Electric scooters have proliferated on streets worldwide, touted as a green and fun alternative to cars. However, emergency rooms and trauma centers report alarming spikes in scooter-related injuries. Recent U.S. data show that injuries treated in hospitals jumped sharply while one UCSF study found e-scooter injuries climbing about 45% per year from 2017 to 2022.
Likewise, in 2024 U.S. emergency data indicated a near 80% rise to roughly 116,000 scooter injury cases. Yet these official figures may only scratch the surface. Investigators warn that much of the scooter injury toll goes uncounted. For example, U.K. analysts found only about 9% of hospital-treated scooter accidents appearing in police crash records.
Below we examine global patterns in e-scooter accidents, explain why injuries including even those incurred during “fitness” rides are under-reported, and highlight the hidden toll on riders.
Global Surge in e-Scooter Injuries
E-scooters have become a mainstream transport mode in many regions, and injuries have surged accordingly. In the United States, one leading study (based on U.S. Consumer Product Safety Commission data) observed that e-scooter injuries nearly doubled in five years, from 8,566 cases in 2017 to 56,847 in 2022. These injuries often involved serious trauma: head and internal injuries were more common than for conventional scooters, and two-thirds of injured riders were male.
By 2024, a consumer-safety analysis reported roughly 116,000 e-scooter injuries in U.S. ERs – an 80% increase over the previous year. Alarmingly, young people account for many of these. ERideHero’s founder notes that Americans under age 15 made up 15% of injuries, and injuries in ages 15–24 accounted for 23%. In effect, thousands of new riders (many students and teenagers) are joining the patient count each year.
Similar trends are visible in Europe and Australia. In Great Britain (including England, Scotland and Wales), police-reported crashes involving e-scooters numbered 1,292 in 2023 – yielding 1,117 rider casualties including six deaths. (These totals were actually down slightly from 2022, but still represented over a thousand people hurt in a single year.)
Even so, road safety experts stress official counts are far short of reality (see below). Across the English Channel, a 2025 Finnish emergency-department study found e-scooter riders injured at a rate 3.6 times higher per trip than cyclists. Finnish researchers noted that 46% of scooter crashes caused head injuries versus 31% for bikes, and 29% of injured scooter riders were intoxicated.
This higher risk profile was driven in part by risky behavior: only 4% of injured e-scooter riders had helmets on (versus 28% of cyclists). Such findings echo broad trends: helmets are rare and injuries severe in many places (especially to the head), which makes reporting and prevention even more urgent.
Australia’s latest data are equally stark. A June 2025 report from Queensland University of Technology found that in 2023–24, 176 children under 16 were treated in one hospital’s ER for scooter injuries, including 18 cases (10%) requiring brain surgery or intensive care. Over a third had broken bones, and fully 42% of those injured children had no helmet on at the time. One senior doctor remarked this was “only the tip of the iceberg” in Queensland. Pacific Rim authorities are just beginning to track scooter harms: a Western Australia trauma chief says he now sees a severe scooter injury “every day” at Perth’s main hospital.
Elsewhere, compiled media reports paint a similar picture. In the UAE, Dubai police data recorded 254 scooter- or bicycle-related accidents in 2024, with 10 deaths and 259 injuries. More than half of those casualties happened off the legal trial zones, highlighting widespread private scooter use (often by children).
In Israel a government study found five rider fatalities in 2021 and five in 2022. (Israeli officials have since imposed stricter enforcement.) Even where scooters themselves are banned from streets, their use as fitness toys or sidewalk novelties means injuries happen unrecorded. Across Asia and India, stand-up e-scooters are not well-regulated: they are often considered off-road vehicles, so crashes go into general accident statistics or are unreported.
Still, one Chinese survey of thousands of riders (including e-bikes and mopeds) showed a dramatic rise in fatalities – up 11-fold by the early 2010s – underscoring the collision risks of electric two-wheelers when usage explodes.
In summary, by every measure e-scooter injuries have boomed globally. Hospitals and media consistently report thousands of injured riders annually (especially among youths and under-equipped users), yet official counts usually capture only part of the story. Table 1 (below) compares several national data points and studies:
United States: U.S. ER visits rose from ~9,000 in 2017 to ~57,000 in 2022, and by 2024 nearly 116,000 treated. A UCSF analysis of NEISS data found the average annual growth in U.S. e-scooter injuries was ~45%.
