The problem with the reliability and validity of official collision records is exemplified again in the fatal collision of an e-scooter rider in north-east London Ontario on Wednesday, September 17, 2025. For the first day of reports the local CTV News agency was reporting that a “pedestrian” was hit on Beckworth Ave. And since the roadway was closed no one could get close enough to confirm the reports that likely came from the investigating London City Police.
Next, on September 18th CTV News reported that a “scooter” driver died at that location. But the word “scooter” conjures up different meanings. Was this a push scooter without an electric engine? Because of the limited speed at which a push scooter can be operated it can be operated very differently on London’s roads. And the concerns of health officials and road safety experts would not be triggered by the growing trends of e-scooter driver injuries and deaths.
Then on September 18th CTV News posted a new article entitled “E-scooter safety under spotlight after operator dies in London crash”. Investigating police reportedly clarified that this scooter was “…the one that you stand on…”. So this description of the involved scooter is much different than the initial description which stated that a pedestrian was struck. But is that important?
In our detailed observations of cyclists in London Gorski Consulting has also observed many e-scooters. Informally we have observed on many occasions that e-scooters are being operated at a much higher speed that the maximum 24 km/h permitted by the Ontario Highway Traffic Act. This is also a trend with some e-bikes which are observed travelling much faster than a typical pedal-bike.
Historically those cycle riders who could attain average speeds above 20 to 25 km/h were those riders who were experienced and knowledgeable. They could be seen with superior equipment and they invested in safety equipment such as bright clothing, helmets and proper lighting. And because of their higher speeds they also tended to travel on roads designed for motor vehicle traffic or on designated cycling paths or tracks. So it would be rare that such riders would be seen riding “very quickly” on a sidewalk for example. But exceptions always exist.
What is happening now though is that inexperienced riders, and ones who do not understand the importance of safe riding, are getting on e-scooters and e-bikes and they are attaining substantially faster speeds than those riding on higher-end pedal cycles. What is more is that many of these e-riders are riding on sidewalks at much higher speeds than pedal-bikers. While there were safety benefits for some riders of pedal-bikes to ride on sidewalks on dangerous roadways the situation is changing for the worse where this safety benefit is being negated. Riding an e-device at high speed on a sidewalk, or anywhere with motor vehicle traffic, is creating a new safety problem that is not being captured in official collision statistics.
A research paper “Characteristics of outdoor motorized scooter-related injuries” by Sofiia Desiateryk, Sarah Zutrauen et. al. reported on Canadian hospital data from 2012 to 2017 and concerns were expressed that scooter injury rates were increasing. In July, 2025 the Canadian Automobile Association (CAA) also publicized a report that they commissioned to look at safety issues surrounding e-bikes and e-scooters. The CAA report included the finding that “…Official collision data is inconsistent and often lacks key details, including recording whether an e-bike or e-scooter was involved”.
The poor reporting of the current collision in London high-lights the need to recognize that better, public reporting in crucial to address any road safety developments.
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