Analysis of information sources in references of the Wikipedia article "Speed limit" in English language version.
German:Der ADAC hält ein allgemeines Tempolimit auf Autobahnen für nicht erforderlich... Ein Zusammenhang zwischen generellem Tempolimit und dem Sicherheitsniveau auf Autobahnen ist nicht feststellbar. Die Zahl der Getöteten auf Autobahnen pro einer Milliarde Fahrzeugkilometer liegt in Deutschland bei 2,2, mit fallender Tendenz. Zahlreiche Länder mit genereller Geschwindigkeitsbeschränkung schneiden schlechter ab, z.B. Dänemark, Belgien, Österreich, USA. In Österreich, wo ein generelles Tempolimit von 130 km/h gilt, ist die Getötetenrate auf Autobahnen etwa 1,5-mal höher als in Deutschland. English: ADAC holds a general speed limit on motorways to be unnecessary... A connection between general speed limit on highways and safety is undetectable. The number of deaths on motorways per 1 billion vehicle-kilometers in Germany is 2.2 with a falling trend. Many countries fare worse with a general speed limit than Germany (e.g. Denmark, Belgium, Austria, USA). In Austria, where speed is generally 130, the death rate on motorways is about 1.5 times higher, Press Release, June 2010.
Outside of built-up areas: Prior to 1973: no restriction 1973: 100 km/h (provisional) 1977: 100 km/h (definitive) 1985: 80 km/h (trial) 1989: 80 km/h (definitive), national referendum on 26 November 1989 Motorways: Prior to 1973: no restriction 1973: 100 km/h (temporary), due to oil crisis 1974: 130 km/h (provisional) 1977: 130 km/h (definitive) 1985: 120 km/h (trial) 1989: 120 km/h (definitive), national referendum on 26 November 1989
The introduction of lower speed limits could be extremely cheap and need not be delayed. [...] Just as modern cars have top speeds suitable for German Autobahns, if the 70 mph (110 km/h) limit is maintained car design will not make the changes necessary to an integrated and sustainable transport system.
Moreover it has been the result of a continued compromise between two bitterly opposed factions: those who are against the motorist and will do all they can to constrain him, and those who oppose constraints unless they are relatively minor in their effects. Examples of both sides are, respectively, the Pedestrians' Association and the Automobile Association. The survey also shows that motoring law in 1903 and 1930 wa framed by legislators who knew little of the motor vehicle.
(German)Auf einer 6-streifigen Autobahn ergibt sich für den Pkw-Verkehr im Mittel eine Geschwindigkeit von 142 km/h. (English)On clear stretches of 6-lane highway, cars average a speed of 142 km/h
almost 50 percent of speeding-related fatalities occur on lower speed collector and local roads, which carry only 28.1 percent of the total vehicle miles traveled in the United States... the deadly consequences of speeding on local and collector roads becomes even more dramatic. The speeding fatality rate for local roads is three times that for Interstates
"New Jersey. Status: Active (installed in the late 1960s). Objective: to provide early warning to motorists of slow traffic or hazardous road conditions. Setting: Urban/Rural - New Jersey Turnpike.
It is common knowledge that intersecting streets in cities present a continuing hazard, the degree of hazard depending upon the extent of the use of the intersecting streets and the surrounding circumstances or conditions of each intersection. Under such circumstances, the basic [speed] law...is always governing.See Official Reports Opinions Online
The operator of an automobile is bound to anticipate that he may meet persons or vehicles at any point of the street, and he must in order to avoid a charge of negligence, keep a proper lookout for them and keep his machine under such control as will enable him to avoid a collision with another automobile driven with care and caution as a reasonably prudent person would do under similar conditions.See Huetter v. Andrews, 91 Cal. App. 2d 142, Berlin v. Violett, 129 Cal.App. 337, Reaugh v. Cudahy Packing Co., 189 Cal. 335, and Official Reports Opinions Online
No person shall drive a vehicle upon a highway at speed greater than is reasonable or prudent having due regard for weather, visibility, the traffic on, and the surface and width of, the highway, and in no event at a speed which endangers the safety of persons or property.
Nine years ago the speed limit on certain motorways was increased from 110 km/h to 130 km/h, and this resulted in fewer traffic fatalities on those stretches of road.
Traditionally, U.S. traffic engineers use the '85th percentile' method that sets limits at the speed at or below which 85 percent of drivers travel in normal conditions. This federally approved approach has been used by state and local transportation agencies since at least the '60s, but street safety advocates and city transportation officials deride the method because it usually leads to higher speed limits and faster speeds, which is associated with more serious crashes.
(Seite 19) Mit 29 Getöteten je 1 000 Unfälle mit Personenschaden ist das Todesrisiko auf Landstraßen fünfmal höher als auf Innerortsstraßen und auch höher als auf Autobahnen, auf denen 22 Personen je 1000 Unfälle starben. Ein Grund für das wesentlich höhere Risiko auf Landstraßen und Autobahnen ist, dass hier wesentlich schneller gefahren wird als auf Innerortsstraßen und dadurch die Unfallschwere steigt... (Seite 20) Hauptunfallursache auf Autobahnen ist die "nicht angepasste Geschwindigkeit." Im Jahr 2012 waren mehr als ein Drittel aller Unfälle mit Personenschaden auf Autobahnen Unfälle, bei denen mindestens einem Beteiligten dieses Fehlverhalten zur Last gelegt wurde. Bei insgesamt 6 587 sogenannten Geschwindigkeitsunfällen kamen 179 Menschen zu Tode, das heißt nahezu die Hälfte (46,3 %) aller Getöteten auf Autobahnen... (Seite 20) Hierbei ist allerdings zu berücksichtigen, dass die Unfallursache "nicht angepasste Geschwindigkeit" häufig nicht bedeutet, dass die zulässige Höchstgeschwindigkeit überschritten worden ist. "Nicht angepasste Geschwindigkeit" wird von der Polizei bei einem Unfall auch dann als Ursache erfasst, wenn ein Beteiligter für die vorliegenden Straßen- oder Witterungsverhältnisse zu schnell gefahren ist.
