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Road speed limits are used in most countries to regulate the speed of road vehicles . Speed limits may define maximum (which may be variable), minimum or no speed limit and are normally indicated using a traffic sign . Speed limits are commonly set by the legislative bodies of nations or provincial governments and enforced by national or regional police and / or judicial bodies.

The first maximum speed limit was the limit introduced in the United Kingdom in 1861. From 2005 to 2010, the highest posted speed limit was in Abu Dhabi , although this was reduced to in 2011. http://www.thenational.ae/news/uae-news/new-e11-speed-limit-cuts-accidents-by-a-third However, some roads have no speed limit for certain classes of vehicles. Best known are Germany 's less congested Autobahn s where automobile drivers have no mandated maximum speed. Measurements from the German State of Brandenburg in 2006 show average speeds of on 4-lane sections, and on 6-lane sections, without mandatory speed limits. Rural areas on the Isle of Man , the Indian states of Andhra Pradesh and Maharashtra http://www.mahatranscom.in/faq.aspx also lack speed limits, but speeds are lower when Transport_in_the_Isle_of_Man#Roads|measured on those lower design roads .

Speed limits are usually set to attempt to cap road traffic speed; there are several reasons for wanting to do this. It is often done with an intention to improve road traffic safety and reduce the number of Epidemiology of motor vehicle collisions|road traffic casualties from traffic collisions . In their World report on road traffic injury prevention report, the World Health Organization|World Health Organization (WHO) identify speed control as one of various interventions likely to contribute to a reduction in road casualties. (The WHO estimated that some 1.2 million people were killed and 50 million injured on the roads around the world in 2004.) #who2004|World Heath Organisation (2004) p. foreword, "In high-income countries, an established set of interventions have contributed to signi?cant reductions in the incidence and impact of road traffic injuries. These include the enforcement of legislation to control speed and alcohol consumption, mandating the use of seat-belts and crash helmets, and the safer design and use of roads and vehicles." Speed limits may also be set in an attempt to reduce the environmental impacts of roads|environmental impact of road traffic (vehicle noise, vibration, emissions), and to satisfy local community wishes. Some cities have reduced limits to as little as for both safety and efficiency reasons.

Speed limits are used to reduce the differences in vehicle speeds by drivers using the same road at the same time which increases safety. In situations where the natural road speed is considered too high, notably on urban areas where speed limits below are used then traffic calming is often also used. For some classes of vehicle speed limiter s may be mandated to enforce compliance.

Since they have been introduced, speed limits have been opposed from various sources; including motoring advocacy groups , anti-motoring groups and others who either consider them to be irrelevant, set too low or set too high.

History

The first speed limit legislation was created in the United Kingdom with the Locomotive Acts (automobiles were in those days termed “light locomotives”). The 1865 Act introduced a Road speed limits in the United Kingdom|UK speed limit of which was then reduced to in rural areas, and in towns by the 1865 Act (the 'red flag act'). The first person to be convicted of speeding is believed to be Walter Arnold of East Peckham , Kent, who on 28 January 1896 was fined for speeding at . He was fined 1 £sd|shilling plus costs. Passage of the Locomotives on Highways Act 1896 , which raised the speed limit to a "furious" pace of 14& nbsp;mph is celebrated to this day by the annual London to Brighton Veteran Car Run .

Regulations

All countries use Metric system|metric units ( kilometres per hour ), except for the United States and the United Kingdom, where speed limits are given in miles per hour .

Basic rule: reasonable speed

Drivers are required to drive at a safe speed for conditions. In the United States this requirement is referred to as the basic rule , but more generally in Britain and elsewhere in common law as the reasonable man requirement. Lower speed may be required due to fog, heavy rain, and pavement conditions such as freezing or gravel, or where they are not able to stop in the line of sight. California Vehicle Code section 22350 is typical; it states that "No person shall drive a vehicle upon a highway at a speed greater than is reasonable... and in no event at a speed which endangers the safety of persons or property".

Maximum speed limits

Most public roads in most countries have a legally assigned numerical maximum speed limit which applies on all roads unless otherwise stated; lower speed limits are often shown on a sign at the start of the restricted section although the presence of streetlights, or the physical arrangement of the road may sometimes also be used instead. A posted speed limit may only apply to that road or to all roads beyond the sign that defines them depending on local laws. In the European Union , large signposts showing the national (default) speed limits of the respective country are usually erected immediately after border control|border crossing s, with a repeater sign some after the first sign. Some places provide an additional "speed zone ahead" ahead of the restriction and speed limit reminder signs may appear at regular intervals which may be painted on the road surface.

