Helmet Use Research Articles

Estimating helmet wearing rates via a scalable, low-cost algorithm: a novel integration of deep learning and google street view

IntroductionWearing a helmet reduces the risk of head injuries substantially in the event of a motorcycle crash. Countries around the world are committed to promoting helmet use, but the progress has been slow and uneven. There is an urgent need for large-scale data collection for situation assessment and intervention evaluation.MethodsThis study proposes a scalable, low-cost algorithm to estimate helmet-wearing rates. Applying the state-of-the-art deep learning technique for object detection to images acquired from Google Street View, the algorithm has the potential to provide accurate estimates at the global level.ResultsTrained on a sample of 3995 images, the algorithm achieved high accuracy. The out-of-sample prediction results for all three object classes (helmets, drivers, and passengers) reveal a precision of 0.927, a recall value of 0.922, and a mean average precision at 50 (mAP50) of 0.956.DiscussionThe remarkable model performance suggests the algorithm’s capacity to generate accurate estimates of helmet-wearing rates from an image source with global coverage. The significant enhancement in the availability of helmet usage data resulting from this approach could bolster progress tracking and facilitate evidence-based policymaking for helmet wearing globally.

Numerical simulation and experimental validation of human head thermoregulation under motorbike helmet

Headgear including helmets are essential and law-enforced in many countries. However, one of the most main reasons drivers give for not wearing helmets is the discomfort and excessive heat that helmets create. More comfortable helmets can potentially increase helmet use among population, thus play a major role in people safety. In this study, a thermoregulation model of the human helmeted head was created using Finite Element Analysis (FEM) and based on an anatomically correct medical image-based CT-scan model. The model investigated three cases with different wind speeds namely; 1km/h, 20km/h, and 50km/h. In addition, the combined FEM Head-helmet model results is verified by an experimental trail. The compared results shown the ability of the model to predict the head temperature profile and results were in good agreement with experiment. The established model is to predict the thermal distribution of the head parts under helmet conditions. Results reflect the thermoregulatory responses of the rider parts, thus providing grounds for suggestions and recommendations for the helmet design and processing.

Understanding and optimising helmet-related and other health and social effects of the first North American university campus skatepark

ABSTRACT Skateboarding has growing societal uptake, as seen through its inclusion in 2021’s Summer Olympics. To promote positive health and social outcomes, skateparks are being developed around the world. A challenge in optimising skateparks’ benefits lies in reducing injury risk, particularly head trauma. This study occurred at the University of British Columbia Skatepark (July–September 2019) with the goal of identifying and theoretically contextualising facilitators and barriers to helmet use. Participants (total n = 54, 92.6% male) were interviewed (n = 54) and surveyed (n = 27). We performed thematic analysis on the transcripts, finding that barriers to helmet use included helmet discomfort, low perceived risk of injury, cultural norms, and style, and facilitators included a belief that helmets promote safety, higher-risk skating activities, older and younger ages, and role modelling. We propose a conceptual model showing multiple points of intervention to promote skatepark safety beyond helmet use alone, integrating theories of sociology, social psychology, and public health.

Head injuries related to bicycle collisions and helmet use – an observational study

Objectives In Denmark, the use of bicycles is widespread, and head injuries are often seen in cyclists involved in collisions. Despite the well-known effects of using a helmet to reduce head injuries, using helmets is not mandatory in Denmark. The primary objective of this study was to provide data regarding injury outcomes and helmet usage. Methods Participants were bicyclists who sustained head injuries in bicycle collisions and were assessed by the Copenhagen Emergency Medical Services between 1 January 2016; and 15 June 2019. Patients with suspected head injury were identified in an electronic prehospital patient record. Data were linked to the Danish National Patient Registry to retrieve the diagnosis and were categorized into head injury or no head injury based on the diagnosis. Adjusted logistic regression analyses were reported with odds ratios and corresponding confidence intervals to assess the risk of head injury while adjusting for risk factors like age, sex, alcohol consumption, occurrence during weekends and traumatic brain injury. Results A total of 407 patients were included in this study. Within this entity, 247 (61%) had sustained a head injury. The use of a helmet was reported in one-third of the included patients. Among the head-injured patients, 13% sustained moderate to severe head injuries. Patients with suspected alcohol involvement were significantly less likely to report the use of a helmet. Helmet use reduced the risk of head injury with an odds ratio of 0.52, (95% CI 0.31 − 0.86). In high-energy trauma, the use of a helmet showed a significant reduction in the risk of sustaining a head injury with an odds ratio of 0.28, (95% CI 0.12 − 0.80). Conclusions In this study, using a helmet was associated with a significantly decreased risk of head injury; this association was even more significant in high-energy trauma.

