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Chicago e-scooter injury lawyerAs the city of Chicago continues the second year of its electronic scooter pilot program, fleets of the small, convenient vehicles have become widely available in other cities around the country as well. The explosion in popularity of e-scooters has created challenges for municipal regulators as they struggle to keep up with safety concerns and the impact of the scooters on city traffic patterns. According to a new study from the Insurance Institute for Highway Safety (IIHS), there are several factors that contribute to the likelihood of being injured on or around e-scooters.

Lack of Clear Rules

Electric scooters represent a relatively new phenomenon, and city planners and policymakers are playing “catch-up” in many cities. This means that too often, scooters are made available and are being used without consistent policies and rules in place regarding how to ride with safety as the top priority. The IIHS study found that e-scooter riders suffer more injuries per mile ridden than bicycle riders and were two times more likely to be hurt by potholes, lampposts, and cracks in the pavement. Bike riders, however, were three times more likely to be hit by a car. Thus, clear and consistent policies are extremely important for keeping riders and pedestrians safe.

Riding on Sidewalks

One of the biggest areas of concern is in regard to where e-scooters should be ridden. According to the IIHS, the jury is still out on whether it is actually safer to ride on sidewalks or on the road. The study found that riding on sidewalks creates more opportunities for the riders to be hurt, but riding on the road increases the chances of more severe injuries. Bicycle lanes may offer a potential solution, but combining e-scooters and bicycles—which usually travel at faster speeds—in one lane has risks as well. In the city of Chicago, e-scooters are not allowed to be ridden on sidewalks, so riders must use roadways and bicycle lanes.  

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Chicago scooter injury lawyerWe are now a month into the second round of Chicago’s experimental program to test the efficiency and usefulness of electric scooters in the city. City officials have been looking at e-scooters as an environmentally friendly way for people to move around the city without using buses, cars, and other transportation options that rely on fossil fuels. E-scooters are also faster and easier than walking on Chicago’s streets.

The first round of the e-scooter pilot program took place late last summer and into the fall. The second round started in August of this year and is expected to run until December. With the first month of the second test program now in the books, it seems that the novelty of e-scooters may be wearing off, despite an uptick in overall trips.

More Rides Taken, But…

This year’s program put nearly four times as many e-scooters on the streets of Chicago compared to last year, with 10,000 scooters made available from three different scooter companies. In the first month of the program last year, riders took about 218,000 trips, with an average trip covering about a mile and a quarter. This year, the first month saw 230,400 trips, and the average trip covered 1.87 miles.

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Chicago motorcycle accident lawyerIllinois is one of the few states in the country that does not have a motorcycle helmet law. Our state leaves it up to individual riders to decide for themselves whether to wear a helmet. At Livas Law Group, a Division of Kralovec, Jambois & Schwarz, we represent many motorcycle accident victims who have suffered terrible injuries, including traumatic brain injuries (TBIs). With this in mind, we encourage riders around the state to consider some of the evidence around the safety and effectiveness of motorcycle helmets.

Helmets Do Not Meaningfully Restrict Vision or Hearing

Many riders refuse to wear a helmet because they believe it will restrict their vision or ability to hear. These are certainly legitimate concerns. A rider’s safety would be compromised if they could not see or hear as well, in which case a helmet could be counterproductive and could, in fact, cause an accident.

However, research has shown that these fears are not well-founded or supported. As the National Highway Traffic Safety Administration (NHTSA) has stated, a person’s range of vision, including peripheral vision, usually covers between 200-220 degrees. Helmets provide up to 210 degrees of vision—so that is very slight impairment if any at all. Further, more than 90 percent of accidents happen within a 160-degree range, which means that vision impairment caused by a helmet will not contribute to most collisions. A rider can easily counter any slight restriction in peripheral vision by simply moving her head a little bit more in either direction.

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