in recent years. These patients’ injuries are associated with greater polytrauma rates and longer hospital stay than non-E-scooter injuries, resulting in a greater toll on patients and health services. Clinicians treating trauma should be aware of the higher likelihood of multiple injuries in patients presenting after E-scooter injuries when compared to non-E-scooter injuries and be astute in examining for them. Policymakers, on the other hand, should be aware of the financial and societal costs of these injuries to enact stricter legislation.

Fleet sizing and dynamic relocation problems for electric kick scooter sharing system

ABSTRACT With the growing awareness of green transportation, electric scooter sharing is emerging as a prominent complement to public transit systems in urban areas worldwide. However, the battery requirements of e-scooters complicate the challenges of operational management for scooter-sharing systems. In addition to relocation issues, operators face the simultaneous tasks of collecting depleted e-scooters, recharging them, and redistributing fully charged ones. This paper presents a discrete event simulation model to support decision-makers in evaluating the impact of various rebalancing strategies before their implementation. A sophisticated model comprising six modules has been developed to comprehensively capture the nuanced dynamics inherent in e- scooter sharing systems and the intricate interactions among system components. The modules encompass infrastructure, trip generation, station management, state of charge dynamics, rebalancing, and financial assessment, which together provide a holistic view of the system’s intricacies. The proposed model has been successfully applied to the electric scooter sharing system in Mashhad, Iran, and the system’s performance has been evaluated across different scenarios through extensive numerical experiments. The study’s findings underscore the pivotal role of rebalancing strategies in influencing system performance metrics including user satisfaction, operational efficiency, and financial outcomes.

Reckless usage of electric (e-) scooters causes many injury accidents, raising critical safety concerns. Despite newly introduced regulations, specifically, speed limits and sidewalk driving prohibitions, the number of accidents increases due to the challenges in enforcement. Therefore, a reliable method to detect safety-threatening illegal behaviors of e-scooters is essential to mitigate this growing problem. In this article, we propose SecureRide, a system that accurately detects illegal e-scooter behaviors, i.e., speeding violation and sidewalk riding, at runtime using only battery information, without the need for additional sensors. To this end, we first design a neural network-based illegal behavior predictor that takes sequences of three battery factors, i.e., voltage, current, and capacity, as inputs. The model architecture is optimized based on time constraints, target accuracy, and resource constraints of the target devices. Next, we devise a runtime detection strategy to achieve both high accuracy and low detection time. SecureRide operates in two modes with different predictors– lightweight-quick and complex-accurate models–depending on the driving situation, ensuring both high accuracy and low detection time. We extensively validate SecureRide based on actual driving experiments. Our results show that SecureRide detects illegal behaviors with an accuracy of up to 99.77% within 1.01 seconds.

This article examines the development and integration of electric scooters in Rio de Janeiro as a case study in micromobility and its entanglement with systemic mobility injustices. Drawing from a range of news articles in O Globo, we explore the various uses of scooters in Rio de Janeiro and their integration with smartphone technology. Our findings provide context for understanding micromobility in mega-cities of the developing world, with a focus on South American urban centers. While these cities have actively adopted micromobility services as part of urban mobility, the integration often falls short in complementing broader sustainable mobility initiatives, such as the availability of bike paths, access to proper smartphones, and reliable mobile internet. We argue that without integrating comprehensive and equitable urban planning measures, new transportation modes risk perpetuating and exacerbating social and economic inequalities, rather than alleviating them.

Objectives: The increasing popularity of electric scooters (E-scooters) has led to a rise in trauma-related injuries, particularly in the craniofacial region. This study aims to compare dentoalveolar trauma (DT) patterns between E-scooter and bicycle accidents in a German urban area to identify differences in injury characteristics, risk factors, and treatment approaches. Materials and Methods: This retrospective study analyzed 178 patients treated for DT following E-scooter (n = 56) or bicycle (n = 122) accidents between January 2022 and December 2022 at a single oral and maxillofacial surgery department in a German urban area. Demographic, clinical, temporal, and therapeutic data were collected and statistically compared. Results: E-scooter patients were significantly younger (mean age: 33.6 vs. 47.0 years, p < 0.001) and predominantly female (85.7% vs. 26.2%, p < 0.001) compared to bicycle patients. E-scooter accidents more frequently occurred at night (69.6%) and on weekends (62.5%) and were significantly associated with alcohol consumption (55.4%) and low helmet use (8.9%). Clinically, E-scooter accidents resulted in more complex dental injuries, including a higher incidence of root fractures (14.3% vs. 0%, p < 0.001), complicated crown fractures (25.0% vs. 9.0%, p = 0.004), and crown-root fractures (32.1% vs. 9.8%, p < 0.001). Mandibular injuries were more prevalent in the E-scooter group, and concomitant facial fractures (excluding alveolar) were also more common (28.6% vs. 19.7%, p = 0.018). Conclusion: E-scooter accidents are associated with a distinct DT pattern involving younger, often alcohol-intoxicated, and helmetless patients, typically presenting with more severe and complex DT-injuries. These findings highlight the urgent need for targeted prevention strategies, legislative measures on helmet use, and clinician awareness of specific trauma profiles linked to E-scooter use.

