Traffic legislation and safety in Europe concerning the moped - Swov

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drawn that crash involvement of 16 and 17 year olds is much higher than that of the other age groups, particularly if the share of motorcycles in this age group is taken into account. Of course the growth in the number of motorcycles is of influence on the number of injury crashes (Figure 3.3). Figure 3.3. The trend in the share of injury crashes for different age groups from 1994 (1994=100) (source: Assing, 2002). In the age group of 35 year and older, the number of crashes increased by 139% in 2000 compared with 1994. The increase in the age group 16–17 years old is 11% (an increase of 25%in the period 1997-1999). All other age groups shows a decrease in the number of crashes. On average the total number of crashes increased by 9% over the period 1994-1999. To calculate the injury rate for driving a light-powered motorcycle, the number of casualties had to be related to the number of vehicle-kilometres (the best way) or to the number of motorcycles (the second best way). For the German situation we got only the rates based on the numbers of deaths and the numbers of motorcycles (see Figure 3.4). In this figure the rate is given in absolute values per year (no index). 26 SWOV publication R-2004-10
Figure 3.4. The rate for riding motorcycle per age group expressed in the number of killed motorcyclists per 100,000 motorcycles (source: Assing, 2002). The numbers are highest in the age group 16 –17 years: in 2000 more than 165 motorcyclists per 100,000 motorcycles were killed in this age group. The group with the lowest rate is the group of 35 year and older, with a rate of 17 killed motorcyclists per 100,000 motorcycles. So the rate for the youngest group is about 10 times higher than for the eldest group. Taken into account that the low age group (16-17 years) is only permitted to ride on a 125 cc motorcycle, it is plausible that the rate can be attributed to this type of motorcycle. 3.4.2. Austria During the 1990s, apart from measures for mopeds, some new measures were also introduced for motorcycles and the A1-category in Austria. The measures are mentioned here with their effect on the number of casualties (Vavryn, Winkelbauer & Esberger (2001a & b). 1. In 1992 the graduated driving licence for motorcyclists was introduced. This meant that, for the ages 18-24, at least 2 years riding on a lightmotorcycle was required before being allowed to take an exam to ride a heavy (heavier) motorcycle. From 24 years old onwards, one was directly allowed to ride a heavy (heavier) motorcycle. A crash study showed that this measure decreased the number of deaths in the 18-19 age group by about two-thirds and the injured by 75%; in the age group 20-24 these were both halved. The total number of all motorcyclist deaths and injured remained more-or-less stable (annual numbers of 75-100 deaths and 2400-3000 injured). 2. As a result of an EU regulation, there already was a different supply of motorcycles in 1995, with a greater emphasis on motorcycles and scooters of up to 125 cc. SWOV publication R-2004-10 27
Page 1: Traffic legislation and safety in E
Page 4 and 5: Report documentation Number: Title:
Page 6 and 7: drive a 125 cc motorcycle without h
Page 8 and 9: 5.4.3. The effect of the practical
Page 10 and 11: 1.4. Arrangement in chapters Consul
Page 12 and 13: As shown in Table 2.1 we received i
Page 14 and 15: Among the 16-18 year olds, the (lig
Page 16 and 17: 2.3.1. Description of CARE Table 2.
Page 18 and 19: Min. age for riding % deaths 14-18
Page 20 and 21: 2.5.3. France (crash study) Also in
Page 22 and 23: use his or her vehicle to “docume
Page 24 and 25: from the minimum age, questions wer
Page 26 and 27: Figure 3.1. The influence of the in
Page 30 and 31: 3. On 1st November 1997, it became
Page 32 and 33: 4. Rates of motorized two-wheelers
Page 34 and 35: Do you have troubles in your countr
Page 36 and 37: Do you have measures to separate mo
Page 38 and 39: 5.3. Registration plates and docume
Page 40 and 41: 5.4.2. Inexperience of mopedists in
Page 42 and 43: Effectiveness of the measure The di
Page 44 and 45: 4. The Minister of Transport has th
Page 46 and 47: kilometres from school was the same
Page 48 and 49: 6. Analysis and discussion 6.1. Mop
Page 50 and 51: calculated that raising the minimum
Page 52 and 53: Some estimate of use can, of course
Page 54 and 55: 7. Conclusions 7.1. Light mopeds an
Page 56 and 57: problems with tampered mopeds. Most
Page 58 and 59: The low threshold for car drivers I
Page 60 and 61: Noordzij (SWOV), P.C., Forke (IfZ),
Page 63: Appendix 2 Risk values for differen

Traffic legislation and safety in Europe concerning the moped - Swov

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