Impact of modern recreational conveyances on rates of pediatric craniofacial fractures.

Trauma remains the leading cause of death for children over a year old. Motorized recreational conveyances (RCs) adds another potential cause of pediatric trauma. This study aims to determine the impact of adding electric motors to RCs on the severity and frequency of pediatric injuries and craniofacial fractures. Pediatric trauma information was obtained from the National Electronic Injury Surveillance System (NEISS) database between 2012 and 2021. Demographics, injury cause, diagnoses, and incident narrative were collected. Bivariate and multivariate regression analyses were used to determine injury factors associated with serious injuries. One million five hundred ninety-six thousand five hundred fifty-nine encounters were examined; 113,905 (7.1%) were related to pediatric RCs and 5354 (5.4%) of those involved RCs with electric motors. 14.3% of injuries were related to scooters, 18.6% to skateboards, 54.2% to bicycles, and 12.9% to other RCs. There were significant differences in age, sex, race, helmet use, serious injuries, and craniofacial fractures between RC modalities. RC users were more likely to develop facial fractures (OR 2.12; 95%CI 2.01, 2.23; p < .001) and be involved in serious injuries (OR 1.42; 95%CI 1.38, 1.46; p < .001). Compared to their self-propelled counterparts, motorized scooters (OR 2.24; 95%CI 1.86, 2.69; p < .001) but not motorized skateboards (OR 1.01; 95%CI 0.88, 1.17; p = 0.88) were more likely to cause serious injuries. Helmet use was associated with fewer serious injuries (OR 0.5; 95%CI 0.46, 0.54; p < .001), facial fractures (OR 0.48; 95%CI 0.41, 0.55; p < .001), and skull fractures (OR 0.13; 95%CI 0.09, 0.17; p < .001). The addition of electric motors to RCs significantly increases the risk of pediatric craniofacial fractures and serious injuries. 3.

Cold prevention of alopecia during chemotherapy: Real clinical practice.

e24132 Background: Alopecia is one of the most common visible adverse effects of anticancer drug therapy. The incidence of grade 2 alopecia can be as high as 90% in patients getting anthracyclines or taxanes. Decreased scalp temperature causes vasoconstriction which limits the flow of chemotherapeutic agents into the scalp and reduces the metabolism of hair follicle cells at the time of maximum concentration of cytotoxic agents in plasma. This leads to a decrease in the antimitotic and antimetabolic effects of chemotherapy. ORBIS II scalp cooling device has been successfully implemented in comprehensive oncology centers. However, the results of large-scale studies are still lacking which delays application of this technology in clinical practice. The aim of our study was to evaluate the efficacy and safety of alopecia cold prophylaxis using ORBIS device in a regional referral center in Russia. Methods: Between 22 June 2022 and 13 December 2023 101 patients (100 women and 1 man) were treated using ORBIS II in the Department of Chemotherapy N1, City Clinical Cancer Hospital N1, Moscow. Various combinations of chemotherapeutic agents depending on cancer type were administered. Breast cancer was the most common type (63), followed by ovarian (15), uterine (9), lung (6) and cervical cancer (3). Other primaries were represented by 1 patient each: pancreatic, rectal, gastric, fallopian tube and colon cancer. Totally 431 scalp cooling procedures were performed including 261 (61%) in breast cancer and 78 (18%) in ovarian cancer patients. Outcomes were evaluated using the CTCAE/CTCAE V5.0 toxicity criteria. We evaluated the development of 1 grade alopecia (hair loss of less than 50% and not requiring a wig) as a positive result. On the contrary, a negative result was registered in patients with grade 2 alopecia, namely hair loss of 50% or more and/or requiring a wig. Results: Grade 1 alopecia was experienced by 61% of patients and the other 39% had grade 2 alopecia. Notably, the highest incidence of grade 2 alopecia was observed in patients who received doxorubicin 60 mg/cm2 + cyclophosphamide 600 mg/cm2 once every 21 days (9.9%). Taxane-based regimens had a 21% incidence of grade 2 alopecia, while platinum-containing regimens had a 11% incidence. No serious adverse events occurred during the application of cold prophylaxis. The procedure was well-tolerated by all patients. Conclusions: The use of a cold helmet is an effective method of preventing chemotherapy-induced alopecia. Our analysis yielded a success rate of 61%, which is comparable to the worldwide data range of 50% to 80%.

