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A speed limit is the maximum speed allowed by law for vehicles on a road.
SignageThe start of a speed limit is usually marked with a speed limit traffic sign. Speed limit signs can appear near political borders and road intersections, and in some cases speed limit reminder signs appear at regular intervals. Political borders can range from country borders to city limits. Occasionally different units of speed measurement are used on each side of a border. For example, Northern Ireland (part of the UK) still uses miles-per-hour (MPH) for speed limits and miles for distance, while the Republic of Ireland uses the standard international system (SI) of kilometres per hour (km/h) for speed limits and kilometres for distance. The Republic of Ireland completed the changeover from imperial units to SI units in early 2005. The UK and the US are the only major nations still using the imperial units system. The US has no intentions to convert to SI units in the foreseeable future, and in fact, reverted to its current imperial units in states that had both imperial and SI systems such as California and Arizona. However, Ohio still has some signs listed with SI distances and speeds on its exit distance and speed limit signs (such as 70 mph / 120 km/h, or 3 miles / 5 km to next exit). Factors in Setting Speed LimitsSpeed limits are set based on many factors, such as road features, crash records, legal statutues, administrative judgement and engineering judgement. Two common measures for setting speed limits are the design speed of the road, and the eighty-fifth percentile of travel speeds (the "85th percentile"). See: The United States' Transportation Research Board (TRB) National Cooperative Highway Research Program (NCHRP) Report 504: Design Speed, Operating Speed, and Posted Speed Practices 2003. Note that highway design practices in other countries (Australia, Canada, France, Germany, Great Britain, and Switzerland) were surveyed. At one time, most of the countries’ policies on design speed were identical to current U.S. policy and are still similar to U.S. practice. Design speedIn the United States, the design speed is officially defined as "a selected speed used to determine the various geometric design features of the roadway" according to the 2001 AASHTO highway design manual, commonly referred to as the "Green Book". Previous versions of the Green Book referred to design speed as the "maximum safe speed that can be maintained over a specific section of highway when conditions are so favorable that the design features of the highway govern"; however the 2001 edition removed the term “safe” in order to avoid the misperception that speeds greater than the design speed were “unsafe.” Safe observed operating speeds can exceed the nominal design speed because (a) design speed specifies roadway's most restrictive feature (e.g., a curve, bottleneck, hill, etc.) rather than representative features along a roadway section and (b) actual roadway design may exceed the minimum design specifications. On busy roads, capacity and congestion are primary limiting factors on speeds. Design speed is therefore considered only a "first guess" at an appropriate speed limit. 85th percentile ruleSince the 1950s, traffic engineers have relied on the 85th percentile rule. The idea is that the speed limit should be set to the speed that separates the bottom 85% of vehicle speeds from the top 15%. The 85th percentile closely corresponds to one standard deviation above the mean of a normal distribution. In practical terms, the 85th percentile speed is slightly higher than the flow of traffic. It has been observed that vehicles traveling over the 85th percentile speed (or faster than the flow of traffic) have a higher crash risk than vehicles traveling around or modestly below the 85th percentile speed. Most U.S. jurisdications report using the 85th percentile speed as the basis for their speed limits, so the 85th percentile speed and speed limits should be closely matched. However, a review of available speed studies demonstrates that the 85th percentile speed is only used as a “starting point,” with the posted speed limit being almost always set below the 85th percentile speed by as much as 8 to 12 mph. One theory in support of 85th percentile speed limits, advanced by traffic engineers, is that drivers are, in whole, reasonable and prudent; drivers are able to discern road and traffic conditions, and thus able to select appropriate travel speeds in most cases. Therefore, even if the 85th percentile speed is above the posted limit, it can be prudent to increase the limit to the 85th percentile speed. (Note that traffic engineers do not argue that all drivers make perfect choices in all situations. Rather, they argue that the aggregate speed choices are usually reasonably safe.) Speed limits in specific countriesAustraliaAustralian speed zone sign Australian speed advisory sign above a keep left signSpeed limits in Australia range from 10 km/h (5 mph) Shared Zones to 110 km/h (70 mph). Speed limit signage is always displayed in km/h, and speeds increase or decrease by a minimum interval of 10 km/h. That is, the last digit in all speed signs will be a zero, excepting advisory speed signs for curves or other road obstacles, which end in the digit five. The general "rules of thumb" are:
The default open road speed limit is 100 km/h for all states except for Western Australia where it is 110 km/h and the Northern Territory, which has no set open road speed limit. In the Northern Territory, many of the roads are only suitable for speeds up to 120km/h (75 mph). Speed traps are used in almost all areas of the country. Tolerance is from 8% to 10% in most states but only 3 km/h in Victoria, an issue which has caused a lot of controversy in that state. CanadaTypical speed limits are:
Note that where more than one limit is given per road, it usually indicates a difference between provinces; however, within provinces, different roads of the same classification have different speed limits. For example, in Alberta and Nova Scotia some freeways have a limit of 100 km/h, while others have a speed limit of 110 km/h (70 mph). In Ontario, all freeways have a maximum speed limit of 100 km/h unless there is a lower posted limit. Speed limits are generally lower in Ontario and Quebec on comparable roads than in other Canadian provinces, except perhaps British Columbia. Examples of this disparity include rural two-lane highways in Ontario which have a standard speed limit of 80 km/h, while comparable roads in other provinces have standard speed limits of 90–100 km/h. The Ontario Ministry of Transportation claimed that "Ontario has the safest roads in North America," in a media relase promoting a bill to increase safety in school zones through increased fines. In British Columbia, a review of speed limits conducted in 2002 and 2003 for the Ministry of Transportation found that posted limits on investigated roads were unrealistically low for 1309 km and unrealisticly high for 208 km. The reports recommended to increase speed limits for multilane limited access highways constructed to high design standards from 110 km/h to 120 km/h. MoT Speed Review Report As described in that report, the Ministry is currently using "...Technical Circular T-10/00 [...] to assess speed limits. The practice considers the 85th percentile speed (the speed at or below which 85% of the motorists are traveling), road geometry, roadside development, and crash history." In Canada, as in most other locales, speed violation fines are double (or more) in construction zones. ChinaPreviously, all expressways in the People's Republic of China were limited to a maximum speed limit of 110 km/h (70 mph). With the passage of the PRC's first road-related law, the Road Traffic Safety Law of the People's Republic of China, speed limits were raised nationwide to 120 km/h (75 mph) as of May 1, 2004; however, the updating of signs will still take some time. Semi-expressways and city express routes (called kuaisu gonglu 快速公路 in Chinese, meaning "high speed public road") generally have lower speed limits topping out at around 100 km/h (65 mph), and in some cases, the speed limit may be lower. On China National Highways (which are not expressways), a common speed limit is 80 km/h (50 mph). In localities, speed limits may drop to 40 km/h (25 mph). In reality, few people drive according to the speed limits, and on most roads, enforcement cameras are non-existent. On some designated "fast through routes" in cities, speed limits can go all the way up to 80 km/h (50 mph). Otherwise, speed limits remain 70 km/h (45 mph) on roads with two uninterrupted yellow lines and 60 km/h (40 mph) or even 50 km/h (30 mph) otherwise. Signage in towns and on expressways is often present. Minimum speed limits on expressways vary. A general minimum speed limit of 60 km/h (40 mph) is in force at all times (although traffic jams more than thwart it). According to law, the overtaking lane has a minimum speed limit of 110 km/h (70 mph), and a second lane often has a minimum speed limit of 90–100 km/h (55–65 mph). (The second lane, though, should only be set a minimum speed limit if third, fourth, and subsequent lanes exist.) EuropeTableSee following table for the speed limits in European states: Units are km/h (mph in parenthesis).