United Kingdom: Officially, 2023 had 1,117 injured scooter riders (6 killed) in police data. But a UK PACTS/Guardian analysis showed roughly only 9% of actual hospital cases were recorded in that data.
Australia: Queensland hospital data (2023-24) recorded 176 child scooter injuries (nearly 10% life-threatening). Nationally, one study tallied 30 scooter deaths over 2020–mid-2025 (11 of them under 18).
Finland: Helsinki study (2022-23) reported e-scooter injuries at 7.8 per 100,000 trips vs. 2.2/100k for bicycles, a 3.6x higher risk, with 46% head injuries and 29% intoxication rate.
UAE (Dubai): 254 combined bike/scooter crashes (2024) led to 10 deaths and 259 injuries (Dubai and adjacent Emirates report).
Israel: Five rider fatalities each in 2021 and 2022 (government figures); enforcement is being tightened.
China: While e-scooter-specific stats are lacking, electric bike/moped accidents soared (to 6,539 deaths by 2013).
India: No coordinated stats on stand-up scooters. Sales are growing but usage often violates road laws; accidents are likely undercounted in official traffic statistics.
These comparisons highlight a consistent story: e-scooter risks are everywhere, but only partially captured by formal data.
Gaps in the Data: Underreporting & Oversight
A key finding from investigators is that most scooter injuries are not captured in official records. In many countries, the rapid spread of scooters has outpaced authorities’ ability to classify and record incidents. In the UK for example, e-scooters had been lumped under “other vehicles” until a new category (from 2024) will track them explicitly.
Before that change, a study by the Parliamentary Advisory Council for Transport Safety (PACTS) compared 20 hospital emergency departments to police collision reports and found a massive discrepancy: 243 hospital cases in just two months, but only 21 of those appeared in the police database. Similarly, of 54 seriously injured scooter patients, only 14 (26%) were on the police roster. In short, only a tiny fraction of nonfatal scooter accidents gets officially recorded.
This undercount happens for several reasons. Victims treated at urgent-care clinics or by private doctors aren’t in government data. Single-rider falls with no third party often go unreported. In Britain, privately-owned scooters are technically illegal outside trials, so many riders avoid police reporting. More broadly, the vehicle category is so new that many jurisdictions simply lack a system to tally these crashes. As one UK analysis warned, “growth in use of e-scooters has outstripped the ability of the official police reporting system to accurately record all injuries and collisions”.
The UK example is not unique. In the US, injuries treated in hospital EDs are tracked by CPSC via NEISS, but police records (and transport injury stats) lag. The Axios Atlanta report notes that by 2024 even NEISS may only catch a portion of cases; four Americans were killed and 43 seriously injured in Atlanta alone between 2020–2024, according to city Vision Zero data. In Australia, national injury registries are just beginning to compile scooter data, so doctors rely on small regional studies. In Dubai and other Gulf cities, tourism and expatriate riders on rented scooters may not be systematically tallied.
A stark example comes from recent Australian tragedies: in Perth, trauma chief Dieter Weber decried the “enormous” number of serious scooter injuries arriving daily. Because e-scooter accidents can be fatal – as a recent case in Perth showed – families and experts call these losses “preventable” if better tracking and regulation existed.
Lee Carroll, whose friend died after being struck by an intoxicated scooter rider, pleaded with authorities: “E-scooters for hire are motorised vehicles that require no licence… inviting use by people who may be intoxicated. This is a dangerous and unacceptable situation.” Without consistent data on such incidents, policy-makers lack the evidence to respond.
In short, the data deficit is global. New research suggests that hospitals and safety advocates see only the tip of the iceberg. A U.S. study notes that e-scooter injuries often involve multiple injuries per patient and many unreported cases. Regulatory bodies are only now waking up: the UK will add a “personal powered transporter” code, and the U.S. Consumer Product Safety Commission is reviewing crash data. But for now, the majority of scooter injuries – whether from a short commute, a grocery run, or a “fitness” spin – slip through the cracks.
Who’s Getting Hurt: Profiles of Victims
Even as data gaps persist, the collected evidence points to clear risk profiles. Across regions, young adult males and children are most affected, often riding without helmets and sometimes under the influence. In the U.S. NEISS data, two-thirds of injured e-scooter riders were male. The largest age group was 15–24 (23% of injuries). Notably, Americans under 15 account for about 15% of cases – a huge jump since many jurisdictions ban kids on scooters. In Australia’s school survey, all injured were aged 5–15.