(translation) "The first experiment was carried out in 1965 on a 30 km section of the A8 from Salzburg to Munich. The system consisted of mechanically variable message signs at a distance of 2 km, which could display speeds of 60, 80 and 100 km/h, and "danger zone" and "accident." Personnel monitored traffic using video technology and manually controlled the signage. Studies reported a decrease in traffic disruptions and breakdowns, harmonization of the velocity distribution and an increase in performance (Zackor 1972, see also Chapter 3.2.2)." German text: "Die erste linienhafte Beeinflussung des Verkehrs erfolgte im Jahr 1965 durch die Errichtung einer Wechselverkehrszeichenanlage auf einem 30 km langen Abschnitt der A8 auf der Richtungsfahrbahn Salzburg – München. Die Anlage bestand aus neben der Fahrbahn angebrachten mechanischen Wechselverkehrszeichen im Abstand von 2 km, die StVO-gerechte Zeichen für die Geschwindigkeitsbegrenzungen 60, 80 und 100 km/h sowie "Gefahrstelle" und "Unfall" anzeigen konnten (Abb. 2-1). Diese Zeichen wurden vom Betreiberpersonal, das mittels Videotechnologie eine Übersicht über das Verkehrsgeschehen hatte, manuell geschaltet. Somit konnte erstmals auf einer Autobahn die Geschwindigkeit des Verkehrs beeinflusst sowie eine Unfallwarnung vorgenommen werden. Die ersten Erfahrungen und wissenschaftlichen Untersuchungen berichten von einer Abnahme der Störungen und Verkehrszusammenbrüche, einer Harmonisierung der Geschwindigkeitsverteilung sowie einer Steigerung der Leistungsfähigkeit (ZACKOR 1972, siehe auch Kapitel 3.2.2).
This study analyzes the statewide consequences of raising the speed limit, treating highways and enforcement as a total system. We find that the 65 mph speed limit reduced the statewide fatality rate by 3.4%-5.1%, compared to those states that did not raise their speed limit.on rural interstate highways [p.49] VMT grew 1.62 times faster in the 65 mph states than it did in the 55 mph states...These numbers are consistent with the expected pattern of traffic shifts [p.53]
Appendix: The basic rules governing the speed of vehicles in Kansas, Kentucky, Maryland, Montana, North Carolina, and Wisconsin.
[pg 2-15] 2.6.4 – Speed and Distance Ahead: You should always be able to stop within the distance you can see ahead. Fog, rain, or other conditions may require that you slow down to be able to stop in the distance you can see. ... [pg 2-19] 2.8.3 – Drivers Who Are Hazards: Vehicles may be partly hidden by blind intersections or alleys. If you only can see the rear or front end of a vehicle but not the driver, then he or she can't see you. Be alert because he/she may back out or enter into your lane. Always be prepared to stop. ... [pg 2-26] 2.11.4 – Vehicle Factors: Headlights. At night your headlights will usually be the main source of light for you to see by and for others to see you. You can't see nearly as much with your headlights as you see in the daytime. With low beams, you can see ahead about 250 feet and with high beams about 350-500 feet. You must adjust your speed to keep your stopping distance within your sight distance. This means going slowly enough to be able to stop within the range of your headlights. ... [pg 13-1] 13.1.2 – Intersections As you approach an intersection: Check traffic thoroughly in all directions. Decelerate gently. Brake smoothly and, if necessary, change gears. If necessary, come to a complete stop (no coasting) behind any stop signs, signals, sidewalks, or stop lines maintaining a safe gap behind any vehicle in front of you. Your vehicle must not roll forward or backward. When driving through an intersection: Check traffic thoroughly in all directions. Decelerate and yield to any pedestrians and traffic in the intersection. Do not change lanes while proceeding through the intersection. Keep your hands on the wheel.
There is statistically sufficient evidence [...] to reject the hypothesis that driver speeds do not change when posted speed limits are either raised or lowered.
Socialists are now open to raising the speed limit to 130 km/h on several of the country's motorways. Previously, the party was strongly opposed when the Liberal government in 2005 raised the speed limit from 110 to 130 on several stretches. However, it has not resulted in increased fatalities. Which it has convinced the Socialists, says Transport Coordinator Rasmus Prehn. 'There might be places where you can raise the limit from 110 km/h to 130 km/h. There should be a detailed assessment of that. What is important is that people get a feeling that there is a correlation between how things are and how fast you can drive, says Rasmus Prehn. The number of fatalities last year was 220, which is the lowest since World War II. Only 12 were killed on motorways. (ORIGINAL DANISH: Socialdemokraterne åbner nu for at hæve fartgrænsen til 130 kilometers i timen på flere af landets motorvejsstrækninger. Partiet var ellers stærkt imod, da VK-regeringen i 2005 hævede fartgrænsen fra 110 til 130 på en lang række strækninger. Men det har ikke betydet flere dræbte i trafikken. Og det har overbevist Socialdemokraterne. trafikordfører Rasmus Prehn. Der kan godt være steder, hvor man kan hæve grænsen fra 110 km/t til 130 km/t. Det skal der en nærmere vurdering til. Men det, der er vigtigt, er, at folk får en oplevelse af, at der er en sammenhæng mellem hvordan forholdene er, og hvor hurtigt man må køre, siger Rasmus Prehn. Antallet af trafikdræbte var sidste år 220. Det er det laveste siden Anden Verdenskrig. Kun 12 omkom på motorveje.)