Injuries From Electric Bikes and Scooters: Illinois, U.S., 2021-2023.

The rise of micromobility has brought increased use of low-speed transport devices such as electric scooters, Segways, and e-bikes. Despite their global popularity, the legal status of electric scooters remains unclear. A key regulatory question is whether e-scooters should be classified as vehicles. While some European countries consider them vehicles, others place them under existing categories like mopeds or bicycles, or even classify them as pedestrian devices. This classification affects all subsequent regulatory considerations. This study focuses on the registration of electric scooters, a topic with limited information despite its potential to address legal issues like theft and liability. The analysis examines regulatory frameworks in select European countries, compares them with practices in certain U.S. states, and highlights successful approaches in Asia, notably Singapore. The findings emphasize the role of vehicle databases in legal problem-solving and evaluate the effectiveness of existing systems. It may also be an incentive for the legislator to consider whether appropriate solutions can be found for the registration of other means of transport (e.g., bicycles, mopeds) and whether the adoption of these options could be appropriate for electric scooters.

Objectives: This study explores consumer attitudes towards electric vehicle (EV) adoption in Vietnam, emphasizing environmental concerns and the willingness to embrace EVs. It also investigates the influence of ride-hailing services in facilitating EV adoption and identifies the challenges faced, along with potential solutions. Additionally, the study contributes to several Sustainable Development Goals (SDGs), especially SDG 11: Sustainable Cities and Communities, by promoting sustainable transportation and contributing to more sustainable and livable cities. Theoretical Framewwork: The study employs a framework linking environmental awareness, consumer behavior, and the adoption of sustainable technologies, such as electric vehicles (EVs). Method: The research employed a survey targeting 782 users in major Vietnamese cities to collect data on their environmental concerns and EV usage patterns. Results and Discussions: The study found a high level of environmental concern among respondents, but a lower rate of EV ownership. It also highlighted the role of ride-hailing services in facilitating EV adoption. Key Findings: (1) A high percentage (80%) of respondents expressed concern about environmental issues and the role of Evs; (2) While a significant portion (74%) had used EV ride-hailing services, only a minority (30%) owned an electric scooter; (3) EV ride-hailing services are gaining popularity and are seen as a pathway to wider EV adoption. Research Implications: The study highlights the importance of understanding consumer perceptions and behaviors in shaping effective EV promotion strategies. The study's findings have implications for policymakers and businesses seeking to promote EV adoption in Vietnam, suggesting a need for addressing consumer concerns and leveraging ride-hailing services. Originality/Value: The study's originality lies in its focus on the Vietnamese market and the specific interplay between environmental concerns, EV adoption, and ride-hailing services.

With the advancement of low-carbon and sustainable development initiatives, electric scooters, recognized as essential transportation tools and leisure products, have gained significant popularity, particularly among young people. However, the current electric scooter market is plagued by severe product similarity. Once the initial novelty fades for users, the usage frequency declines, resulting in considerable resource wastage. This research collected user needs via surveys and employed the KJ method (affinity diagram) to synthesize fragmented insights into cohesive thematic clusters. Subsequently, a hierarchical needs model for electric scooters was constructed using analytical hierarchy process (AHP) principles, enabling systematic prioritization of user requirements through multi-criteria evaluation. By establishing a house of quality (HoQ), user needs were transformed into technical characteristics of electric scooter products, and the corresponding weights were calculated. After analyzing the positive and negative correlation degrees of the technical characteristic indicators, it was found that there are technical contradictions between functional zoning and compact size, lightweight design and material structure, and smart interaction and usability. Then, based on the theory of inventive problem solving (TRIZ), the contradictions were classified, and corresponding problem-solving principles were identified to achieve a multi-functional innovative design for electric scooters. This research, leveraging a systematic industrial design analysis framework, identified critical pain points among electric scooter users, established hierarchical user needs through priority ranking, and improved product lifecycle sustainability. It offers novel methodologies and perspectives for advancing theoretical research and design practices in the electric scooter domain.