Children and teens often suffer the most severe consequences. School-age riders appear repeatedly in reports. The Queensland study found that 10% of injured children had life-threatening brain trauma. International data show similar patterns: in Finland, head injury rates are higher for scooter riders than cyclists, and even serious TBIs do occur.
Yet helmet use is shockingly low. In the Australian cohort, 42% of children injured had been unhelmeted. In U.S. hospital series, helmet use among scooter crash victims is typically single digits (e.g. one study reported only 1 of 190 riders wore a helmet). This helmet gap means that head injuries are disproportionately common – a British safety report specifically warned that hospital data show “worrying trends in injuries to the head, face and spine” from e-scooters.
Risky behaviors compound the problem. Many injured riders admit to speeding or riding impaired. The Queensland data revealed 36% of injured kids were going above the 25 km/h limit at impact. In Helsinki, one-third of scooter crash victims were intoxicated. In the UK, police noted frequent sidewalk riding and night use, even though sidewalk riding was broadly illegal. “We basically put motor vehicles on sidewalks,” noted one U.S. safety analyst, “and expected everyone to figure it out for themselves”.
Victim testimonies and expert quotes reinforce these stats. Parents and doctors plead for recognition. Perth trauma chief Dieter Weber sees families shattered: “our patients are experiencing lifetime consequences or not even surviving from injuries sustained on an e-scooter,” he said. The grieving friend Lee Carroll insists “Thanh’s [fatal] death was preventable” and calls for decisive action.
In Dubai, road-safety expert Thomas Edelmann observes “underage children with no helmet, no reflective vests, no lights…driving at will on roads”, highlighting the chaos on streets. These personal accounts underline that for every reported case, others – perhaps dozens more – never make it into national statistics.
E-Scooters as Exercise: Myth vs. Reality
Some riders and marketers like to cast e-scooters in a fitness or wellness light. But evidence suggests actual exercise gains are minimal, and any injuries from such use join the general accident tally anyway. Recent research finds that the net impact on physical activity is at best neutral. A 2025 Spanish review concluded that “the use of electric scooters seemed to be associated with lower levels of physical activity”.
In practical terms, many scooter trips simply replace walking or cycling. In a Utah user survey, 43.5% of respondents said they would have walked if their scooter had not been available. Thus, instead of boosting fitness, scooters often shift riders from one form of movement to an easier one.
Scooter companies do sometimes claim wellness benefits – describing their products as offering “a low-intensity workout” or a “gateway to further exercise”. But health experts urge skepticism. Unlike bicycles, scooters keep the rider mostly upright and passive, with little muscle exertion beyond balance. Public health analysts warn that claiming significant exercise could distract from safety: “e-scooters in themselves likely offer few physical activity benefits,” the Provo study observes.
When injuries occur, they can ironically hamper fitness; an injured rider cannot walk or jog during recovery. No official data segment exists for “fitness scooter accidents,” so any injury sustained during a scooter ride – workout or commute – is filed simply as a crash or fall.
It is true that some people use e-scooters recreationally. The Provo University survey found the most common motivation was “to have fun” (42%), and the top destination reported was simply “just riding around for fun”. This underscores that many riders treat scooters as leisure, not transport. If anything, that means “fitness” riders might actually travel less distance or speed, but they still face the same road hazards.
And because many such riders are novices or children, their accidents can be severe. In summary, the idea of scooters as exercise machines is largely marketing: the real world data show they replace other transport and carry significant injury risk, not exercise benefit.
Comparative Insights from Around the World
A truly global view underscores that underreported scooter injuries are a shared problem. We summarize key findings by region:
United States
The Consumer Product Safety Commission’s NEISS data (via ERideHero) show a dramatic rise. By 2024, NEISS indicated ~116,000 emergency visits for scooter injuries, up 80% from the previous year. Children and youth drove this increase. A separate JAMA report (2024) found e-scooter injuries grew 45% annually through 2022.
Accidents often involve novice riders and intoxication: one U.S. study noted e-scooter riders were much more likely than cyclists to be drunk (29% vs. 8%) and far less likely to wear helmets (4% vs. 28%). Experts like Adrian Fernandez (UCSF) warn of an “urgent need for added safety measures,” including infrastructure changes. Insurance and legal discussions (mostly in North America) emphasize issues like liability for delivery drivers and compensation for injured gig-economy couriers.