Currently, 52% of the German motorways do not have a speed limit, 15% have temporary speed limits due to weather or traffic conditions, and 33% have permanent speed limits. On unlimited sections, there is a 130 km/h recommendation.
A speed limit is based on both safety and mobility considerations and increasingly also on environmental considerations.
Die Berechnung basiert dabei auf der in Deutschland gültigen Richtgeschwindigkeit von 130 km/h. Die real gefahrene Geschwindigkeit auf "freigegebenen" Autobahnabschnitten liegt jedoch deutlich höher, wie das in Abb. 54 dargestellte Beispiel von der A9 im Bereich Niemegk zeigt. Die V85 liegt teilweise bei über 170 km/h. Im Schnitt fahren deutlich über 60 % der Verkehrsteilnehmer schneller als 130 km/h. Mehr als 30 % der Verkehrsteilnehmer fahren im Schnitt schneller als 150 km/h
(English translation) Calculations are based on the German recommended a speed of 130 km/h. Actual driving speeds on motorway sections is much higher, as shown in Figure 54, for example, the A9 in Niemegk. The V85 [85th percentile speed] exceeds 170 km/h. On average, significantly more than 60% of road users exceed 130 km/h. More than 30% of motorists exceed 150 km/h.
Diese Geschwindigkeitsbeschränkung gilt nicht [...] auf anderen Straßen mit Fahrbahnen für eine Richtung, die durch Mittelstreifen oder sonstige bauliche Einrichtungen getrennt sind. Sie gilt ferner nicht auf Straßen, die mindestens zwei durch Fahrstreifenbegrenzung (Zeichen 295) oder durch Leitlinien (Zeichen 340) markierte Fahrstreifen für jede Richtung haben.
Europe's top road safety agency warned yesterday that the speed limit on our killer rural roads is too high and should be slashed by a third...The general speed limit of 100 km/h on main rural roads which do not have dividing crash barriers should be cut to 70 km/h or less, an official report recommended yesterday.
initial results of a Transfund Research project being undertaken to evaluate the effectiveness of Variable Message Speed Signs (VMSS) within the Ngauranga Active Traffic Management System (NATMS). NATMS is an incident based system whose objective is to facilitate the passage of traffic through a very demanding section of state highway just north of Wellington... A unique feature of the NATMS is the use of VMSS which display a mandatory speed imposed by controllers in response to an incident or prevailing traffic conditions... In February 2001 Transit New Zealand (TNZ) commissioned the operation of the Ngauranga Active Traffic Management System (NATMS) on State Highway 1, north of Wellington, New Zealand. The NATMS covers a 4 km stretch of State Highway between Johnsonville and the SH1 / SH2 Interchange. The NATMS is the first system in New Zealand to use Automatic Incident Detection (AID) and was chosen because of the challenging driving conditions which are compounded by steep terrain, numerous bends and a high degree of weaving between lanes. This, in conjunction with a volume over 60,000 vehicles per day and an accident rate higher than the national average were contributing factors in the introduction of the NATMS.
"A driver by insisting on his lawful right of way may violate the basic speed law as provided by Veh. Code, § 22350, and thus become guilty of negligence." (CA Reports Headnote #[2])
It is common knowledge that intersecting streets in cities present a continuing hazard, the degree of hazard depending upon the extent of the use of the intersecting streets and the surrounding circumstances or conditions of each intersection. Under such circumstances, the basic [speed] law...is always governing.See Official Reports Opinions Online
The operator of an automobile is bound to anticipate that he may meet persons or vehicles at any point of the street, and he must in order to avoid a charge of negligence, keep a proper lookout for them and keep his machine under such control as will enable him to avoid a collision with another automobile driven with care and caution as a reasonably prudent person would do under similar conditions.See Huetter v. Andrews, 91 Cal. App. 2d 142, Berlin v. Violett, 129 Cal.App. 337, Reaugh v. Cudahy Packing Co., 189 Cal. 335, and Official Reports Opinions Online
The Wyoming Department of Transportation says it plans to impose a speed limit of 65 mph (105 km/h) on a 52 mi (84 km) stretch of the interstate between Laramie and Rawlins. The reduction from the existing speed limit of 75 mph (121 km/h) will take effect Oct. 15 and continue for six months. Also, WYDOT intends to install variable speed-limit signs on the same stretch of highway so the limit can be lowered further because of bad weather. The section is between the Quealy Dome Interchange, 20 mi (32 km) west of Laramie, and the Peterson Interchange, 22 mi (35 km) east of Rawlins, the agency said.
"When it's all horizontal and drifts, it kills the visibility, and we have a horrible time trying to keep people on the road," Wyoming DOT engineer Tim McGary told Land Line Now on Sirius XM. McGary says this winter, truckers on I-80 will no longer see that 65 mph (105 km/h) seasonal speed limit between Laramie and Rawlins. Instead, the whole 52 mi (84 km) stretch will have the electronic, variable speed limit signs that the DOT started installing last year. The variable signs allow the DOT to lower or raise the speed limit in 5 mph (8.0 km/h) increments depending on the weather conditions. And McGary says they work. The statistics are kind of showing that if we're on top of things with our plow operators and troopers out there, and we get the speed limits reduced appropriately to the weather conditions, people are complying pretty well with that," McGary said. "Our crash rates have gone down, and we're hoping to continue that trend."