Signs are normally placed on both sides of the road and in some places there are small (less than 1/4 the size of the sign) rectangular orange reflector flags attached to both upper right corners of both signs. The speed limit sign marking the new speed zone may also have the orange flags.

Signage in many countries, especially in Europe, conforms to the Vienna Convention on Road Signs and Signals using black text with a red circle on a white background.

In the United States, the signs are usually rectangular with the words "SPEED LIMIT" and the values in black on a white background. The U.S. Federal Highway Administration's Manual on Uniform Traffic Control Devices provides guidelines for the appearance of speed limit signs. In California, freeway speed limits are often labeled "MAXIMUM SPEED" instead. In Oregon, many speed limit signs just say "SPEED" and the number. Canada has similar signs bearing the legend "MAXIMUM" and in km/h instead of mph. "Maximum" is used instead of "Speed Limit" because it has similar meanings in English and French. Australia n signs are rectangular but have a red circle like the conventional signs.

Posted maximum speeds are normally based on ideal driving conditions.

Minimum speed limits

Some roads also have "minimum speed limits", where slow speeds can impede traffic flow or be dangerous and on motorways slower vehicles such as horse drawn vehicles, bicycles and mopeds can be banned, e.g. in the United Kingdom.

Signs often use blue circles based on the obligatory signs of the Vienna Convention on Road Signs and Signals. A Japanese minimum speed sign has the same design as a maximum speed sign but with a horizontal line below the number. In the United States of America, they are also identical to their respective maximum speed limit signs with the exception of the text "MINIMUM SPEED".

Variable speed limits

In 1965, the first known experiments with variable speed limit signs took place on a 30& nbsp;km stretch of German motorway Bundesautobahn 8|A8 between Munich and the border city of Salzburg , Austria . Mechanically variable message signs could display speeds of 60, 80 and 100& nbsp;km/h, "danger zone" or "accident". Personnel monitored traffic using video technology, and manually controlled the signage.cite
|url= http://elib.uni-stuttgart.de/opus/volltexte/2003/1468/pdf/Dissertation_Schick.pdf
|title= (translation) "Influence of Traffic Control Systems on Freeway Capacity and Stability of Traffic Flow"; Original Title "Einfluss von Streckenbeeinflussungsanlagen auf de Kapazitaet von Autobahnabschnitten sowie die Stabilitaet des Verkehrsflusses"
|publisher= University of Stuttgart
|date=June 2003
|author=Peter Schick
|accessdate=2010-10-16
|page=20
|format=PDF
|quote= (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).
Beginning in the 1970s, additional advanced traffic control systems were put into service. Modern motorway control systems can work without human intervention using various types of sensors to measure traffic flow and weather conditions. In 2009, of German motorways were equipped with such systems.

In the late 1960s, heavily-traveled portions of the New Jersey Turnpike began using variable speed limit signs, in combination with variable message signs . Officials can adjust the speed limit according to weather, traffic conditions, and construction. More typically, variable speed limits are used on remote stretches of highway in the United States in areas with extreme changes in driving conditions. For example, variable limits were introduced in Oct 2010 on a 52-mile stretch of Interstate 80 in Wyoming , replacing the winter season speed reduction from 75 to 65-mph that had been in place since 2008. Similarly, Interstate 90 at Snoqualmie Pass and other mountain passes in Washington State variable speed limits are used to slow traffic in severe winter weather. A response to fog-induced chain-reaction collisions involving 99 vehicles in 1990, a variable speed limit system covering of Interstate 75 in Tennessee was implemented in fog-prone areas around the Hiwassee River .

A variable speed limit was introduced on part of Britain's M25 motorway in 1995 (on the busiest section from junction 10 to 16). Initial results suggested savings in journey times, smoother-flowing traffic, as well as a fall in the number of crashes and the scheme was made permanent in 1997. However a 2004 National Audit Organization report noted that the business case was unproved; conditions at the site of the Variable Speed Limits trial were not stable before or during the trial, and the study was deemed neither properly controlled nor reliable. From December 2008 the M1 motorway#Widening from Junction 6a to 10|upgraded section of the M1 between the M25 and Luton will have the facility for variable speed limits. In January 2010 temporary variable speed cameras on the M1 between J25 and J28 were made permanent.

New Zealand introduced variable speed limits in February 2001. The first installation was on the Ngauranga Gorge section of dual carriageway on New Zealand State Highway 1|State Highway 1 with steep terrain, numerous bends, high traffic volumes, and higher than average accident rate. The speed limit is normally 80& nbsp;km/h.