Electric scooters (e-scooters) and bicycles are used for similar purposes as transportation. Few studies have shown that e-scooter and bicycle accidents differ in terms of user-profiles and injury characteristics. Still, there is missing information comparing the specific injury types, the overall incidence, and the relative risk of these accidents. We aimed to compare the characteristics, severity, and rate of e-scooter and bicycle injuries and assess their relative risk. We conducted a retrospective register study comparing e-scooter and bicycle injuries treated in emergency departments in Helsinki between 1.1.2022 and 31.12.2023. Data was collected from the Helsinki University Hospital electronic data pool. We evaluated injury severity using the Abbreviated Injury Score. The incidence and relative risk for e-scooter accidents was assessed based on the usage data of all shared e-scooters, and the estimation of bicycle trips was made utilizing several travel surveys. There were 677 e-scooter accidents and 1889 bicycle accidents during the study period. E-scooter riders were younger, with a mean age of 33 (SD 13), compared to cyclists with a mean age of 47 (SD 17). The incidence of e-scooter accidents leading to ED care was 7.8 per 100,000 trips, whereas the estimated incidence of bicycle accidents was 2.2 per 100,000 trips. The relative risk for e-scooter accidents leading to ED care was 3.6 (CI 3.3–3.9), compared to bicycle accidents, E-scooter riders were more likely to ride intoxicated (incidence 29% vs. 8%) and less likely to wear a helmet (4% vs. 28%) compared with cyclists. Head injuries occurred more often with e-scooter riders (46% vs. 31%) compared to cyclists, whereas torso injuries were more common among cyclists (11% vs. 5%) than e-scooter riders. A higher proportion of e-scooter accidents happened during the nighttime, between 10 PM and 8 AM, compared to cyclists (40% vs. 31%). Intoxicated riding was also more common among e-scooter riders during the nighttime (50% vs. 22%). E-scooter and bicycle accidents differ in terms of patient characteristics and injury types. The high incidence of head injuries and intoxicated riders among e-scooter riders suggests that preventive measures on e-scooters are warranted. E-scooter riding very likely poses a higher risk for injuries than cycling.Supplementary InformationThe online version contains supplementary material available at 10.1038/s41598-025-12627-x.

This retrospective analysis examines craniofacial injuries resulting from micromobility vehicle use based on National Electronic Injury Surveillance System data from 2014 to 2023. The study analyzed injury patterns from electric scooters, hoverboards, and e-bikes across ~100 US hospital emergency departments. Among 308,068 recorded craniofacial injuries, a significant gender disparity emerged with males comprising 69.4% of cases versus 30.6% for females. Injury rates peaked in males aged 20 to 29 and females aged 0 to 9. Males experienced injuries at 2.4 times the female rate. Powered and unspecified scooters accounted for ~80% of all injuries. Powered scooters are associated with higher hospital admission rates (12.89%). Anatomically, the head (47.21%) and face (37.99%) were most frequently injured. Internal organ injuries represented the predominant diagnosis, followed by lacerations and contusions. These findings highlight the vulnerability of craniofacial regions during micromobility accidents and demonstrate concerning gender-based risk patterns. Results can inform targeted public health interventions, emergency care protocols, and policy development to enhance user safety, particularly through increased helmet usage promotion and improved regulatory frameworks.

ABSTRACT Museums are adopting innovations to enhance engagement, yet accessibility for visitors with reduced mobility, particularly with mobility limitations, remains limited. This study examines how risk perceptions shape the museum experience across pre-service, service, and post-service stages, focusing on the introduction of electric mobility scooters. Through interviews with visitors and frontline employees, findings show that empathetic staff interactions and access to mobility aids enhance autonomy, emotional safety, and inclusion. Clear accessibility information and empathetic communication mitigate pre-visit anxieties. During the visit, emotionally engaged frontline employees build trust and reduce anxiety, while post-visit emotional safety fosters satisfaction and loyalty. The study proposes a rapport-centered accessibility framework, emphasizing that emotional service is as crucial as physical accessibility. The Thyssen Museum pioneered this approach, demonstrating that combining mobility devices with employee training can transform accessibility. However, institutional resistance highlights the need for a sector-wide cultural shift toward inclusive design.