Under the circumstances of the present case – the narrowness of the unpaved portion of the highway, the darkness of the night and the blinding of Kennell by the glare of the lights reflected from the headlights of the approaching machine – the highway over which Kennell was traveling was beset by danger of an extraordinary character from the time his vision became so obscured as to make it impossible for him to see plainly the road before him to the time that he struck the deceased. Thus the ordinary care with which Kennell was charged in driving his car over the highway required such an amount of such care as was commensurate with the exactions of the extraordinary dangerous circumstances under which he was then operating his car. The respective rights and duties of drivers of automobiles and other vehicles and of pedestrians have repeatedly been by the courts of this state clearly pointed out...
The operator of an automobile is bound to anticipate that he may meet persons or vehicles at any point of the street, and he must in order to avoid a charge of negligence, keep a proper lookout for them and keep his machine under such control as will enable him to avoid a collision with another automobile driven with care and caution as a reasonably prudent person would do under similar conditions.See Huetter v. Andrews, 91 Cal. App. 2d 142, Berlin v. Violett, 129 Cal.App. 337, Reaugh v. Cudahy Packing Co., 189 Cal. 335, and Official Reports Opinions Online
This is but a reiteration of the rule, in statutory form, which has always been in force without regard to a statutory promulgation to the effect that drivers or operators of vehicles, and more particularly motor vehicles, must be specially watchful in anticipation of the presence of others at places where other vehicles are constantly passing, and where men, women, and children are liable to be crossing, such as corners at the intersections of streets or other similar places or situations where people are likely to fail to observe an approaching automobile.
den stellvertretenden Kommandanten der Feuerwehr aus Hohenschäftlarn (Kreis München), Daniel Buck... war mit seinen Kollegen einer der ersten an der Unfallstelle, an der ein Porschefahrer (51) so schnell in den Toyota einer 67-jährigen Weilheimerin bretterte, dass sich ihr Auto mehrmals überschlug. Die Frau musste noch vor Ort reanimiert werden, starb jedoch später im Krankenhaus. Die beiden Männer im Porsche kamen mit leichten Verletzungen davon... Auf Höhe des Dreiecks Starnberg verlor er auf der linken Spur die Kontrolle über sein Auto. Er kam ins Schleudern, schoss rechts über einen Grünstreifen und kam auf dem Zubringer aus Starnberg wieder auf die Fahrbahn. Dort rammte er die 67-jährige Weilheimerin in ihrem Toyota... Zeugen vor Ort schätzen, dass der Sportwagen mit rund 300 Kilometer pro Stunde unterwegs war... Ein Zeuge hatte seinen Tempomat auf 140 Stundenkilometer eingestellt und war von dem Sportwagen überholt worden. "Er schätzt, der Porsche war doppelt so schnell," sagt Buck. Und: "...Schneller wie 160 Kilometer pro Stunde ist hier absolut unangemessen.". [Translation: deputy commander of the fire brigade from Hohenschaeftlarn county (Munich), Daniel Buck...was one of the first with his colleagues at the accident site where a Porsche driver (age 51) bashed into the Toyota driven by a 67-year-old Weilheim in Oberbayern resident, rolling her car over several times. The woman had to be resuscitated on site but died later in hospital. The two men in the Porsche escaped with minor injuries... At the peak of the Starnberg interchange in the left lane, he lost control of his car. He went into a skid, shot right through a grass strip to ram the 67-year-old Weilheimer resident in her Toyota... Witnesses on site estimated that the sports car was traveling about 300 kilometers per hour... One witness had his cruise control set at 140 kilometers per hour and was overtaken by the sports car. "He estimates the Porsche was twice as fast," says Buck. And: "This is simply irresponsible; even as fast as 160 kilometers per hour is inappropriate. "]
After Norway reduced its urban speed limit from 60 km/h to 50 km/h, the average speed fell by 3.5-4 km/h, and the number of fatal accidents was reduced by 45 per cent (Norwegian Traffic Safety Handbook, cited in 9)... The bulk of the casualty crash benefit relates to the implementation of 50 km/h default speed limits on urban arterials currently zoned 60 km/h. Extending the default 50 km/h urban speed limit to all residential streets across Australia contributes about 6% of the total saving in casualty crashes.
The trial achieved reductions in average speeds of 1.5 to 2 km/h in some councils and a 7% reduction in the number of casualties and casualty crashes in the trial LGAs compared to the rest of the State.
Table 1. Possible long term maximum travel speeds related to the infrastructure, given best practice in vehicle design and 100% restraint use...
The initial results of the one year trial of Variable Speed Limits indicated savings in journey times, smoother flowing traffic and a fall in the number of accidents. Based on these findings, the Agency converted the trial into a permanent facility in 1997. Variable Speed Limits have generally been popular with road users who have reported perceived benefits, including less congestion and less stressful journeys. The Agency could not prove a business case to use the measure elsewhere. Conditions at the site of the Variable Speed Limits trial were not stable before or during the trial, or in the period of extended monitoring that followed it. Traffic volumes changed and the Agency introduced new technology and new lighting and widened the motorway at both ends of the trial site, preventing it from establishing properly controlled and reliable "before and after" data to assess the measure's impact. Without reliable data, the Agency could not prove a business case to use the measure elsewhere. As a result, in 2002 the Agency extended the Variable Speed Limits trial, at a further budgeted cost of £3.9 million, to cover an additional eight kilometres of the M25, where conditions were expected to be more stable, in order to collect sufficient before and after data to prepare a business case.