*Motor routes: Roads with two or more lanes (dual carriageway), a median, and a minimum speed of 60 km/h (40 mph). Remarks: In most European states there is a general speed limit of 50 km/h (30 mph) inside towns. CommentsThe first British motorways did not have imposed speed limits. However, after a series of severe crashes a temporary speed limit of 70 miles per hour (110 km/h) was enforced in 1965, which was made permanent in 1967. It was reduced to 50 mph in response to the 1973 oil crisis and restored to 70 mph in 1974. The Association of British Drivers have called for the limit to be increased. The opposition Conservative Party are now proposing to raise the limit to 80 miles per hour (130 km/h) where appropriate. On French autoroutes, there is a de facto variable speed limit. In dry weather an autoroute has a speed limit of 130 km/h (80 mph), when raining the speed limit is reduced to 110 km/h (70 mph). In 2005, a governmental report advised lowering this speed to 115 km/h in order to save fuel and reduce accident risks, but this proposal was badly received. Since 2002, the French government has installed a number of automatic radar guns on autoroutes, routes nationales and other major thoroughfare, in addition to radar manned by the Police or Gendarmerie. The French authorities have credited this increase in traffic enforcement for a 21% drop in road fatalities from 2002 to 2003. The German Autobahnen are famous for having no speed limits for cars over much of their length. Blanket speed limits do apply for trucks, buses and cars pulling trailers. Speeds over 200 km/h (125 mph) are not uncommon, but there is a recommended speed (Richtgeschwindigkeit) of 130 km/h (80 mph). In case of a crash, insurance payments can be dropped where the recommended speed is exceeded. Some areas have compulsory speed limits to reduce the noise or for safety reasons. Many car manufacturers (including Mercedes, BMW and Audi) limit the speed of their cars electronically to 250 km/h (155 mph) although this is not a legal requirement. The Italian Autostradas have a 130 km/h (80 mph) speed limit, with 110 km/h (70 mph) limits on curvy roads and in rainy conditions and 150 km/h (95 mph) limits on newer and straighter roads. Swiss Autobahnen are limited to 120 km/h (75 mph) as a maximum speed limit. Semi-motorways, known as "motor roads" or Autostrassen, have a generally lower speed limit of 100 km/h (65 mph). For a period about 1990 to 1995, Sweden banned the highest limit 110 km/h (70 mph) in the large-city provinces, citing environmental reasons. 90 km/h (55 mph) limits were introduced on most motorways, the lowest in Europe. The term "large-city province" was defined as any province having one of the three large cities with suburbs. That meant that the west coast motorway E6 had 90 km/h all along its (then) about 250 km of motorway, but some ordinary roads in less densely populated provinces had 110 km/h. This ban was later removed because the limit was neither popular nor much obeyed. IndiaIndia has a speed limit, though it is very loosely enforced, to the point that the speed is essentially left to driver discretion. Road condition is historically poor, discouraging high speeds, but in Andhra Pradesh and Tamil Nadu in particular the roads have been substantially improved in recent years due a buoyant economy. JapanThe general limit is 60km/h except for divided national highways where the limit is 100km/h. Urban areas are usually zoned at 40km/h. Limits in Japan are different from most countries by:
New ZealandSpeed limits in New Zealand range from 20 km/h to 100 km/h. Specifically:
Some vehicles are restricted to lower speeds:
South AfricaThe general speed limits in terms of the South African National Road Traffic Act, 1989 and its Regulations are:
United States
Speed limits on United States roads are usually as follows:
In general, speed limits are reactionary figures to an observed average volume and its potential for flucuation. In other words, an urban interstate with many interchanges/junctions near eachother will have a significantly lower speed limit then a rural highway that sees relatively little traffic and have several miles between two interchanges. Due to this, the more urbanized east has lower speed limits on average then the more spread out west. SpeedingSpeeding or speed-related is defined by the U.S. Federal Goverment as either exceeding posted limits or driving too fast for conditions [1]. Speeds in excess of posted maximum speed limits account for most speed-related traffic citations. Most speed-related crashes involve speed too fast for conditions [2] such as limited visibility or reduced road traction. Variable speed limits offer some potential to reduce speed-related crashes, but due to the high cost of implementation exist primarily on motorways, while most speed-related crashes occur on local and collector roads [3] Speed-related