Reported road casualties Great Britain: e-Scooter factsheet year ending June 2022
Published 24 November 2022
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About this factsheet
This factsheet examines the main trends in collisions involving e-scooters and the casualties involved, collected in STATS19 reportable collisions.
E-scooter users are one of the vulnerable user groups. They are not protected by a vehicle body in the same way car users are, and tend to be harder for drivers to see on the road. They are, therefore, particularly susceptible to injuries.
Please refer to the background notes for further details of how the data are collected including caveats.
Provisional data
This factsheet is based on provisional data supplied by police forces up to 4 November 2022. No estimation is done for any missing data which means that these provisional estimates are likely to underestimate the final number of casualties.
The full datasets used to produce this analysis can be downloaded from the open datasets.
Things you need to know
Provisional figures
This factsheet is based on provisional data for the period to end June 2022, supplied by police forces up to 4 November 2022. Several police forces were unable to supply complete data for some months in 2022. As no estimation is made for any missing data, these provisional estimates are likely to underestimate the final number of e-scooter collisions and casualties for the latest year.
In particular, 2022 data is missing or incomplete for Avon and Somerset (6 months), Hampshire (3 months) and West Midlands (2 months) which were areas with relatively high numbers of e-scooter casualties during 2021. Based on 2021 figures, missing data for these forces could amount to up to 100 casualties not included in the figures for the year ending 2022 below. Complete data will be included in final data for 2022 scheduled for publication in September 2023.
Figures will change following updates from the police and the end of year validation process. This is unlikely to affect the national trends but will have a bigger impact on figures for individual police force areas affected.
Severity adjustment
This factsheet provides an estimate of the number of personal injury road traffic collisions involving e-scooters, in Great Britain, in the year ending June 2022 using the STATS19 reporting system. The figures are based on adjusting figures reported by the police for slight and serious injuries to take account of changes in the reporting of injury severity by some police forces in recent years. These adjusted figures can reliably be used to compare trends over time across the country. They are based on what we estimate the totals would be if all police forces were using injury-based severity reporting systems. More information on the change and adjustment process is available in the severity adjustments guidance.
Main points
Based on provisional data, in the year ending June 2022:
- there were 1,349 collisions involving e-scooters, compared to 978 in the year ending June 2021
- of all collisions involving e-scooters, 346 included only one e-scooter with no other vehicles involved in the collision (single vehicle collision), compared to 200 in the year ending June 2021
- there were 1,437 casualties in collisions involving e-scooters, compared to 1,033 in the year ending June 2021
- of all casualties in collisions involving e-scooters, 1,095 were e-scooter users, compared to 811 in the year ending June 2021
- there were 12 killed in collisions involving e-scooters (11 of whom were e-scooter riders) compared to 4 in the year ending June 2021
- our best estimate, after adjusting for changes in reporting by police, is that there were 429 seriously injured and 996 slightly injured casualties in collisions involving e-scooters, compared to 288 and 741 respectively in the year ending June 2021
Reported collisions and casualties involving e-scooters
Table 1 shows the number of reported road casualties in collisions involving e-scooters in Great Britain in the year ending June 2022, by road user type. Excluding e-scooter casualties themselves the main types of other road users involved in collisions involving e-scooters are pedestrians and cyclists.
Table 1: Number of reported casualties in collisions involving e-scooters, by road user type, Great Britain, year ending June 2022
| Road user type | Killed | Serious (adjusted) | Slight (adjusted) | Total |
|---|---|---|---|---|
| E-scooter user | 11 | 347 | 737 | 1,095 |
| Pedestrian | 1 | 62 | 180 | 243 |
| Pedal Cyclist | 0 | 18 | 40 | 58 |
| Motor Cyclist | 0 | 2 | 15 | 17 |
| Car Occupant | 0 | 0 | 17 | 17 |
| Van Occupant | 0 | 0 | 2 | 2 |
| Bus Occupant | 0 | 0 | 2 | 2 |
| Other Vehicle Occupant | 0 | 0 | 3 | 3 |
| Total | 12 | 429 | 996 | 1,437 |
Chart 1 shows the number of reported casualties in collisions involving e-scooters for the year ending June 2021 and year ending June 2022. There has been a broadly upward trend in the last 2 years, with dips during the second and third coronavirus lockdowns, followed by a sharp decrease in December 2021. Figures for months in 2022 may be affected by missing data for some police forces, though this is considered unlikely to affect the broad overall trend shown.
Chart 1: Reported casualties in collisions involving e-scooters by month, Great Britain from January 2020
Chart 1 note: the shaded areas refer to periods of lockdown due to the coronavirus pandemic.
Casualties by age and sex
Chart 2 shows the number of reported e-scooter user casualties, by age and sex in Great Britain in the year ending June 2022. There are more male than female e-scooter user casualties, especially amongst those aged between 10 and 39.
Chart 2: Reported e-scooter user casualties, by sex and age, Great Britain, year ending June 2022
Chart 2 note: cases where the casualty age and sex are unknown have been removed from the chart.