This study analyzes the statewide consequences of raising the speed limit, treating highways and enforcement as a total system. We find that the 65 mph speed limit reduced the statewide fatality rate by 3.4%-5.1%, compared to those states that did not raise their speed limit.on rural interstate highways [p.49] VMT grew 1.62 times faster in the 65 mph states than it did in the 55 mph states...These numbers are consistent with the expected pattern of traffic shifts [p.53]
Type 2 Dual Carriageway: A divided all-purpose road with two lanes in each direction Type 3 Dual Carriageway: A divided all purpose road with two lanes in one direction of travel and one lane in the other direction. the two-lane section, which provides the overtaking opportunity, alternates with a one-lane section at intervals
The NYR2-4, NYR2-5, and NYR2-6 signs...shall be used for posting area speed limits which are essentially city-wide, village-wide, and town-wide, respectively.... The word 'AREA' in the NYR2-3 sign may be replaced by other generic legend (for example, 'CAMPUS', 'PLAZA', 'MALL', 'PARK', etc.) where it would more clearly and appropriately identify a physically defined area.
States set speed limits using a variety of methods and measurements, including the so-called 85 percentile rule, which refers to the speed 'at or below which 85 percent of the drivers travel on a road segment', according to the Federal Highway Administration.
Open road speed limits - The signs below mean that the maximum speed that you can travel at is 100 km/h.
the SUV was traveling between 62 mph (100 km/h) and 70 mph (110 km/h) on a 35 mph (56 km/h) road before it flipped into a pond in a dark, unlit area in Warren on March 10, [2013], killing the 19-year-old driver and five of the seven boys riding with her
A person is guilty of an offence if he intentionally and without lawful authority or reasonable cause— (a) causes anything to be on or over a road, or (b) interferes with a motor vehicle, trailer or cycle, or (c) interferes (directly or indirectly) with traffic equipment, in such circumstances that it would be obvious to a reasonable person that to do so would be dangerous. (2) In subsection (1) above "dangerous" refers to danger either of injury to any person while on or near a road, or of serious damage to property on or near a road; and in determining for the purposes of that subsection what would be obvious to a reasonable person in a particular case, regard shall be had not only to the circumstances of which he could be expected to be aware but also to any circumstances shown to have been within the knowledge of the accused.
"German: Den 'Tempo 160-Test' auf der A10 bezeichnete Gorbach "allen Unkenrufen zum Trotz" als 'Meilenstein in der europäischen Verkehrspolitik'. Er betonte im Rahmen einer Pressekonferenz in Wien, dass mit Tempo 160 'nicht die Raser gefördert, sondern die Geschwindigkeit flexibilisiert' werden soll. English: '[The then Austrian Minister for Transportation Hubert] Gorbach said the 'Test Speed 160' on the A10 [motorway] was 'a milestone in European transport policy-despite all predictions to the contrary.' He said at a press conference in Vienna that a 160 limit 'does not promote speeding, but more flexible travel speeds'.
TRL research on urban speed management methods published in 1998 (TRL Report 363) found only an average 1 mph drop in speeds and no discernible accident reduction in accidents in 20 mph limits using only signs. Advisory speed limits are not normally approved in England and Wales. However, the more successful 20 mph zones that use self enforcing traffic calming features achieved average speed reductions of around 10 mph which produced a 70 per cent. reduction in child pedestrian accidents and 48 per cent. reduction in child cyclist accidents.
On 7 April 1905, E Norton Grimwade ...appeared in the District Court [charged with] 'furious' driving [because] he passed a tram ... Several people ... [estimated] the car's speed at 20 mph ... It was going twice as fast as the tram.
CHAPTER 1: INTRODUCTION : 1.1 Background Information "Before 1974, Interstate highways through various states had different speed limits, except Montana and Nevada, which had none."
When speed limits are set arbitrarily low–as under the old system–tailgating, weaving and "speed variance" (the problem of some cars traveling significantly faster than others) make roads less safe
Note that the "average" driver at the 50% percentile has a greater crash risk than the 85th percentile driver. Below the 30th percentile, crash risk is significantly increased, and these speeds tend to be used by less skilled and competent drivers ... Doddery old fool at 30 mph / 50 km/h on a UK "A" road suitable for 60 mph / 100 km/h. Of course, he has an elevated crash risk. He does not know what he is doing ... A single vehicle in lane 3 of a busy motorway. It's obvious that as the speed is reduced below 55 mph / 90 km/h the crash risk will increase
In March we learned via Freedom of Information request that the speed camera side effects research (announced in May 2005) had been axed. It is inconceivable that the side effects DON'T cost more than 25 lives per year, meaning that speed cameras are making road safety worse. But DfT doesn't want to hear this, which is the only possible reason for axing the most important research. So here's the truth. Speed camera policy has failed catastrophically. Department for Transport KNOWS that it has failed but won't admit their deadly mistake and pull the plug.
"We found that people are driving at speeds based on their perceptions and existing conditions – regardless of the speed limit," said Dissanayake, who also is a faculty member with K-State's University Transportation Center...when it came to speed limits, and the actual speeds are driven, the difference was not significant between 35 mph (56 km/h) and 55 mph (89 km/h) roads. An example is the gravel roadways in Johnson County and Miami County. The study found that though two-speed limits exist, the driving characteristics were the same. While Johnson County's speed limit is 35 mph (56 km/h) and posted, the average actual speed of 37.5 mph (60.4 km/h) was higher than the average actual speed of 35.8 mph (57.6 km/h) in Miami County, where the speed limit is 55 mph (89 km/h) and not posted.
This study analyzes the statewide consequences of raising the speed limit, treating highways and enforcement as a total system. We find that the 65 mph speed limit reduced the statewide fatality rate by 3.4%-5.1%, compared to those states that did not raise their speed limit.on rural interstate highways [p.49] VMT grew 1.62 times faster in the 65 mph states than it did in the 55 mph states...These numbers are consistent with the expected pattern of traffic shifts [p.53]
A group of motoring enthusiasts met at the Trocadero restaurant in London's West End on 29 June to form the Automobile Association (the AA) – a body initially intended to help motorists avoid police speed traps.