Craniofacial Trauma of Equestrian Origin.

Horse riding is a popular yet dangerous sport, often resulting in facial traumas due to unpredictable horse reactions or falls. This retrospective study examines 20 patients. The aim of the study is to analyze maxillofacial traumas of equine origin and discuss prevention strategies. Conducted from 2004 to 2021 at our university hospital's emergency department in France, inclusion criteria encompassed patients with maxillofacial trauma admitted to the emergency department and referred to ENT and/or dentistry post-horse-related accidents. Patients were identified from the Health Data warehouse. While 35 medical files were accessed, 15 did not meet inclusion criteria. Analysis of patient parameters, including age, sex, injury date, circumstances, injury type, management, helmet usage, operative interventions, and potential sequelae, revealed a predominantly female population (16 versus 4) under 48 years old. Traumas were most prevalent in summer (80%) and frequently involved riders on foot (60%). Seventy percent of patients sustained at least 1 facial fracture, with helmet use documented in only 1 case. In conclusion, horse riding can lead to various traumas, often necessitating surgical intervention. Preventive measures such as protective helmets, even for nonmounted riders, are crucial as the literature highlights many injuries occurring due to helmet omission.

Influence of Long-Term Use of American Football Helmets on Concussion Risk.

In this study, to discuss the influence of concussion risk from the long-term use of American football helmets on collegiate teams, accident cases during the game are replicated based on game videos by simulations using whole-body numerical models and helmeted finite element human head models. The concussion risks caused by collisions were estimated using the mechanical parameters inside the skull obtained from finite element analyses. In the analyses, the different material properties of helmets identified by free-fall experiments using headform impactor-embedded helmets were used to represent brand-new and long-term-use helmets. After analyzing the five cases, it was observed that wearing a new helmet instead of a long-term-use one resulted in a reduction in the risk of concussion by 1 to 44%. More energy is attenuated by the deformation of the liners of the brand-new helmet, so the energy transferred to the head is smaller than that when wearing the long-term-use helmet. Thus, the long-term use of the helmet reduces its ability to protect the head.

Multi-Domain Smart Safety Helmet

Motorcycle accidents and head injuries are critical concerns globally, especially where helmet non-compliance is prevalent. To address this, a multi-domain smart safety helmet is proposed for rider safety and accident prevention through advanced sensor technology. This smart helmet integrates sensors like an MQ-3 alcohol sensor and helmet detection sensors to ensure safety conditions before the motorcycle engine starts. If alcohol levels exceed a threshold, the ignition system disables, preventing intoxicated riding. Helmet detection promotes helmet use, reducing head injury risk. The scalable sensor infrastructure enables multi-domain applications beyond motorcycles. This helmet can integrate into industries like coal mining and firefighting. In coal mining, it monitors environmental conditions and worker vital signs. In firefighting, it detects hazardous gases and monitors firefighter status. During motorcycle operation, the helmet continuously monitors critical parameters—speed, tilt, and environment—providing immediate feedback on unsafe behaviours. In accidents, the helmet's accelerometer detects impacts, activating GPS to pinpoint the location and GSM to alert emergency contacts. This smart helmet aims to enhance motorcycle safety, prevent accidents, and expedite emergency responses. It represents progress towards reducing motorcycle-related injuries and fatalities, with adaptable features for broader safety applications across industries and domains.