Chart 3 shows the number of reported casualties other than e-scooter users in collisions involving e-scooters by age in the year ending June 2021 and the year ending June 2022. Casualties are spread across all age groups with the biggest categories being between ages 20 and 59. Patterns by age group are broadly similar when comparing the year ending June 2022 to the year ending June 2021, though with larger increases for the older age groups in general over this period.
Chart 3: Reported casualties other than e-scooter user involved in e-scooter collisions, by age, Great Britain, year ending June 2021 and year ending June 2022
Chart 3 note: cases where the casualty age is unknown have been removed from the chart.
Casualties by time of day
Chart 4 shows the number of casualties involved in e-scooter collisions by time of the day, in the year ending June 2021 and the year ending June 2022. The trend is the same for both years, an upward trend starting at 6am and ending at around 4pm to 5pm with a dip at 10am, followed by a downward trend from 4pm to 10pm. There are 2 peaks, the first one at 8am and the second one at around 4pm.
Chart 4: Casualties in collisions involving e-scooters by time of the day, Great Britain, year ending June 2022
Casualties by police force area
Table 2 shows the number of reported collisions involving e-scooters by police force in Great Britain, in the year ending June 2022. The Metropolitan police reported around a third of all casualties involving e-scooters in Great Britain, compared with around a fifth of all casualties involving any vehicle. The remaining e-scooter casualties were spread across the other police forces, with higher numbers in areas where there is an ongoing trial (see below).
Missing data: as noted above, for these provisional figures some data for some police forces is missing. This particularly affects figures in table 2 for Avon and Somerset (6 missing months), Hampshire (3 months) and West Midlands (2 months) which are therefore likely to be underestimated. Staffordshire (6 months) and Wiltshire (2 months) also have missing data, but there are very few e-scooter collisions in these areas so the impact of the missing data is likely to be small for these forces.
Table 2: Reported casualties in collisions involving e-scooters by police force, Great Britain, year ending June 2022
| Police force | Involving e-scooters | Involving e-scooters (% of GB) | Involving any vehicle | Involving any vehicle (% of GB) |
|---|---|---|---|---|
| Avon and Somerset | 87 | 6% | 1,879 | 1% |
| Bedfordshire | 18 | 1% | 1,765 | 1% |
| Cambridgeshire | 32 | 2% | 1,940 | 1% |
| Cheshire | 4 | 0% | 2,107 | 2% |
| City of London | 6 | 0% | 167 | 0% |
| Cleveland | 5 | 0% | 861 | 1% |
| Cumbria | 3 | 0% | 1,048 | 1% |
| Derbyshire | 22 | 2% | 2,560 | 2% |
| Devon and Cornwall | 10 | 1% | 4,105 | 3% |
| Dorset | 27 | 2% | 1,796 | 1% |
| Durham | 0 | 0% | 867 | 1% |
| Dyfed-Powys | 5 | 0% | 1,391 | 1% |
| Essex | 55 | 4% | 3,785 | 3% |
| Gloucestershire | 7 | 0% | 1,143 | 1% |
| Greater Manchester | 35 | 2% | 3,993 | 3% |
| Gwent | 7 | 0% | 770 | 1% |
| Hampshire | 62 | 4% | 3,217 | 2% |
| Hertfordshire | 21 | 1% | 2,470 | 2% |
| Humberside | 16 | 1% | 2,368 | 2% |
| Kent | 31 | 2% | 5,241 | 4% |
| Lancashire | 9 | 1% | 3,982 | 3% |
| Leicestershire | 19 | 1% | 1,509 | 1% |
| Lincolnshire | 1 | 0% | 2,221 | 2% |
| Merseyside | 64 | 4% | 2,686 | 2% |
| Metropolitan Police | 463 | 32% | 28,023 | 21% |
| Norfolk | 21 | 1% | 2,096 | 2% |
| North Wales | 3 | 0% | 1,104 | 1% |
| North Yorkshire | 9 | 1% | 1,717 | 1% |
| Northamptonshire | 34 | 2% | 1,484 | 1% |
| Northumbria | 17 | 1% | 2,322 | 2% |
| Nottinghamshire | 91 | 6% | 2,399 | 2% |
| Police Scotland | 16 | 1% | 5,431 | 4% |
| South Wales | 19 | 1% | 1,211 | 1% |
| South Yorkshire | 19 | 1% | 2,769 | 2% |
| Staffordshire | 1 | 0% | 782 | 1% |
| Suffolk | 4 | 0% | 1,624 | 1% |
| Surrey | 11 | 1% | 3,515 | 3% |
| Sussex | 43 | 3% | 4,557 | 3% |
| Thames Valley | 44 | 3% | 3,858 | 3% |
| Warwickshire | 5 | 0% | 1,148 | 1% |
| West Mercia | 7 | 0% | 2,275 | 2% |
| West Midlands | 71 | 5% | 5,629 | 4% |
| West Yorkshire | 0 | 0% | 5,816 | 4% |
| Wiltshire | 13 | 1% | 1,468 | 1% |
| Total | 1,437 | 100% | 133,099 | 100% |
Casualties in e-scooter trial areas
The government is running trials of e-scooters, which are currently taking place in around 30 areas.