The 85th percentile is an old tool for setting speeds on new roads, experts say – but it doesn't mean all limits should be decided by the fast crowd. 'It's got a history that goes back 50-plus years,' said Jeff Lindley, chief technical officer for the Institute of Transportation Engineers (ITE). 'Over the years, I would say there has been an overreliance on [the 85th percentile] as a way to set and adjust speed limits in a way that wasn't intended.'
Most regulatory signs are rectangular with a black legend on a white background...[exceptions include] speed restriction signs (symbol enclosed in a red circle)"
{{cite book}}: |work= ignored (help)A significant concern with the 1954 design speed concept was the language of the definition and its relationship with operational speed measures. The term "maximum safe speed" is used in the definition, and it was recognized that operating speeds and even posted speed limits can be higher than design speeds without necessarily compromising safety. In 1997, Fambro et al. (15) recommended a revised definition of design speed for the Green Book while maintaining the five provisions noted above. The definition recommended was, "The design speed is a selected speed used to determine the various geometric design features of the roadway." The term "safe" was removed to avoid the perception that speeds greater than the design speed were "unsafe." The AASHTO Task Force on Geometric Design voted in November 1998 to adopt this definition, and it was included in the 2001 Green Book (17).
fatal accident rates on rural Interstate highways posted at 65 mph or rural non-Interstate highways posted at 55 mph had not significantly changed after the implementation of the 65-mph speed limit.
(translation) "A total of 1,300 kilometers of motorways now have traffic control systems for the harmonization of the traffic flow by speed limits and traffic warning, and the government expects to expand their use: 2500 km stretch of motorway could be controlled by these dynamic control systems." German text: "An insgesamt 1.300 Kilometern der Bundesautobahnen seien inzwischen Streckenbeeinflussungsanlagen zur Harmonisierung des Verkehrsablaufs durch Geschwindigkeitsbeschränkungen und Gefahrenwarnung installiert worden, teilt die Regierung weiter mit. 2.500 Kilometer Autobahnstrecke könnten mittels dynamischer Netzbeeinflussungsanlagen gesteuert werden"
This study analyzes the statewide consequences of raising the speed limit, treating highways and enforcement as a total system. We find that the 65 mph speed limit reduced the statewide fatality rate by 3.4%-5.1%, compared to those states that did not raise their speed limit.on rural interstate highways [p.49] VMT grew 1.62 times faster in the 65 mph states than it did in the 55 mph states...These numbers are consistent with the expected pattern of traffic shifts [p.53]
(translation) "The first experiment was carried out in 1965 on a 30 km section of the A8 from Salzburg to Munich. The system consisted of mechanically variable message signs at a distance of 2 km, which could display speeds of 60, 80 and 100 km/h, and "danger zone" and "accident." Personnel monitored traffic using video technology and manually controlled the signage. Studies reported a decrease in traffic disruptions and breakdowns, harmonization of the velocity distribution and an increase in performance (Zackor 1972, see also Chapter 3.2.2)." German text: "Die erste linienhafte Beeinflussung des Verkehrs erfolgte im Jahr 1965 durch die Errichtung einer Wechselverkehrszeichenanlage auf einem 30 km langen Abschnitt der A8 auf der Richtungsfahrbahn Salzburg – München. Die Anlage bestand aus neben der Fahrbahn angebrachten mechanischen Wechselverkehrszeichen im Abstand von 2 km, die StVO-gerechte Zeichen für die Geschwindigkeitsbegrenzungen 60, 80 und 100 km/h sowie "Gefahrstelle" und "Unfall" anzeigen konnten (Abb. 2-1). Diese Zeichen wurden vom Betreiberpersonal, das mittels Videotechnologie eine Übersicht über das Verkehrsgeschehen hatte, manuell geschaltet. Somit konnte erstmals auf einer Autobahn die Geschwindigkeit des Verkehrs beeinflusst sowie eine Unfallwarnung vorgenommen werden. Die ersten Erfahrungen und wissenschaftlichen Untersuchungen berichten von einer Abnahme der Störungen und Verkehrszusammenbrüche, einer Harmonisierung der Geschwindigkeitsverteilung sowie einer Steigerung der Leistungsfähigkeit (ZACKOR 1972, siehe auch Kapitel 3.2.2).
Road safety advocates argue the federal government missed an opportunity to eliminate outdated standards for setting speed limits when it revised traffic guidelines last year. The agency could have eliminated guidance recommending setting speed limits at or below how fast 85% of drivers travel on uncongested roads. Critics contend that what's known as the 85th percentile rule encourages traffic engineers to set speed limits at levels unsafe for pedestrians.
A general speed limit on Germany's autobahns will not offer additional benefits in terms of climate protection or driving safety," said VDA Managing Director Dr. Kunibert Schmidt... "Much more important than the mantra-like repetition of old demands are measures designed to prevent motorists from driving at speeds that are not in line with weather conditions and the flow of the surrounding traffic - the leading cause of motor vehicle accidents.
Thus, Denmark in April 2004 increased its speed limit 110 km/h to 130 km/h on all highways. Italy enacted its 2003 speed limit on six-lane highways of 130 km/h to 150 km/h...Raising the speed limits in Denmark and Italy had no negative impact on traffic safety. The number of accidental deaths even declined over the year before the increase in the limit of -10% (Italy) or -15% (Denmark).(German) So hat Dänemark im April 2004 sein Tempolimit von 110 km/h auf 130 km/h auf allen Autobahnen heraufgesetzt. Italien setzte 2003 sein Tempolimit auf sechsspurigen Autobahnen von 130 km/h auf 150 km/h herauf. Auch die schwedische Regierung hat jetzt eine Anhebung des Tempolimits auf ausgewählten Streckenabschnitten wie auch auf vierspurigen Landstraßen beschlossen. ...Die Anhebung der Tempolimits in Dänemark und Italien hatten keinerlei negative Auswirkungen auf die Verkehrssicherheit. Die Zahl der Unfalltoten sank sogar gegenüber dem Jahr vor der Anhebung des Limits um –10 % (Italien) bzw. –15 %(Dänemark).