crashes can also occur at speeds below 30 miles per hour; for example, truck rollovers on exit ramps. EnforcementPrior to the invention of radar, speed limits were normally enforced by clocking vehicles travelling through speed traps. Clocking a vehicle simply means timing how long it takes for the automobile to pass between two fixed landmarks along a roadway, from which the vehicle's average speed could easily be determined. Setting up a speed trap that could provide legally satisfactory evidence was usually time consuming, however, and early speed traps were often difficult to hide. As a result, organizations such as the Automobile Association could often keep fairly accurate records of speed trap locations. In the early 21st century, police used radar, LIDAR, planes, and automated devices. Officers may also use a method called pacing: following a car for a certain time to establish speed using the calibrated speedometer of the patrol car. Recently, Automatic Number Plate Recognition (ANPR) camera systems have been used which time a vehicle between long sections of road (approximately one mile), calculating the average speed between two points. This method eliminates the risk of heavy braking at the locations of conventional speed cameras, but may raise privacy issues. In several countries, notably the Netherlands and the United Kingdom, an increase in automated speed enforcement has resulted in a significant increase in the number of fake number plates. In France, the use of automated enforcement has been credited with contributing to a substantial reduction in fatalities.[citation needed] Most Western European countries now use automated enforcement on at least some roads. Speed limit policy can affect enforcement. According to the AASHTO, "experience has ... shown that speed limits set arbitrarily below the reasonable and prudent speed perceived by the public are difficult to enforce, produce noncompliance, encourage disrespect for the law, create unnecessary antagonism toward law enforcement officers, and divert traffic to lesser routes[.]"[4] Arbitrarily low limits can turn otherwise reasonable drivers into habitual speed limit violators. Safety and efficacyGerman police officer enforcing speed limitEssential physicsForces in a motor vehicle collision are proportional to the square of the speed change (sometimes referred to as "delta-V", symbolized as δv) at impact. This means that crash forces rise much faster than speed. The probability of a fatality is proportional to the fourth power of the speed change at impact [5], rising much faster than crash forces. To illustrate these statistics, suppose two vehicles crash into a massive, fixed object, and one vehicle’s speed is 10% greater than the other vehicle. The faster vehicle will experience 21% higher crash forces, and its occupants will experience a 46% higher probability of a fatality. When interpreting this, it should be noted that crashes with dramatic, sudden speed changes that terminate almost all velocity are atypical. These kinds of atypical crashes can include head on collisions or collisions with massive, fixed objects like trees or concrete bridge piers. Although the basic relationship between vehicle speed and crash severity is unequivocal and based on the laws of physics, the probability of a crash as well as crash severity can be mitigated. Safety devices like crash attenuators, barriers, or wide medians are examples. The highest degree of mitigation is found on motorways (which may be called freeways, limited access highways, also Autobahns, Interstates or other national names), which are internationally documented as being the safest roads per-mile-travelled despite their higher speeds, due to designing out of most conflict opportunities as well as restricted access. Speed limits, actual speeds, and aggregate safetyThe 1998 Synthesis of Safety Research Related to Speed and Speed Management sponsored by the US Federal Highway administration found, "on freeways and other high-speed roads, speed limit increases generally lead to higher speeds and crashes." Increasing a speed limit by 4 mi/h would increase the average speed by 1 mi/h and increase injury accidents by 5%. The report cautions that "changing speed limits on low and moderate speed roads appears to have little or no effect on speed and thus little or no effect on crashes". The report noted that traffic calming significantly reduced speeds and injuries in treated areas but that the decrease may be due to reduced traffic volumes. The report also suggests that "variable speed limits that adjust with traffic and environmental conditions could provide potential benefits" as most of the speed related crashes involve speed too fast for conditions. The report noted the landmark study (D. Solomon, "Accidents on Main Rural Highways Related to Speed, Driver, and Vehicle", Federal Highway Administration, Washington, DC, July 