United Kingdom
Despite trials in cities, privately owned scooters dominate. Official data (STATS19) for Great Britain reported 1,269 scooter collisions (year to June 2023) with 7 deaths and 390 serious injuries. The 2023 annual fact sheet recorded 6 fatalities and 416 serious injuries for the year. However, safety advocates note that data collection is flawed: the PACTS study found just 9% of ED cases were logged, and only 26% of serious injuries made it into the police crash file.
The National Health Service’s trauma audit is starting to include e-scooters, but hospitals privately call for uniform reporting. Road safety groups (Pacts, IAM RoadSmart) and police stress the need for legislation – e.g., mandatory helmets, speed limiters, competency training – to match the vehicles’ rapid spread.
Australia
E-scooter programs exist in major cities but regulations vary by state. Medical reports highlight a pediatric safety crisis: one Queensland study saw 176 child cases in a year, many life-threatening. The Australian Medical Association warns that national data are insufficient and that no consistent safety laws exist.
Academics tally dozens of scooter deaths; one Melbourne researcher identified 30 fatalities in five years, 11 of them under 18. Authorities in Perth and Brisbane have at times suspended share programs after serious crashes. At least one pediatric surgeon compared the situation to “trauma you’d see from major road accidents”, underscoring public health concerns.
Europe (non-UK)
Countries like France, Spain, Germany have varying regulations. A 2025 Finnish study (above) provides hard evidence of risk and was one of few that calculated a per-trip injury rate. Other European cities report rising hospital visits; for example, emergency room research in France and Italy notes a surge in scooter trauma (often multiple fractures, facial injuries).
The European Transport Safety Council (ETSC) has published analyses warning that scooter injuries often exceed bicycle ones in severity. Key issues across Europe include enforcing helmet and age rules (many countries allow only adults in public) and integrating scooters into traffic laws.
Asia and Middle East
In Asia, attitudes vary widely. Singapore heavily restricts or bans e-scooters on roads (except a few trials), so most use is illegal, complicating data. In China and India, “e-scooter” often means seated mopeds, but stand-up scooters are gaining popularity among youth. No comprehensive stats exist. The CDC data from China (mainly on e-bikes/mopeds) showed e-bike fatalities skyrocketing from a few hundred to over 6,000 by 2014 – signaling that powered two-wheelers bring heavy tolls when unregulated.
In the Gulf states, rideshare scooters are a novelty; Dubai’s report of 10 deaths in 2024 prompted calls for a federal safety agency. Saudi Arabia and Qatar have seen scooter imports but are only now drafting traffic rules. Israel now criminalizes sidewalk riding and requires registration; a 2025 report noted five annual fatalities at recent counts, triggering stricter enforcement. Across the Middle East, enforcement (helmets, speed limits) and public education are weak, meaning many incidents may go unrecorded.
Africa and Others
Data from Africa are virtually nonexistent. Some countries (e.g. South Africa) have small fleets in Cape Town or Durban, but no official injury reports. In India and Southeast Asia, stand-up scooters are a recent phenomenon with scant oversight, so any injury stats are anecdotal at best. Africa’s major cities have not yet widely adopted shared scooters; however, any growing use will likely mirror patterns seen elsewhere: novice riders, poor infrastructure, and a need for better tracking.
In summary, every region with significant scooter use is reporting casualties, but none has a fully accurate ledger. In practice, this means trends gleaned from data (like the charts below) are almost certainly underestimates.
Behind the Numbers: Case Studies and Voices
To illustrate the human side of the statistics, consider these accounts and expert observations:
Victim Testimony
In Perth, Dr. Weber recounted patients whose lives were shattered: “We have people [in ER] come in with injuries they’ll carry forever – or that kill them – all from a short scooter ride”. A family friend of one victim said it plainly: “Thanh’s death was preventable” – he blamed the lack of stricter controls on hired scooters near nightlife.
In Dubai, Thomas Edelmann of RoadSafetyUAE recounted seeing children as young as nine riding unsafely: “We see underage children with no helmet…driving at their will on roads”. His words dramatize what statistics alone cannot: a community where laws mean little until a tragedy occurs.