In 2006, Austria undertook a short term experiment with a variable limit configuration that could increase statutory limits under the most favorable conditions, as well as reduce them. In June, a stretch of motorway was configured with variable speed limits could increase the general Austrian motorway limit of to . Then Austrian Transport Minister Hubert Gorbach called the experiment "a milestone in European transport policy-despite all predictions to the contrary"; however, the experiment was discontinued.

Roads without speed limits

Many roads without a maximum limit became permanently limited following the 1973 oil crisis . For example, Switzerland had no maximum restriction prior to 1973 on motorways and rural roads, but imposed a temporary maximum limit in quick response to higher fuel prices; the limit on motorways was increased to later in 1974.

Montana and Nevada were the last remaining U.S. states relying exclusively on the basic rule, without a specific, numeric rural speed limit prior to the National Maximum Speed Law of 1974. After repeal of Federal speed mandates in 1996, Montana was the only state to revert to rural daytime speed limit, beyond the Basic Rule. After the Montana Supreme Court decided that the Basic Rule was too vague and therefore violated the due process requirement of the Montana Constitution , Montana's legislature imposed a limit on rural freeways in 1999, although the same wording in the basic rule remains.

Australia's Northern Territory had no blanket speed limits outside major towns until January 2007 when a general rural speed limit of was introduced; four major highway have higher zones. The per-capita fatality rate in 2006 was the highest in the OECD and twice the Australian average. In 2009, the opposition party unsuccessfully sought the removal of the 130& nbsp;km/h limits on three out of the four highways where it applied, arguing that total fatalities in the Northern Territory had increased significantly during the first two years of the speed limit. In argument against the motion, the government provided more detailed statistics than normally published, these statistics showed a reduction in fatalities along the highways where 130& nbsp;km/h limits were introduced.. The opposition continues to argue for a return to "open speed limits".

The Isle of Man has no speed limit on many rural roads; a 2004 proposal to introduce a general speed limits 60& nbsp;mph and of 70& nbsp;mph on A18 road (Isle of Man)|Mountain Road for safety reasons were not progressed following consultation.
Transport_on_the_Isle_of_Man#Roads|Measured travel speeds on the island are relatively low.

As of 2008, 52% of the German Autobahnen|German autobahns have only advisory limits ( Richtgeschwindigkeit ), 15% have temporary speed limits due to weather or traffic conditions and 33% have permanent speed limits. The length of speed-unrestricted autobahns slowly expanded after the opening of the East German borders in November 1989. Prior to German reunification in 1990, accident reduction programs in New states of Germany|eastern German states were primarily focused on restrictive traffic regulation. Within two years after the opening, availability of high-powered vehicles and a 54% increase in motorized traffic led to a doubling of annual traffic deaths, despite "interim arrangements involved the continuation of the speed limit of on autobahns and of outside cities. An extensive program of the four E s (enforcement, education, engineering, and Emergency medical services|emergency response ) brought the number of traffic deaths back to pre-unification levels after ten years while traffic regulations were raised to western standards (e.g., freeway advisory limit, on other rural roads, and Blood Alcohol Content#Limits by country .28BAC: Blood Alcohol Content.29|0.5 milligrams BAC )
.

Enforcement

Speed limit enforcement is the action taken by appropriately empowered authorities to check that vehicle|road vehicles are complying with the speed limit. Methods used include roadside speed traps set up and operated by the police and automated roadside speed camera systems which may incorporate the use of an automatic number plate recognition system.

Effectiveness

The Synthesis of Safety Research Related to Speed and Speed Limits report sponsored by the Federal Highway Administration published in 1998 found that changing speed limits on low and moderate speed roads appeared to have no significant effect on traffic speed or the number of crashes, whilst on high-speed roads such as freeways, increased speed limits generally resulted in higher traffic speeds and more crashes. It is also stated that there is limited evidence to suggest that speed limits have a positive effect on a system wide basis. #tfhrc1998|Federal Highway Administration (1998) p. 2 'In general, 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. This suggests that drivers travel at speeds they feel are reasonable and safe for the road and traffic regardless of the posted limit. However, on freeways and other high-speed roads, speed limit increases generally lead to higher speeds and crashes. The change in speed is roughly one-fourth the change in speed limit. Results from international studies suggest that for every 1 mi/h change in speed, injury accidents will change by 5 percent (3 percent for every 1km/h). However there is limited evidence that suggests the net effect of speed limits may be positive on a system wide basis.'

The speed limit is commonly set at or below the '85th percentile speed' (which is the speed at which 85% of the traffic is travelling) and in the USA is typically set below that speed.