Currently the distinction between trial and privately owned e-scooters involved in collisions is recorded inconsistently by police forces as part of a free text field, and in some areas (including for the Metropolitan police) there are a high proportion of collisions where the police officer does not identify the type of e-scooter involved.
However in several areas where large trials have been running police have distinguished between trial and private scooters. Table 3 shows the number of e-scooters involved in reported road collisions, by ownership type, highlighting the police force areas covering the largest trials in place. As noted above, figures in some areas (notably Avon and Somerset and Hampshire) will be affected by missing data.
While it is difficult to draw any firm conclusions from the data reported at present, we will continue to issue guidance to police forces to attempt to capture more robust data on casualties within trial areas where possible.
Table 3: Reported e-scooters involved in collisions by ownership type, Great Britain, year ending June 2022
| Police force | Private | Rental | Unknown |
|---|---|---|---|
| Avon and Somerset | 8 | 8 | 63 |
| Dorset | 14 | 11 | 1 |
| Hampshire | 33 | 16 | 12 |
| Merseyside | 27 | 32 | 1 |
| Metropolitan Police | 9 | 8 | 418 |
| Northamptonshire | 0 | 27 | 6 |
| Nottinghamshire | 29 | 31 | 27 |
Injuries in collisions involving e-scooters
For police forces using injury-based reporting systems, information on the most severe injury sustained is available within STATS19. While coverage is not complete, this provides further detail on the outcomes of road collisions. Further details of what is collected are covered in our factsheet on injuries in road collisions.
Table 4 shows that the three most common type of injuries sustained in collisions involving e-scooters (to the e-scooter users or others) are all of slight severity. However, the fourth, fifth and sixth most common type of injuries are different type of fractures and head injures which are considered as serious injuries.
Table 4: Reported casualties in collisions involving e-scooters by injury type, Great Britain, year ending June 2022
| Injury type | Severity | Number of casualties |
|---|---|---|
| Shallow cuts, lacerations, abrasions | Slight | 204 |
| Bruising | Slight | 141 |
| Sprains and strains | Slight | 102 |
| Fractured lower leg, ankle, foot | Serious | 45 |
| Other head injury | Serious | 44 |
| Fractured arm, collarbone, hand | Serious | 40 |
| Severe head injury, unconscious | Serious | 35 |
| Other injury | Slight | 33 |
| Deep cuts, lacerations | Serious | 29 |
| Whiplash or neck pain | Slight | 20 |
| Shock | Slight | 12 |
| Fractured pelvis or upper leg | Serious | 9 |
| Other chest injury, not bruising | Serious | 9 |
| Other injury | Serious | 5 |
| Broken neck or back | Serious | 4 |
| Multiple severe injuries, unconscious | Serious | 4 |
| Severe chest injury | Serious | 2 |
| Internal injuries | Serious | 2 |
| Multiple severe injuries, conscious | Serious | 2 |
Table 4 note: the table includes only casualties reported by police forces using the injury-based reporting system ‘CRASH’, this is around 52% of all casualties in collisions involving e-scooters.
A list of all police forces and system they use can be found in severity adjustments section.
Background information
“E-scooters” are not one of the designated vehicle types collected in a STATS19 reportable collisions, as such they would be classed as other vehicle and can only be identified using a free text field.
The “Other vehicle” category was introduced in 2011 to replace the previously collected vehicle types Other motor vehicle and Other non-motor vehicle. A free text field was introduced at the same time to provide insight into what other vehicles were being recorded.
The description is mainly used by the department to assess whether new vehicle types need to be captured and to reclassify existing “Other vehicles” into one of the defined vehicle types, for example, even though mobility scooters have their own category, a number of these end up in the other category each year and are reclassified by the Department for Transport.
The free text field cannot be automatically validated in the same way as the designated vehicle type data, and therefore not as robust as published vehicle statistics. Therefore, using this text does require some investigation and validation. Unfortunately, the word scooter is not exclusive to one type of vehicle and depending on the context used, it could be used to describe a variety of vehicles including some motorcycles (those that have a step-through frame and a platform for the rider’s feet to rest on); mobility scooters and traditional stand on scooters. Stand on scooters can also have different methods of propulsion (petrol, electric or physical effort). Guidance has been issued to all forces to ensure they capture more than just the word ‘scooter’ in the free text description when recording this.
It should be noted that a considerable percentage of non-fatal casualties are not reported to the police. Non-fatal casualties for e-scooter users are amongst the most likely to be under-reported in road casualty data since they have no obligation to inform the police of collisions. This should be borne in mind when analysing and interpreting the data.
More information about the strength and weaknesses and definitions can be found in reported road casualties in Great Britain: annual report, 2021
Feedback
We welcome further feedback on any aspects of the department’s road safety statistics including content, timing, and format, via email to the road safety statistics team.
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