Medical Perspectives
Emergency physicians and surgeons have issued warnings. An Orlando trauma surgeon noted a 250% increase in e-scooter and e-bike ER visits at his hospital, half involving intoxication. In Atlanta, pediatric specialists pointed to the NEISS data and charted a “sharp rise” in youth scooter injuries. The consensus is that many of these injuries are preventable – typically head traumas or fractures from falls and collisions.
The high cost of treatment underscores the hidden public burden. For instance, a Rocky Mountain helmet clinic reports that in Colorado, each scooter brain injury can cost tens of thousands of dollars in surgery and rehab.
Legal and Policy Experts
Road-safety NGOs and lawyers emphasize structural issues. Nicholas Lyes of IAM RoadSmart called the spread of illegal private scooters a “wild west” and urged UK lawmakers to impose minimum standards (device approvals, speed limiters, rider training). In the U.S., think tanks debate the role of insurance: many victims are left without coverage because private scooter owners or e-bike riders often lack it.
One San Francisco lawyer noted that victims face complex liability questions – is the scooter company or a drunk driver at fault? – which get even murkier when incidents aren’t properly documented.
Comparative Safety Programs
Some cities have started pilot programs. For example, Lime (a major scooter share company) offers in-person safety courses for first-time riders and public helmet campaigns. New York City’s Vision Zero task force and San Francisco’s SFMTA have both held stakeholder meetings to propose designated scooter lanes and parking zones.
However, experts point out that without nationwide data and unified rules, local measures have limited impact. As mobility consultant Shayna Pollock told Axios, “Cities could reduce scooter injuries by designing streets safe for everyone” – meaning physically separated lanes and lower speed limits in dense areas.
Collectively, these voices underscore a common theme: awareness is growing but more must be done. The engineering and enforcement must catch up with the technology’s spread. Rider education, mandatory protective gear, better lighting/pavement, and clear reporting channels are repeatedly recommended. Without them, tragedies – from head injuries to fatalities – will continue in silence.
Strategies for Prevention and Reporting
Given the underreporting problem, experts agree on several actions to close the data and safety gap:
Better Crash Reporting
Mandate that all scooter accidents (even single-rider spills) be reported to police, as PACTS recommend. Introduce specific codes in traffic databases (as the UK will in 2024) so agencies can track “personal powered transporters” separately. Encourage hospitals to flag e-scooter cases and share data with public health agencies (some U.S. states are considering linked registry reporting).
Stricter Regulations
Many experts advocate regulation parity with other vehicles. This could include mandatory helmet laws, age limits (no riders under 16, for instance), and even licensing/training for rental scooter users. RoadSafetyUAE calls for a “safety culture movement” in schools and parents. In the UK and Australia, policy-makers are debating whether e-scooters should meet vehicle safety standards (reflectors, brakes, speed governors).
Urban Design
Improved infrastructure can prevent collisions. Dedicated scooter and bike lanes, clear signage, and better lighting can separate riders from cars and pedestrians. Transport planners note that many scooter accidents occur at night or on sidewalks, so well-lit off-road paths and parking corrals (instead of abandoned scooters on sidewalks) would help. Some cities (e.g. Paris, Montreal) have begun pilot lanes for micro-mobility vehicles.
Public Awareness
Campaigns like “wear a helmet” or “don’t drink and scooter” are being rolled out on social media and through schools. Scooter companies often highlight safety tips – for example, Lime requires a photo of a helmet selfie for first rides. But advocates stress consistent enforcement: in Dubai, policing e-scooter rules and penalizing violators is seen as essential.
Data Transparency
Ultimately, fully understanding the problem requires comprehensive data. Researchers urge cities to fund independent studies like the Austin and Provo analyses, and governments to publish annual injury tallies. Only with transparent information – “a mirror of reality,” as Margaret Winchcomb of PACTS puts it – can citizens and leaders confront the hidden costs.
Above: A safety demonstration in Abu Dhabi encourages helmet use. While such campaigns are helpful, road safety experts emphasize that education alone is insufficient. “We need to equip, teach and protect our children relentlessly,” says UAE expert Edelmann.
Good infrastructure, strict rules (including enforcement of helmet and DUI laws), and consistent accident reporting will all be needed to rein in the scooter safety crisis. As one policy analyst concludes: treating scooters as “toys” instead of vehicles has allowed an epidemic of injuries to flourish, and it will require determined action at all levels to slow it.