Analyzing the Prevalence of and Factors Associated with Road Traffic Crashes (RTCs) among Motorcyclists in Bangladesh.

A cross-sectional survey was conducted using a structured questionnaire involving 402 motorcyclists from four major southeastern towns, comprising 350 (86.07%) males and 52 (12.93%) females. The chi-square test was applied in bivariate analysis, and binary multivariable logistic regression was performed to determine the risk factors of road traffic crashes. This study's findings revealed that the overall reported prevalence of road traffic crashes involving motorcycle drivers over one year was 68.66%. Multivariable logistic regression analysis revealed several factors that significantly impacted road traffic crashes. These factors included driving without a valid driving license, the young age (<20) of motorcyclists, driving in rainy weather, exceeding the speed limit, per-week working hours, smoking status, motorcycle ownership, the brand of motorcycle, and not wearing a helmet while driving. The study findings highlight the need for improving motorcycle safety by implementing measures such as imposing per-week work hour limits for riders, enforcing traffic regulations, and promoting helmet use among motorcycle drivers. The results of this study draw attention to the Bangladesh Road Transport Authority (BRTA) and motorcycle drivers in the country to decrease motorcycle crashes and the severity of injuries by implementing efficient guidelines and strategies for driving motorcycles. The findings of this study can assist policymakers and concerned authorities in taking the essential steps to lessen road traffic crashes among motorcyclists in Bangladesh.

Do Bicycle Helmets Protect Against Facial Fractures? An Observational Study From a Level 1 Trauma Centre.

This study investigates the impact of helmet use on the incidence of facial fractures in bicycle accidents. Analyzing data from hospitalized bicyclists between 2005 and 2016, the research focused on the correlation between helmet usage and various facial fractures. The study included 1256 bicyclists with known helmet use, among whom 277 individuals (22%) were identified with a total of 521 facial fractures. The findings revealed a significant reduction in the likelihood of facial fractures among helmeted cyclists compared with those without helmets (odds ratio, 0.65; confidence interval, 0.50-0.85; P=0.002). Specifically, the odds of sustaining fractures in the zygoma, orbit, nose, and maxilla were decreased by 47%, 46%, 43%, and 33%, respectively, among helmeted cyclists. However, helmet use did not significantly alter the odds of mandible fractures. Overall, the use of helmets in bicycling significantly lowered the risk of midface fractures but showed no notable effect on mandible fractures in severe cycling incidents.

Predicting Undergraduates’ willingness to engage in dangerous e-scooter use behaviors

IntroductionThe misuse of electronic scooters (e-scooters), particularly among young adults, is increasingly being linked to hospital admissions and injuries in cities across the globe. Yet, despite growing concern about dangerous e-scooter use, there remains a dearth of research on the determinants of engaging in risky behaviors while using an e-scooter. MethodA sample of 262 Australian undergraduate students completed measures relating to the theory of planned behavior, risk perceptions, and knowledge of laws in the context of three e-scooter risk behaviors: riding over the speed limit on footpaths, riding without a helmet, and riding after consuming alcohol, as well as a risk identity implicit association test. Participants then recorded their willingness to engage in each of the three behaviors. ResultsThe model predicted a modest portion of variance in willingness to engage in each of the three e-scooter risk behaviors. Subjective norm predicted all behaviors, while attitude, risk perceptions, and perceived behavioral control each predicted two of the three behaviors. Gender had a significant total effect on willingness for each behavior, partially mediated by the theory of planned behavior constructs, while knowledge of laws had minimal effects and only on helmet use. ConclusionsSocial cognition factors show promise in explaining willingness to engage in dangerous e-scooter use and may provide an important formative basis for future research and behavior change interventions to reduce such risky behaviors.