[The teenage driver] lost control of the vehicle on a "curvy portion" of Sheed Road in Colerain Township and struck a parked Ford Titanium. The crash killed both passengers, [the driver] was traveling in excess of the posted 35 mph (56 km/h) speed limit to "catch up to a new model Audi R8 to get a better look at this costly vehicle"
On 7 April 1905, E Norton Grimwade ...appeared in the District Court [charged with] 'furious' driving [because] he passed a tram ... Several people ... [estimated] the car's speed at 20 mph ... It was going twice as fast as the tram.
No person shall drive a vehicle upon a highway at speed greater than is reasonable or prudent having due regard for weather, visibility, the traffic on, and the surface and width of, the highway, and in no event at a speed which endangers the safety of persons or property.
[The teenage driver] lost control of the vehicle on a "curvy portion" of Sheed Road in Colerain Township and struck a parked Ford Titanium. The crash killed both passengers, [the driver] was traveling in excess of the posted 35 mph (56 km/h) speed limit to "catch up to a new model Audi R8 to get a better look at this costly vehicle"
almost 50 percent of speeding-related fatalities occur on lower speed collector and local roads, which carry only 28.1 percent of the total vehicle miles traveled in the United States... the deadly consequences of speeding on local and collector roads becomes even more dramatic. The speeding fatality rate for local roads is three times that for Interstates
{{cite book}}: |work= ignored (help)"New Jersey. Status: Active (installed in the late 1960s). Objective: to provide early warning to motorists of slow traffic or hazardous road conditions. Setting: Urban/Rural - New Jersey Turnpike.
"When it's all horizontal and drifts, it kills the visibility, and we have a horrible time trying to keep people on the road," Wyoming DOT engineer Tim McGary told Land Line Now on Sirius XM. McGary says this winter, truckers on I-80 will no longer see that 65 mph (105 km/h) seasonal speed limit between Laramie and Rawlins. Instead, the whole 52 mi (84 km) stretch will have the electronic, variable speed limit signs that the DOT started installing last year. The variable signs allow the DOT to lower or raise the speed limit in 5 mph (8.0 km/h) increments depending on the weather conditions. And McGary says they work. The statistics are kind of showing that if we're on top of things with our plow operators and troopers out there, and we get the speed limits reduced appropriately to the weather conditions, people are complying pretty well with that," McGary said. "Our crash rates have gone down, and we're hoping to continue that trend."
The initial results of the one year trial of Variable Speed Limits indicated savings in journey times, smoother flowing traffic and a fall in the number of accidents. Based on these findings, the Agency converted the trial into a permanent facility in 1997. Variable Speed Limits have generally been popular with road users who have reported perceived benefits, including less congestion and less stressful journeys. The Agency could not prove a business case to use the measure elsewhere. Conditions at the site of the Variable Speed Limits trial were not stable before or during the trial, or in the period of extended monitoring that followed it. Traffic volumes changed and the Agency introduced new technology and new lighting and widened the motorway at both ends of the trial site, preventing it from establishing properly controlled and reliable "before and after" data to assess the measure's impact. Without reliable data, the Agency could not prove a business case to use the measure elsewhere. As a result, in 2002 the Agency extended the Variable Speed Limits trial, at a further budgeted cost of £3.9 million, to cover an additional eight kilometres of the M25, where conditions were expected to be more stable, in order to collect sufficient before and after data to prepare a business case.
initial results of a Transfund Research project being undertaken to evaluate the effectiveness of Variable Message Speed Signs (VMSS) within the Ngauranga Active Traffic Management System (NATMS). NATMS is an incident based system whose objective is to facilitate the passage of traffic through a very demanding section of state highway just north of Wellington... A unique feature of the NATMS is the use of VMSS which display a mandatory speed imposed by controllers in response to an incident or prevailing traffic conditions... In February 2001 Transit New Zealand (TNZ) commissioned the operation of the Ngauranga Active Traffic Management System (NATMS) on State Highway 1, north of Wellington, New Zealand. The NATMS covers a 4 km stretch of State Highway between Johnsonville and the SH1 / SH2 Interchange. The NATMS is the first system in New Zealand to use Automatic Incident Detection (AID) and was chosen because of the challenging driving conditions which are compounded by steep terrain, numerous bends and a high degree of weaving between lanes. This, in conjunction with a volume over 60,000 vehicles per day and an accident rate higher than the national average were contributing factors in the introduction of the NATMS.
"German: Den 'Tempo 160-Test' auf der A10 bezeichnete Gorbach "allen Unkenrufen zum Trotz" als 'Meilenstein in der europäischen Verkehrspolitik'. Er betonte im Rahmen einer Pressekonferenz in Wien, dass mit Tempo 160 'nicht die Raser gefördert, sondern die Geschwindigkeit flexibilisiert' werden soll. English: '[The then Austrian Minister for Transportation Hubert] Gorbach said the 'Test Speed 160' on the A10 [motorway] was 'a milestone in European transport policy-despite all predictions to the contrary.' He said at a press conference in Vienna that a 160 limit 'does not promote speeding, but more flexible travel speeds'.