A 2003 review of speed limits for British Columbia ( Canada ) identified a number of studies into the effects of reductions in speed limits and the observed changes in speeding, fatalities, injuries and property damage which followed: #BCMT2003|British Columbia Ministry of Transportation (2003) , p. 26 tables 10 and 11

>

Country	Speed limit reduction	Reported change
Australia
Australia
Denmark
Germany
Sweden
Switzerland
UK
USA (22 states)

>

Country	Speed limit increase	Reported change
Australia
Australia (Victoria)
USA
USA
USA (40 states)
USA (Iowa)
USA (Michigan)
USA (Michigan)
USA (Ohio)	url=http:/ / pubsindex.trb.org/ view.aspx? id=371649	title=EFFECTS OF THE 65-MPH SPEED LIMIT ON TRAFFIC ACCIDENTS IN OHIO	publisher= University of Cincinnati	accessdate=2010-07-10	year=1992	quote="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."
USA (40 states)
USA (22 states)

By contrast to the above a survey of speeds on South Dakota Interstate roads in 2008 showed that 47% of drivers were driving over the 75& nbsp;mph (120& nbsp;km/h) speed limit, which is below observed 85th percentile speeds of 79-81& nbsp;mph".

The Synthesis of Safety Research Related to Speed and Speed Limits report sponsored by the Federal Highway Administration published in 1998 found that increasing speed limits on freeways and high-speed roads increased speed and crashes. #tfhrc1998|Federal Highway Administration (1998) p. 2 'In general, 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. This suggests that drivers travel at speeds they feel are reasonable and safe for the road and traffic regardless of the posted limit. However, on freeways and other high-speed roads, speed limit increases generally lead to higher speeds and crashes. The change in speed is roughly one-fourth the change in speed limit. Results from international studies suggest that for every 1 mi/h change in speed, injury accidents will change by 5 percent (3 percent for every 1km/h).'

Research in 1998 showed that the reduction of some United Kingdom speed limits to had achieved only a 1& nbsp;mph drop in speeds and no discernible reduction in accidents; '20& nbsp;mph speed limit zones' which use self enforcing traffic calming achieved average speed reductions of 10& nbsp;mph, child pedestrian accidents were reduced by 70% and child cyclist accidents by 48%.

Zones where speeds are set at 30_kph_zone|30 kph (or 30_kph_zone|20 mph ) are gaining popularity http://www.streetfilms.org/no-need-for-speed-20s-plenty-for-us/ as they are found to be effective at reducing crashes and increasing community cohesion. http://www.walk21.com/papers/Josua_Hart.pdf

Studies undertaken in conjunction with Australia's move from speed limits to in built-up areas and found that the measure was effective in reducing both speed and the frequency and severity of crashes.

A study of the impact of the replacement of with speed limits in New South Wales , Australia showed only a 0.5& nbsp;km/h drop in urban areas and a 0.7& nbsp;km/h drop in rural areas. The report noted that widespread community compliance would require a combination of strategies including traffic calming treatments.

Information campaigns are also used by authorities to support speed limits, for example the Speeding. No one thinks big of you. campaign in Australia 2007.

Justification

Speed limits are set primarily to balance road traffic safety concerns with the effect on travel time and mobility. Speed limits are also sometimes used to reduce consumption of fuel or in response to environmental concerns.

Road traffic safety

According to a 2004 report from the World Health Organisation a total of 22% of all 'injury mortality' worldwide were from road traffic injuries in 2002 #who2004|World Heath Organisation (2004) p. 34 fig 2.1 and without 'increased efforts and new initiatives' casualty rates would increase by 65% between 2000 and 2020. #who2004|World Heath Organisation (2004) p. 3 The report identified that the speed of vehicles was 'at the core of the problem #who2004|World Heath Organisation (2004) p. 76 and said that speed limits should be set appropriately for the road function and design along with physical measures related to the road and the vehicle and effective enforcement by the police. #who2004|World Heath Organisation (2004) p. 127 Road incidents are said to be the leading cause of Child mortality|deaths among children 10 – 19 years of age (260,000 children die a year, 10 million are injured). They are also occasionally set to reduce vehicle emissions or fuel use.