Оценка электростатических свойств средств защиты головы, применяемых во взрывопожароопасных зонах

Problems of prevention of explosions and fires caused by the accumulation of electrostatic charge and the following discharge able to ignite an explosion and hazardous medium are well known in global practices. These conditions are specific, inter alia, to engineering industries and determined by the technological necessity to wash or process product surfaces in the medium of flammable liquids. At the same time, explosion and fire safety is primarily ensured by the requirements for non-excess of the minimum value of ignition of medium containing flammable liquids. As a potential source of accumulation of electrostatic charges, personal head protection equipment (safety helmets) required for mechanic safety is considered. Their base and tooling are usually made of polymer materials naturally prone to electrification. The article aims to resolve the problem of assessing the potential accumulation of electric charges during the contact of the scalp with elements of safety helmets. In conditions of current production, the electrostatic potential relative to the earth occurring on the scalp, cheeks, chin, and elements of safety helmet during putting on and off has been studied; the results of the study are provided. The energy of accumulated charges has been determined and compared with the value of minimum energy of ignition of different gasoline brands; conclusions regarding the sufficiency of energy to generate a discharge capable of causing an initiating ignition of flammable liquids have been made. The impact of the length of the employee’s scalp hair on the level of accumulation of electrostatic charges potentially causing ignition of the working medium containing flammable liquids has been determined. The results of the study can be used for the development of a methodology to assess a potential spark hazard occurring due to contact electrification during the use of safety helmets in conditions of explosion and fire-hazardous media and potentially causing fire and explosion.

Rancang Bangun Sistem Keamanan Helm dan Berkendara Berbasis Mikrokontroler

As a two-wheeled vehicle user, a problem that often occurs in the community is the loss of helmets when placed in the parking lot. This can happen due to lack of attention from security personnel at the parking location. Riders who do not use helmets can endanger themselves in the event of an accident. In addition to the use of helmets, speed in driving is one factor that needs to be considered because it has the potential to endanger yourself or others. This study aims to anticipate the occurrence of helmet theft and also provide safety in driving using survey research methods to determine the percentage of ease of use by users. Where the system designed consists of 4 functions, namely, detection of helmet location using the MQTT protocol where if the helmet position with the vehicle has a large distance of 40m then the helmet is detected to have been stolen so that it will issue a warning in the form of sound. The second system is vehicle speed detection using anemometer sensors, if the vehicle is detected to have a large speed of 50km / h then the helmet will issue a sound warning so that the driver can reduce driving speed. The third system is face detection around the helmet using ESP32-Cam, where if the helmet detects an unknown face through the face recognition feature with a distance of 15cm to 60cm from the helmet, the ESP32-Cam will take pictures. The last system is taking pictures periodically to find out the situation around the helmet. Based on research using a questionnaire with 30 samplers, a percentage of 74.95% was obtained, which means that the helmet is easy to use.

Cranio-cervical and traumatic brain injury patterns-do they differ between electric bicycle, bicycle, and motorcycle-induced accidents?

With the growing technical options of power transmission and energy-saving options in electric drives, the number of E-bike-related accidents especially in an elderly population has increased. The aim of the current study was to compare if the increased velocity in comparison to conventional bikes translates into different injury patterns in the cranio-cervical and head region. A retrospective cohort study was performed in patients admitted to our level one trauma center between 2009 and 2019 after being involved in an accident with either an E-bike, bicycle, or motorcycle and suffered cranio-cervical or traumatic brain injury. cranio-cervical/intracranial injury pattern. Data interpretation was conducted in an interdisciplinary approach. From 3292 patients treated in this period, we included 1068 patients. E-bikers were significantly older than bicyclists (or motorcyclists) and lay between the other two groups in terms of helmet use. Overall injury patterns of E-bikers resembled those found in motorcyclists rather than in bicyclists. E-bikers had a higher incidence of different cerebral bleedings, especially if no helmet was worn. Helmet protection of E-bikers resulted in a comparable frequency of intracranial bleeding to the helmeted bicyclists. The overall pattern of head and cervical injuries in E-bikers resembles more to that of motorcyclists than that of bicyclists. As they are used by a more senior population, multiple risk factors apply in terms of complications and secondary intracranial bleeding. Our study suggests that preventive measures should be reinforced, i.e., use of helmets to prevent from intracranial injury.

