How do crashes involving (light) mopeds occur?

Answer

A Dutch in-depth study of light moped crashes on the bicycle track [29], a Danish analysis of police files on light moped crashes involving riders aged 16 or 17 [30], a Belgian analysis of police files on moped crashes [i] in urban areas [31], a Danish in-depth study of 24 light-moped crashes [32] and the Dutch LIS follow-up study among A&E casualties who had ridden a (light) moped [8], provide insight into crash factors. The most common crash factors are listed below according to the classification ‘behaviour, vehicle and road’. 

Behaviour

In the Dutch, Danish and Belgian studies, behaviour of the (light-) moped rider or of the other road user who the (light-) moped rider collided with was found to be the most common crash factor. In the Dutch study, the behaviour of another road user was the most common factor (69-72% [ii] of the crashes studied). In most cases, this involved failure to give priority to the light moped rider on the bicycle track. The behaviour of the light moped riders themselves also played an important role in causing crashes. In the Dutch study, the top five behavioural factors of light-moped riders contributing to their crashes were:

  • speed above the limit or too fast for the conditions (19-28%);
  • internal conditioning, such as narrow focus or "I have priority" (14-25%);
  • psychophysiological condition, such as hurry, fatigue, alcohol (11-17%);
  • unfamiliar/inexperienced with situation or vehicle (8-17%); and
  • position on the bicycle track (8-14%).

The behavioural factors that most often played a role for the other road users (the crash opponents) in the occurrence of the Dutch crashes studied were the position of their vehicle (30-33%) and the behaviour of the light-moped rider forcing them to take action (22%), e.g. a light- moped rider crossing the lane of the other road user without having priority [29].

The Danish analysis also mentioned inadequate attention (including distraction, 'failed to look' and 'narrow focus') as common behavioural factors [30]. According to the Danish in-depth study, among young light-moped riders (aged ≤20 ), speeding was the most common behavioural factor (in 8 out of 12 crashes), while among older light-moped riders, riding under the influence of alcohol or drugs was the most common behavioural factor (in 7 out of 12 crashes involving older light-moped riders) [32].

In the Belgian study, psychological factors such as inattention and distraction (19.2% moped and 22.8% crash opponent) and misjudgement of hazards (20.4% moped and 15% crash opponent) played a role for both the moped rider and the crash opponent. For the moped rider, loss of control (18%) and riding under the influence of alcohol and/or drugs (15.6%) also often played a role [31].

In the LIS follow-up survey [8] injured (light-)moped riders who ended up in A&E mainly mentioned the behaviour of another road user (47% of crashes) and their own behaviour (33%) as causing their crash. Far fewer mentioned distraction (1%), physical condition (6%), or the use of alcohol (7%) and medication (1%).

Vehicle

Three vehicle factors play an important role in the safety of (light) mopeds:

  • (light-)mopeds as vehicles offer no protection in the event of a crash; that is why (light-)moped riders, cyclists and motorcyclists are vulnerable road users;
  • (light-)mopeds are equilibrium vehicles, which makes vehicle control more demanding; the better the vehicle control, the more attention is available to anticipate and ride safely [33].
  • it is relatively easy to tune up (light-)mopeds. This is partly because many (light-)mopeds are constructed with a potentially high engine power after which a speed restriction is added for the sale to countries such as the Netherlands where a low speed limit applies [34]

The Dutch in-depth study of light-moped crashes also indicates that, in addition to a 'bad state of the tires or brakes of the light moped' (8-14%), a 'tuned up vehicle' (6-17%) is also a common vehicle factor [29]. Also, according to the Danish in-depth study, a tuned-up vehicle was a common factor: this factor played a role in a third of the light-moped crashes studied [32]. In the Belgian study, a tuned-up moped played a role in 1.2% of crashes; other vehicle factors hardly played a role, neither for the moped or for the crash opponent [31].

Road

The most common infrastructure- or environment-related crash factors in the Dutch in-depth study [29] were:

  • view on other traffic is limited by trees, parked cars or other objects (light moped 19-25%; other road user 30-37%);
  • wet/damp road surface (light moped rider 14-19%);
  • sub-optimal intersection design, such as permissive traffic signal phasing or a too tight space for a turning car to line up before the bicycle/moped track (light-moped rider 14-17%; other road user 26-37%);
  • too narrow bicycle facility (8-14%);
  • obstacle on/along the bicycle track (11%).

In both the Danish and Belgian analysis of police records, similar infrastructure-related crash factors were found, but they played a less frequent role [30] [31]. This may be due to the studies relying on police data, and the extent to which police pay attention to the role of infrastructure in causing crashes. According to the Danish in-depth study, infrastructure did often play a role in the occurrence of light-moped crashes. In 6 out of 24 crashes, the road layout played a crucial role in causing the crash, especially due to a confusing traffic situation, and in 12 other crashes, the road layout contributed to the occurrence or serious outcome of the crash [32].

In the LIS follow-up survey among A&E casualties of (light-)moped crashes [8], traffic conditions were said to have played a role in 25% of the crashes; in particular, reduced visibility (7% of crashes) and absent/poor public lighting (4%). In addition, road conditions were said to have played a role in 35% of crashes (especially wet road surface and slipperiness). 


[i] This includes class A mopeds, which are subject to a maximum speed of 25 km/h and are therefore similar to light mopeds.


[ii] The first (and lowest) number indicates the percentage of crashes in which the crash factor (almost) certainly played a role. The second percentage includes crashes in which there was some doubt about the validity of the factor in question.

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Moped and light moped riders

Fatality risk (the number of road deaths per distance travelled) is about 30 times higher for riders of (light) mopeds than for occupants of Meer

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