Conclusion
Electric scooters have promised an eco-friendly, modern way to get around – and indeed they offer convenience and mobility benefits. But investigators warn of a quiet crisis: thousands of riders are being hurt in crashes each year, often without our knowledge. The data we do have paint a grim picture of head injuries, fractures, and even fatalities, especially among inexperienced and young riders. Many of these injuries are completely preventable – nearly all experts cite helmet use, cautious speed, and sober riding as simple remedies.
Yet without better data collection and regulation, we lack the full picture needed to protect the public. Whether riders use scooters for commuting, delivery, or even exercise, their accidents become part of the same unmonitored tally. This report shows that across the U.S., Europe, Asia, Middle East and beyond, injury surveillance has not kept pace with scooter adoption. In some countries only a fraction of cases are recorded, meaning the official story is incomplete.
For the Google reader searching “e-scooter injuries,” the takeaway is clear: the scooter boom has a dark side. By exposing the hidden injuries – and the surprising lack of oversight – we hope to spur action. Policymakers must update traffic codes, planners must create safe streets, companies must promote safety, and riders must ride responsibly. Only by shining light on the real costs of these devices can communities balance the benefits of micro-mobility with the need for public safety. Until then, every silent crash in the hospital will remain an untold story of the e-scooter experiment.
Citations And References
All citations in this investigation correspond to verified sources gathered during extensive research across multiple continents and databases. Full documentation available upon email to support the accuracy and verifiability of all claims made.
- UCSF Health News – Electric Scooter and Bike Accidents Are Soaring Across the U.S. (July 23, 2024)
- Smart Cities Dive – US e-scooter injuries treated in ERs rose 80% in 2024: report (Sept 5, 2025)
- Guardian/Observer – Tiny proportion of e-scooter injuries appear in official UK data (Jan 14, 2024)
- UK Department for Transport – Reported road casualties Great Britain: e-Scooter factsheet 2023 (Dec 2023)
- Kyodo News / WION Dockless Electric Scooter-Related Injuries Study – Austin, Texas (2018)
- Journal of Transport & Health – Considering the Potential Health Impacts of Electric Scooters: An Analysis of User Reported Behaviors in Provo, Utah (Sept 2020)
- Guardian Australia – Natasha May, E-scooter injury toll revealed in study just ‘tip of the iceberg’ in Australia (June 3, 2025)
- ABC News (Australia) – Keane Bourke et al., Trauma surgeon describes daily e-scooter toll as crash victim’s friend says death avoidable (June 5, 2025)
- Khaleej Times – Angel Tesorero, 10 killed in Dubai e-scooter, cycle accidents last year: Experts seek stricter rules (Apr 4, 2025)
- Axios Atlanta – Joann Muller, Reducing e-scooter injuries demands designing safer streets (Sept 9, 2025)
- Research in Transportation Business & Management – Jordi-Sánchez et al., Electric scooters and physical activity: A scoping review (Apr 2025)
- Scientific Reports (Springer Nature) – Seitakari et al., Comparing the characteristics of electric scooter and bicycle injuries (July 29, 2025)
- Centers for Disease Control – Hu et al., Road Traffic Injuries Among Riders of Electric Bike/Electric Moped in Southern China (May 2018)
About Our Investigative Services
Seeking to expose corruption, track illicit financial flows, or investigate complex criminal networks? Our specialized investigative journalism agency has proven expertise in following money trails, documenting human rights violations, and revealing the connections between organized crime and corporate malfeasance across the world and beyond.
Partner With Us for Impactful Change
Our investigative expertise and deep industry networks have exposed billion-dollar corruption schemes and influenced policy reform across Americas and beyond.
Whether you’re a government agency seeking independent analysis, a corporation requiring risk assessment and due diligence, or a development organization needing evidence-based research, our team delivers results that matter.
Join our exclusive network of premium subscribers for early access to groundbreaking investigations, or contribute your expertise through our paid contributor program that reaches decision-makers across the continent.
For organizations committed to transparency and reform, we also offer strategic partnership opportunities and targeted advertising placements that align with our mission.
Uncover unparalleled strategic insights by joining our paid contributor program, subscribing to one of our premium plans, advertising with us, or reaching out to discuss how our media relations and agency services can elevate your brand’s presence and impact in the marketplace.
Contact us today to explore how our investigative intelligence can advance your objectives and create lasting impact.
Read all investigative stories About Fitness.
* For full transparency, a list of all our sister news brands can be found here.