Profile of Facial Trauma Victims of Motorcycle Accidents: A Prospective Study.

To outline the profile of patients with facial trauma, victims of motorcycle accidents, treated at the Hospital da Restauração, Recife/PE, Brazil, from December 2020 to July 2021. The collection was carried out through questionnaire and analysis of medical records. Data were analyzed descriptively, as well as Pearson's chi-square test or Fisher's exact test. Among the patients, 88.6% were male, 47.5% were between 18 and 29 years old, and 59.6% lived in rural areas; 72.15% of the victims used the motorcycle for work and 43.52% were working at the time of the accident. Most victims did not have a national motorcycle license (62%) and were not wearing a helmet at the time of the accident (60%), with 37.6% wearing a full-face helmet, 16.5% an open helmet, and 5.9% an articulated full-face helmet. Soft tissue injuries were the most prevalent. Zygomatic complex fractures were the most common facial fractures and were significantly associated with helmet use and type. Most victims of motorcycle accidents are young adult men, without a regular driver's license and residing in rural areas. Preventive and educational actions and continuous traffic inspections are necessary to minimize these accidents.

IJCM_142A: Perceptions and practices regarding the use of helmets among college students of Mangalore city- A cross sectional study

Background: Road traffic injuries remain a significant public health concern, contributing to a rising number of fatalities and hospitalizations, in India. Despite the proven effectiveness of helmets, cultural and practical barriers persist, especially among the youth in India. Objectives: To assess the perceptions and practices regarding the use of helmets among different college students of Mangalore city. Methodology: This cross-sectional study was conducted in Mangalore, Karnataka, focusing college students from selected institutions. Convenience sampling was employed, with a calculated sample size of 270, and data was collected from 273 participants. Statistical analyses, including chi-square tests and percentages, were performed using SPSS version 11.5. Results: Of the 272 respondents (97.84% response rate), 85.66% were two- wheeler users, with 56.6% regularly using helmets. Full-face helmets were the most common choice, and 43.9% began using helmets following the implementation of helmet laws. Main reasons for non-compliance included concerns about excessive heat, impact on appearance, and handling difficulties. Awareness of penalties for law violation varied, with 53% aware for riders and 33% for pillion riders. While 41.5% deemed the penalty appropriate, 65% believed no one should be exempt from the law. Surprisingly, 45.16% advocated for the abolishment of the law. Conclusion: The study found that helmet usage is primarily driven by safety concerns, but a significant portion only started using them after legislation enforcement. Barriers to compliance included heat discomfort and aesthetic concerns. Despite awareness, a significant proportion expressed a desire for helmet laws’ abolishment, highlighting a complex relationship between awareness and compliance.

Do Risk-Taking Cyclists Have Different Sociodemographic Characteristics? An Observational Study at Intersections in a French City

The increase in cycling accidents can hinder the increased use of this transportation mode. To identify the sociodemographic factors explaining risky cyclists’ behaviors is therefore important. The relationships between some sociodemographic variables (gender, age, parenthood, use of a shared versus a personal bike) and some risky behaviors (helmet use, red-light running, crossing an intersection with a very short time before the next passing vehicle) remain inconsistent or under-investigated in the literature. These relationships were therefore investigated in a French population. Cyclists ( N = 2,788) were observed at two traffic signal intersections in the city center of Lille, France. Two cameras per site were used to score each cyclist’s variables (with a minimum of intercoder reliability = 80%). Men (versus women) and young (versus older) cyclists are less likely to wear a helmet and more likely to run red lights. Cyclists with (versus without) a child seat were more likely to wear a helmet, suggesting that parenthood influences risk perception. Shared (versus personal) bike users were found to be significantly less likely to wear a helmet and more likely to run red lights. This highlights the importance of further investigating whether shared bike users are more likely to take different types of risk on the road. Various factors (psychosocial, enforcement, road design) are discussed to explain these findings and prevent risks. The importance of adapting road safety interventions to the sociodemographic characteristics of cyclists is also discussed.