Currently, 52% of the German motorways do not have a speed limit, 15% have temporary speed limits due to weather or traffic conditions, and 33% have permanent speed limits. On unlimited sections, there is a 130 km/h recommendation.
(German)Auf einer 6-streifigen Autobahn ergibt sich für den Pkw-Verkehr im Mittel eine Geschwindigkeit von 142 km/h. (English)On clear stretches of 6-lane highway, cars average a speed of 142 km/h
Outside of built-up areas: Prior to 1973: no restriction 1973: 100 km/h (provisional) 1977: 100 km/h (definitive) 1985: 80 km/h (trial) 1989: 80 km/h (definitive), national referendum on 26 November 1989 Motorways: Prior to 1973: no restriction 1973: 100 km/h (temporary), due to oil crisis 1974: 130 km/h (provisional) 1977: 130 km/h (definitive) 1985: 120 km/h (trial) 1989: 120 km/h (definitive), national referendum on 26 November 1989
The 85th percentile is an old tool for setting speeds on new roads, experts say – but it doesn't mean all limits should be decided by the fast crowd. 'It's got a history that goes back 50-plus years,' said Jeff Lindley, chief technical officer for the Institute of Transportation Engineers (ITE). 'Over the years, I would say there has been an overreliance on [the 85th percentile] as a way to set and adjust speed limits in a way that wasn't intended.'
TRL research on urban speed management methods published in 1998 (TRL Report 363) found only an average 1 mph drop in speeds and no discernible accident reduction in accidents in 20 mph limits using only signs. Advisory speed limits are not normally approved in England and Wales. However, the more successful 20 mph zones that use self enforcing traffic calming features achieved average speed reductions of around 10 mph which produced a 70 per cent. reduction in child pedestrian accidents and 48 per cent. reduction in child cyclist accidents.
A speed limit is based on both safety and mobility considerations and increasingly also on environmental considerations.
Type 2 Dual Carriageway: A divided all-purpose road with two lanes in each direction Type 3 Dual Carriageway: A divided all purpose road with two lanes in one direction of travel and one lane in the other direction. the two-lane section, which provides the overtaking opportunity, alternates with a one-lane section at intervals
German:Der ADAC hält ein allgemeines Tempolimit auf Autobahnen für nicht erforderlich... Ein Zusammenhang zwischen generellem Tempolimit und dem Sicherheitsniveau auf Autobahnen ist nicht feststellbar. Die Zahl der Getöteten auf Autobahnen pro einer Milliarde Fahrzeugkilometer liegt in Deutschland bei 2,2, mit fallender Tendenz. Zahlreiche Länder mit genereller Geschwindigkeitsbeschränkung schneiden schlechter ab, z.B. Dänemark, Belgien, Österreich, USA. In Österreich, wo ein generelles Tempolimit von 130 km/h gilt, ist die Getötetenrate auf Autobahnen etwa 1,5-mal höher als in Deutschland. English: ADAC holds a general speed limit on motorways to be unnecessary... A connection between general speed limit on highways and safety is undetectable. The number of deaths on motorways per 1 billion vehicle-kilometers in Germany is 2.2 with a falling trend. Many countries fare worse with a general speed limit than Germany (e.g. Denmark, Belgium, Austria, USA). In Austria, where speed is generally 130, the death rate on motorways is about 1.5 times higher, Press Release, June 2010.
This study analyzes the statewide consequences of raising the speed limit, treating highways and enforcement as a total system. We find that the 65 mph speed limit reduced the statewide fatality rate by 3.4%-5.1%, compared to those states that did not raise their speed limit.on rural interstate highways [p.49] VMT grew 1.62 times faster in the 65 mph states than it did in the 55 mph states...These numbers are consistent with the expected pattern of traffic shifts [p.53]
When speed limits are set arbitrarily low–as under the old system–tailgating, weaving and "speed variance" (the problem of some cars traveling significantly faster than others) make roads less safe
A general speed limit on Germany's autobahns will not offer additional benefits in terms of climate protection or driving safety," said VDA Managing Director Dr. Kunibert Schmidt... "Much more important than the mantra-like repetition of old demands are measures designed to prevent motorists from driving at speeds that are not in line with weather conditions and the flow of the surrounding traffic - the leading cause of motor vehicle accidents.
Nine years ago the speed limit on certain motorways was increased from 110 km/h to 130 km/h, and this resulted in fewer traffic fatalities on those stretches of road.
Thus, Denmark in April 2004 increased its speed limit 110 km/h to 130 km/h on all highways. Italy enacted its 2003 speed limit on six-lane highways of 130 km/h to 150 km/h...Raising the speed limits in Denmark and Italy had no negative impact on traffic safety. The number of accidental deaths even declined over the year before the increase in the limit of -10% (Italy) or -15% (Denmark).(German) So hat Dänemark im April 2004 sein Tempolimit von 110 km/h auf 130 km/h auf allen Autobahnen heraufgesetzt. Italien setzte 2003 sein Tempolimit auf sechsspurigen Autobahnen von 130 km/h auf 150 km/h herauf. Auch die schwedische Regierung hat jetzt eine Anhebung des Tempolimits auf ausgewählten Streckenabschnitten wie auch auf vierspurigen Landstraßen beschlossen. ...Die Anhebung der Tempolimits in Dänemark und Italien hatten keinerlei negative Auswirkungen auf die Verkehrssicherheit. Die Zahl der Unfalltoten sank sogar gegenüber dem Jahr vor der Anhebung des Limits um –10 % (Italien) bzw. –15 %(Dänemark).
Most regulatory signs are rectangular with a black legend on a white background...[exceptions include] speed restriction signs (symbol enclosed in a red circle)"
{{cite book}}: |work= ignored (help)