Traffic legislation and safety in Europe concerning the moped - Swov

Some estimate of use can, of course, be derived from crash data, but we
must be very careful here of the difference in rate between the various age
groups. French research shows that of all casualties of a crash with a 125 cc
motorcycle, 38% were 18-24 years old and 39% were 30-65 years old (Carré
& Filou, 1994). In France, 16 is the minimum age for riding a 125 cc
motorcycle, but the 16-17 year old share of the casualties unfortunately
cannot be calculated.
In Austria, an increase was determined of the number of injured of 23 years
and older, among motorcyclists of the lighter category motorcycles. During
the period 1997-2000 the increase was with a factor 8 (an increase from 21
to 179 injured; Vavryn, Winkelbauer & Esberger, 2001a). A distinction here
between the 125 cc category and the other categories of light motorcycles is
also not possible.
6.2.2. Discussion
The Austrian researchers Vavryn, Winkelbauer & Esberger (2001b) are of
the opinion that the regulation of the light category of motorcycles is not in
agreement with the desired situation in their country. The minimum age for
riding a 125 cc motorcycle, which is now 18, should stay 18. Moreover,
motorists who want to change over to the 125 cc motorcycle must have a
better practical training that is now the case. The Netherlands government is
not in favour of introducing an A1 driving licence category with a minimum
age of 16 years. Also two or three other European countries are not in
favour.
We will have to further discuss the consequences of lowering the minimum
age and the low threshold for car drivers being permitted to ride a light
motorcycle, by using death and in-patient rates.
a. Lowering the age from 18 to 16 years
A shift is expected from the moped to the 125 cc motorcycle. The road
safety advantage is that there will be a good driving training beforehand.
This means that the change from the moped to a 125 cc motorcycle will not
have much effect on road safety in terms of number of casualties. It could
even be advantageous if the rates for a motorcycle are lower than those for
the moped. This is true for the Netherlands.
However, there will be less safety if, other than the mopedists, there are
extra 125 cc motorcyclists. German data indicated the popularity of this
motorcycle.
It is also disadvantageous for road safety if many teenagers obtain a
motorcycle driving licence at a young age. In the 'old' situation, in which a
mopedist did not yet have a motorcycle driving licence, the change over at
18 or 19 was made more often to a car than a motorcycle. In the 'new'
situation, a 16 year old will obtain a motorcycle driving licence immediately,
and will probably continue to ride a motorcycle for a number of years. Seeing
the great difference in rates between riding a motorcycle and driving a car,
the balance will be extremely negative.
There is, possibly, a (small) advantage: starting to ride a motorcycle at a
later age, it is possibly favourable for road safety if one has learned to ride a
motorcycle at a young age. We have, however, not seen any references
about this.
50 SWOV publication R-2004-10