Learning from Moped Crash Data: Identifying Risk Factors Contributing to the Severity of Injuries Sustained by Moped Riders

Mopeds are light vehicles that provide solutions for short-distance travel, traffic congestion, and environmental pollution issues. However, because of the limited physical protection they offer, moped riders are more likely to sustain severe injuries in a crash than vehicle passengers. This study aims to investigate the features and patterns associated with recent moped crashes and analyzed the severity of injuries sustained by riders and related risk factors in 1,657 moped crashes in Michigan during a five-year period (2017–2021). A multinomial logit model was built to examine the association between crash injury severity levels and 13 variables from three main categories: crash features; rider behaviors/cognitive status; and environmental conditions. The descriptive statistics showed that 79% of injuries sustained by moped riders in crashes were minor, and the injured riders tended to be younger, male, and not wearing helmets. The findings indicate a significant correlation between the severity of injuries sustained by riders and several factors: the type of crash (whether single, head-on, or angle collision); the age of the riders (with older riders being more susceptible), visibility conditions (especially during nighttime); and helmet usage. Notably, single and head-on crashes were the primary causes of injuries. These results highlight the importance of heightened vigilance among moped riders, particularly when navigating poorly maintained surfaces or riding under low-light conditions. It is imperative that riders consistently use helmets to minimize risks. Additionally, setting guidelines or restrictions on helmet use, rider age, riding hours, and permissible areas in which to ride could further contribute to improving overall safety for moped riders.

Characteristics and Injury Patterns in Traumatic Brain Injury Related to E-Scooter Use in Riga, Latvia: Multicenter Case Series.

Background and Objectives: In recent years, electronic scooters (e-scooters) have gained popularity, whether for private use or as a publicly available transportation method. With the introduction of these vehicles, reports of e-scooter-related accidents have surged, sparking public debate and concern. The aim of this study was to analyze the epidemiological data, characteristics, and severity of traumatic brain injury (TBI) related to e-scooter accidents. Materials and Methods: This retrospective case series evaluated patients who were admitted to the three largest neurosurgery clinics in Riga, Latvia, from the time period of April to October in two separate years-2022 and 2023-after e-scooter-related accidents. The data were collected on patient demographics, the time of the accident, alcohol consumption, helmet use, the type of TBI, other related injuries, and the treatment and assessment at discharge. Results: A total of 28 patients were admitted with TBI related to e-scooter use, with a median age of 30 years (Q1-Q3, 20.25-37.25), four individuals under the age of 18, and the majority (64%) being male. In 23 cases, the injury mechanism was falling, in 5 cases, collision. None were wearing a helmet at the time of the injury. Alcohol intoxication was evident in over half of the patients (51.5%), with severe intoxication (>1.2 g/L) in 75% of cases among them. Neurological symptoms upon admission were noted in 50% of cases. All patients had intracranial trauma: 50% had brain contusions, 43% traumatic subdural hematoma, and almost 30% epidural hematoma. Craniofacial fractures were evident in 71% of cases, and there were fractures in other parts of body in three patients. Six patients required emergency neurosurgical intervention. Neurological complications were noted in two patients; one patient died. Conclusions: e-scooter-related accidents result in a significant number of brain and other associated injuries, with notable frequency linked to alcohol influence and a lack of helmet use. Prevention campaigns to raise the awareness of potential risks and the implementation of more strict regulations should be conducted.