1964) that observed a "U-shaped curve" of crash probability versus speed, where crash rates were lowest for travel speeds near the mean speed of traffic, and increased with greater deviations above and below the mean. Subsequent research has found that "The occurrence of a large number of crashes involving turning maneuver partly explains the increased risk for motorists traveling slower than average and confirms the importance of safety programs involving turn lanes, access control, grade separation, and other measures to reduce conflicts resulting from large differences in travel speeds." Speed and crash factorsSome safety factors are not always under the full control of the driver, such as driver alertness and distractions, road conditions, weather, daylight availability, actions and alertness of other drivers, and wildlife. While these factors are not directly related to vehicle speed, the effects of these factors can be more severe with more speed. For example, a deer running across the road has no consequences to a vehicle parked at 0 mph but could have disastrous consequences for a vehicle traveling at 100 mph. This suggests that lower speeds can reduce the frequency and severity of crashes; lower speeds can give the driver more time to respond appropriately in the face of unexpected dangers, and it can reduce the severity of a crash should one happen. However, since the efficacy of speed limits in restraining driver speed is subject to debate, it is not clear how well speed limits can ameliorate these other factors. Another view is that, while speed can play a part of the causal chain which leads to crashes, speed's role is mostly to magnify the consequences of other unsafe acts. This viewpoint is reinforced by the fact that speed is rarely the sole crash factor. In many cases, removing the other crash factors, such as a right of way violation, would have absolutely prevented the collision. However, while reducing the speed could have a beneficial effect on the severity and probability of the crash, it usually cannot guarantee crash prevention. Variable speed limitsRecently some jurisdictions have begun experimenting with variable speed limits which change with road congestion and other factors (this is distinct from France's reduction of limits during adverse weather). One example is on Britain's M25 motorway, which circumnavigates London. On the most heavily-traveled 22 kilometre section of the M25 variable speed limits combined with automated enforcement have been in force since 1995. Initial results of the 1995 trial indicated savings in journey times, smoother flowing traffic and a fall in the number of accidents, so the trial implementation was made permanent in 1997. Further trials on M25 have been thus far inconclusive [6]. OppositionSpeed limits and their enforcement have been opposed by some motorists since their inception. Britain's first motoring organization, the AA, was formed to warn members about speed traps. Other organizations, such as the Association of British Drivers and Safe Speed, have sought to discredit certain speed limits as well as other measures, such as automated camera enforcement. At the same time, organizations such as the Safer Streets Coalition and RoadPeace have proposed reducing speed limits, especially in residential areas and around schools. The debate over speed limit enforcement has become a large part of the road safety policy debate in some countries. Skepticism about speed limits and strict enforcement outside built-up areas is attributable to:
Prior to the (now defunct) 1974 national 55-mph speed limit in the U.S., German Autobahns had a higher fatality rate than U.S. Interstates; however, a few years later, the Autobahn rate fell below that of (then) 55-mph limited U.S. Interstates. IRTAD records show the U.S. rate remains higher than that on the largely unrestricted German Autobahn network. While the fatality rate on the UK's 70-mph speed-limited motorways is about half of Germany's, the 60-mph limit in rule-conscious Japan corresponds to a motorway fatality rate greater than Germany's. However, simple comparisons of fatality rates between countries neglect to account for differences in traffic density, quality of medical care, and Smeed's law. Roads without speed limitsA few public roads still have no speed limit. The most famous are the German intercity Autobahn, much of which has no speed limit or only advisory limits. Australia's Northern Territory has no blanket speed limits outside major towns. The Isle of Man has no speed limit on most rural roads. A 2004 proposal for 70 and 60 mph (110 and 95 km/h) speed limits was very unpopular[9]. Montana has had a numeric speed limit since June 1999. Please see the Montana section of the Speed limits in United States page for more information. Footnotes
See also
External links
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