背景:根据2018-2019年人口流动调查,与工作相关的旅程(通勤和值班旅程)约占所有旅程的25%。自过去十年进入法国市场以来,非机动(nm)和机动(m)个人移动设备(PMD)的使用一直在稳步增长。
目的:本研究旨在描述自法国引入新的PMD以及踏板车使用增加以来与工作有关的道路交通事故的特征及其演变。
方法:这是一个回顾性研究,使用罗纳路创伤登记处的数据进行横断面研究。数据收集自2015年至2020年。我们包括了在与工作有关的道路交通事故中受伤的18-70岁受害者的数据。
结果:我们确定了11296名年龄在18-70岁之间的人,他们经历了与工作有关的道路交通事故。共提供了11277名患者的损伤报告。共有546名乘客及78名其他机动车辆(巴士/电车,建筑设备和拖拉机)被排除在分析之外。事故发生时,有7名患者死亡,住院后死亡。在10653名(94.4%)受害者中,行人(5.1%)或骑自行车者(16.9%),踏板车(上升3.8%),其他PMD(滚子叶片,滑板,单轮,陀螺脚架和气垫板;0.4%)和机动两轮车(21.4%),或汽车司机(45.3%),和卡车(1.5%)。超过一半的踏板车骑手和80%的其他PMD骑手是男性。超过60%的其他PMD骑手和53%的踏板车骑手年龄在34岁以下。大多数踏板车道路交通事故发生在通勤期间(95.6%)。65%的踏板车事故和50%的其他PMD事故没有对手。总的来说,四分之一的受害者在没有对手的情况下经历了事故。大多数滑板车骑手上肢受伤(59.2%),下肢(46.8%),面部(21.2%)或头部(17.9%)。
结论:这项与工作有关的道路交通事故的原始研究使我们能够描述与新的出行方式相关的与工作有关的道路交通事故的增加,尤其是滑板车。在这项研究中,踏板车和其他PMD使用者观察到的结果与科学文献中发现的结果基本一致。尽管数据有限,结果表明,涉及踏板车或其他PMD的事故严重程度较低。
结论:更广泛地使用头盔可以预防许多头部受伤,在踏板车和其他PMD用户以及自行车用户中。
BACKGROUND: According to the 2018-2019 People Mobility Survey, work-related journeys (commuting and on-duty journeys) account for approximately 25% of all journeys. The use of non-motorised (nm) and motorised (m) personal mobility devices (PMDs) has steadily increased since their introduction into the French market in the last decade.
OBJECTIVE: This study aimed to describe the characteristics of work-related road accidents and their evolution since the introduction of new PMDs in France and the increase in the use of scooters.
METHODS: This was a retrospective, cross-sectional study using data from the Rhône Road Trauma Registry. Data were collected from 2015 to 2020. We included the data for the victims aged 18-70 years who were injured in work-related road accidents.
RESULTS: We identified 11 296 individuals aged 18-70 years who experienced work-related road accidents. An injury report was provided for a total of 11 277 patients. A total of 546 passengers and 78 drivers of other motorised vehicles (buses/trams, construction equipment and tractors) were excluded from the analysis. Seven patients died at the time of the accident and seven died after hospitalisation. Of the 10 653 (94.4%) victims, there were pedestrians (5.1%) or riders of bicycles (16.9%), scooters (3.8%), other PMDs (roller blades, skateboards, monowheels, gyropods and hoverboards; 0.4%) and motorised two wheelers (21.4%), or drivers of car (45.3%), and truck (1.5%). More than half of the scooter riders and 80% of other PMD riders were men. More than 60% of other PMD riders and 53% of scooter riders were under 34 years of age. Most scooter road accidents occurred during commuting (95.6%). 65% of the scooter accidents and 50% of other PMD accidents did not have opponents. Overall, one-quarter of the victims experienced accidents without opponents. Most scooter riders had injuries to their upper limbs (59.2%), lower limbs (46.8%), face (21.2%) or head (17.9%).
CONCLUSIONS: This original study on work-related road accidents allowed us to characterise the increase in work-related road accidents associated with new modes of travel, particularly scooters. The results observed for users of scooters and other PMDs in this study were generally consistent with those found in the scientific literature. Despite limited data, the results suggest that accidents involving scooters or other PMDs are of low severity.
CONCLUSIONS: Many head injuries could be prevented with more widespread use of helmets, among scooter and other PMD users and bicycle users.