Young mopedists
16-17 year old mopedists have an extremely high casualty rate. This is partly due to the type of vehicle and is partly caused by age related unsafe behaviour combined with a lack of knowledge and experience. In brief, the moped is a high risk vehicle, especially when being ridden by the young.
During the last ten years all sorts of measures have been taken to reduce the number of moped casualties. Examples are the introduction of the theory certificate, the 'moped on the carriageway' measure, mandatory helmet use, and, throughout the EU, prevention of the tuning up of mopeds and light mopeds. Of all these measures, only the 'moped on the carriageway' has had a proven positive effect on the number of moped crashes. The introduction of registration numbers for mopeds and light mopeds makes police enforcement easier. A measure being prepared is the introduction of a compulsory driver training and a demerit points driving licence for mopedists. The measure which is estimated to be the most effective, the raising of the minimum age from 16 to 18 years old, or alternatively 17, has appeared to be not politically feasible.
For more details see: Fact sheet Young mopedists (pdf)
Safety
Young mopedists have extremely high casualty rates
Every year, about 25 16-17 year old mopedists are killed and about 700 young mopedists are severely injured. Approximately three quarters of these casualties are males. This makes 16-17 year olds account for about one third of all moped casualties, including passengers. The casualty rate, the number of casualties per kilometre travelled, is extremely high. Young mopedists have a more than 50 times higher crash rate than the average of all ages and all modes of transport.
Possible causes
Partly the vehicle and partly the age
The high casualty rates of young mopedists can partly be attributed to the vehicle. A moped is a dangerous vehicle. They are ridden at relatively high speeds, although the rider has hardly any protection in a crash or if he falls off. Leaving age aside, the crash rate of a moped rider is nearly 40 times higher than that of other modes of transport.
The reason for the high casualty rate of young mopedists also has to do with their age. In the first place, there is adolescence as a phase of life: the young know their limitations but are inclined to overestimate their skills and underestimate the difficulty of the driving task. This is especially the case for males. The results in risky behaviour such as riding at high speeds and not wearing a helmet. In the second place, the moped is their first experience with a motorized vehicle and they are thrown in at the deep end without any practical training. The crash rate of young mopedists is about four times higher than that of mopedists older than 18 years.
In brief, the moped is a dangerous vehicle, especially when ridden by the young.
Measures
The 'moped on the carriageway' measure effective, raising the minimum age even more so
Various measures have been taken in the last 10 years to reduce the number of casualties among mopedists. In
For more details see: Fact sheet Young mopedists (pdf)
References
(SWOV reports in Dutch have an English summary)
AVV (2001). Evaluatie verkeersveiligheidseffecten 'Bromfiets op de rijbaan'; Een onderzoek naar letselongevallen met bromfietsers een jaar na de landelijke invoering. Directoraat-Generaal Rijkswaterstaat, Adviesdienst Verkeer en Vervoer, Rotterdam.
Berg, J. van den & Gevers, D.-J. (2001). De effectiviteit van de EU-anti-opvoerregelgeving voor brom- en snorfietsen. Rapport afstudeeropdracht 2001. Hogeschool van Arnhem en Nijmegen, Faculteit Techniek, HTS Autotechniek, Arnhem.
Goldenbeld, C. & Houwing, S. (2001). The driving skills and possibilities of training young mopedists; A scientific experiment with young moped riders in the traffic of Leeuwarden and its surroundings. R-2001-16. SWOV, Leidschendam. (In Dutch)
Goldenbeld, C., Houwing, S. & Craen, S. de (2002). Development of driving skills of young moped riders; A follow-up measurement in 2001, one year after an earlier experiment in Leeuwarden. R-2002-10. SWOV, Leidschendam. (In Dutch)
Mathijssen, M.P.M. & Craen, S. de (2004). Evaluation of the regional traffic enforcement plans: Effects of intensified police surveillance on traffic behaviour and road safety. R-2004-4. SWOV, Leidschendam. (In Dutch)
Schoon, C.C. & Goldenbeld, C. (2003). Young mopedists and light-mopedists: can their accident chance be greatly reduced? Effects of measures and support for them among the young and organizations. R-2003-13. SWOV, Leidschendam. (In Dutch)
Twisk, D.A.M., Bijleveld, F.D. & Gundy, C.M. (1998). Evaluatie bromfiets-theoriecertificaat; Een onderzoek naar de korte-termijneffecten van de invoering van het theoriecertificaat (In Dutch). R-98-5. SWOV, Leidschendam.
Veling, I., Houwen, K. van der & Nägele, R. (2003). Een analyse van voorgenomen verkeersveiligheidsbeleid rondom de bromfiets en de snorfiets. TT 03-059. Traffic Test, Veenendaal.
Vlakveld, W.P. (2003). Effecten van "Plan 17". Directoraat-Generaal Rijkswaterstaat, Adviesdienst Verkeer en Vervoer, Rotterdam.