Traffic legislation and safety in Europe concerning the moped - Swov

calculated that raising the minimum age from 16 to 17 will save 23 deaths
(Vlakveld, 2002); and raising the age from 16 to 18 will save 44 deaths
(Schoon, 2003). This is 20% and 40% respectively of the total number of
(light-)mopedists killed.
Whether the age should be raised to 17 or 18 years has to do with the
European harmonization of driving licences (of motorized two-wheelers), or
with the wish of some European countries to be able to decide this for
themselves (see Section 6.3).
Changing the minimum age for driving a vehicle is always controversial; this
is also the case for raising of the minimum age for (light-)mopeds. On the
one hand, the supporters look at the road safety aspect and, on the other
hand, the opponents consider the reduction in sales and in mobility of young
persons.
First of all the size of the group which the measure affects is discussed.
Then some support among the teenagers (affected by the measure) and
their parents is presented.
a. Use of mopeds or light-mopeds
Recently a number of surveys has been done in the Netherlands about the
numbers and use of mopeds or light-mopeds (Bos & Schoon, 1998; NIPO,
2002; Dutch Statistics CBS). For the 16 and 17 year old (light-)mopedists the
picture is as follows:
- 25% of the 16-17 year olds have a moped or light-moped;
- 32% of all moped or light-moped kilometres are travelled by 16 and 17
year olds;
- in the age group of 16-18 years old the most-used mode of transport is
the bicycle with 49%, followed by public transport with 20%; the moped
or light-moped is used most by only 13%.
b. Some support of teenagers for the measure
In the Netherlands it has been investigated what the teenagers (and their
parents) think about raising the minimum age for riding a moped or lightmoped
from 16 to 18 years. One survey aimed at this subject (Young Works,
2002) confirmed that it was a sensitive subject. However, the teenagers as
well as their parents are prepared to weigh the safety aspect heavily and,
because of this, are less fiercely opposed to raising the age. It was to be
expected that boys have a stronger moped yearn than girls, and that they
were more opposed to raising the age. The distance from home to school
appeared to play a role in this, but only if it is longer than 10 kilometres.
For the situation in the Netherlands, various other measures have had their
casualty savings calculated. Among these, dealing with the problem of
tuning-up moped or light-moped scored the highest for reducing the number
of deaths. Many measures make it possible to save relatively many
mopedist and light-mopedist in-patients.
Since the introduction of the scooter-shaped mopeds in the Netherlands (45
km/h-scooter and 25 km/h-scooter), it is hardly possible to visually
distinguish between the two types. An idea is to abolish the present category
of the scooter-shaped light-moped, so that there will only be a 45 km/umoped
and a 'bicycle with auxiliary engine' left. This last category should at
least have pedals and large wheels, with an auxiliary engine of a limited
48 SWOV publication R-2004-10