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Measures

In the past decade some far-reaching measures were taken in the Netherlands to increase moped rider safety, some demonstrably more effective than others.

Education

In 1996, the theory certificate was introduced. Its aim was to prepare young (light-)moped riders better for traffic participation. The introduction of the theory certificate resulted in improved knowledge of and insight in traffic. However, experiments have shown that good knowledge of traffic is in itself not sufficient for safe traffic participation. In 2008, a practical examination for (light-)moped riders will also be introduced.

Moped in the roadway (BOR)

Until December 1999, mopeds had the same place on the road as cyclists, with the exception of the non-compulsory bicycle lane on which only cyclists are allowed. In the framework of the Start-up programme Sustainable Safety the moped was moved from the bicycle path to the roadway in urban areas on 15 December 1999. Only when, for instance, the speed limit for motorized traffic is 70 km/h or higher, this measure does not apply.
In 2001, the measure was assessed by comparing situations in which BOR had been introduced with situations where the moped continued to use the bicycle path. This comparison showed that the BOR measure made a significant contribution to the total decrease of the number of moped crashes.

Reduction of crashes and casualties involving moped riders, averaged 1995-1999 to 2000 (AVV 2001).

European anti-tuning up guideline

In 1999, European guideline 97/24/EEG was introduced to prevent tuning up (light-)mopeds. This guideline states that the vehicle's speed reduction facilities must be difficult to remove for unauthorized persons. Unfortunately, the guideline does not seem to be watertight in practice. Although it has become more difficult for private individuals to tune up a moped, retailers are often prepared to tune up a (light-)moped that meets the new EU regulations for a sum of approximately €50. In addition, tuning-up kits are sold widely, for instance on the internet. It is difficult to make foolproof regulations, because it must of course remain possible to disassemble certain parts for repairs. Yet, the EU intends to sharpen the present rules. A previous 1996 agreement between the Dutch Ministry of Transport and the trade associations to reduce the number of (light-)moped crashes by the prevention of tuning up, failed to bring about improvements.

Licensing of (light-)mopeds

In October 2005, the Netherlands introduced a license for (light-)mopeds. Late 2006 this operation was completed. Before a license is given out, a dealer needs to draw up a rough inspection report about the technical state of the (light-)moped. On the basis of this report the Vehicle Technology and Information Centre determines whether a license can be given. A license has the large advantage that police enforcement is made easier, because identification of the vehicle has become easier. Fines can now also be written out 'on the license plate' with the help of red light and speed camera's.

Enforcement

The introduction of a license for (light-)mopeds in the Netherlands made enforcement of traffic rules more efficient. It is not yet clear if the positive effect will also be present in the crash rates. An important enforcement issue is helmet use. For many years, all moped riders wore their helmet. After 1996 the wearing percentage has been dropping. For this reason helmet use by moped riders became one of the spearheads of the regional enforcement plans. The first police regions started with an enforcement plan in 1999, the last ones started in 2001. The wearing percentages have remained more or less stable since then (see also the fact sheets Motorcycle and moped helmets and Effects of police enforcement of protection devices and moped helmet use and red light running. Other relevant behaviours which are enforced by the police are driving speed, tuning up, and red light behaviour.

Helmet wearing percentages moped riders and passengers. Source: BVOM