Maximum speed limits place an upper limit on speed choice and if obeyed can reduce the differences in vehicle speeds by drivers using the same road at the same time. #tfhrc1998|Federal Highway Administration (1998) p. 2 Traffic engineers observe that the likelihood of a crash happening is significantly higher if vehicles are traveling at speeds faster or slower than the mean speed of traffic; #BCMT2003|British Columbia Ministry of Transportation (2003) , p. v 'The likelihood of a crash occurring is significantly greater for motorists traveling at speed slower and faster than
the mean speed of traffic' when severity is taken into account the risk is lowest for those traveling at or below the median speed and "increases exponentially for motorists driving faster". #tfhrc1998|Federal Highway Administration (1998) page 2 'When the consequences of crashes are taken into account, the risk of being involved in an injury crash is lowest for vehicles that travel near the median speed or slower and increases exponentially for motorists traveling much faster'

It is desirable to attempt to reduce the speed of road vehicles in some circumstances because the kinetic energy involved in a motor-vehicle collision|motor vehicle collision is proportional to the square of the speed at collision|impact . The probability of a fatality is, for typical collision speeds, empirically correlated to the fourth power of the speed difference (depending on the type of collision, not necessarily the same as travel speed) at impact, rising much faster than kinetic energy.

The 2009 technical report An Analysis of Speeding-Related Crashes:Definitions and the Effects of Road Environments by the National Highway Traffic Safety Administration showed that ca 55 percent of all speeding-related crashes in fatal crashes were due to “exceeding posted speed limits” and 45 percent were due to “driving too fast for conditions”.

The speed limit will also take note of the speed at which the road was designed to be driven (the design speed ) which is defined in the USA as "a selected speed used to determine the various geometric design features of the roadway". However traffic engineers recognize that "operating speeds and even posted speed limits can be higher than design speeds without necessarily compromising safety".

Vision Zero , which envision reducing road fatalities and serious injuries to zero by 2020, suggests the following "possible long term maximum travel speeds related to the infrastructure, given best practice in vehicle design and 100% restraint use":

Type of infrastructure and traffic	Possible travel speed (km/ h)
Locations with possible conflicts between pedestrians and cars
Intersections with possible side impacts between cars
Roads with possible frontal impacts between cars, including rural roadsCite journal	url=http:/ / www.independent.ie/ national-news/ eu-wants-to-slash-rural-speed-limit-2376195.html	title=EU wants to slash rural speed limit	quote="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 100kmh on main rural roads which do not have dividing crash barriers should be cut to 70kmh or less, an official report recommended yesterday."	accessdate=2010-11-10	date=2010-10-13	publisher= Irish Independent newspaper\|\|Convert\|70\|km/h\|0\|abbr=on
Roads with no possibility of a side impact or frontal impact (only impact with the infrastructure)

"Roads with no possibility of a side impact or frontal impact" are sometimes designated as Type 1 ( motorways / freeways /Autobahns ), Type 2 (" 2+2 road s") or Type 3 (" 2+1 road s"). These roadways have Traffic barrier|crash barriers separating opposing traffic, limited access road|limited access , grade separation and prohibitions on slower and more vulnerable road users. Undivided rural roads can be quite dangerous even with speed limits that appear low by comparison. For example, in 2008, Germany's -limited rural roads had a fatality rate of 9.5 deaths per billion travel-km, over four times higher than the autobahn rate of 2.2 deaths. Autobahns accounted for 33% of German road travel in 2008, but just 11% (495 of 4,477) of traffic deaths.

Fuel efficiency

Fuel efficiency sometimes affects speed limit selection. The United States instituted a National Maximum Speed Law of as part of the Emergency Highway Energy Conservation Act in response to the 1973 oil crisis to reduce fuel consumption. in Nevada v. Skinner According to a report published in 1986 by The Heritage Foundation , a Conservatism in the United States|Conservative advocacy group, the law was widely disregarded by motorists and hardly reduced consumption at all. In 2009 The American Trucking Associations called for a 65& nbsp;mph speed limit and also national fuel economy standards claiming that the lower speed limit was not effective at saving fuel.

Environmental considerations

Speed limits can also be used to improve local air quality issues or other factors affecting environmental quality
for example the " Speed limits in the United States#Environmental speed limits|environmental speed limits " in the United States including one in an area of Texas .

The European Union is also increasingly using Speed Limits as in response to environmental concerns.

Advocacy

Speed limits, and especially some of the methods used to attempt to enforce them, have always been controversial. There are a variety of notable organisations and individuals who, for a variety of often passionately held views, oppose or support the use of speed limits or the way they are enforced.

Opposition

Speed limits, and their enforcement have been opposed by various groups and for various reasons since their inception. Historically, the The Automobile Association|AA was formed in 1905, initially to warn members about speed trap s.

In more recent times some advocacy groups seek to have certain speed limits as well as other measures removed. For example, automated Speed camera|camera enforcement has been criticised by motoring advocacy groups the Association of British Drivers , the North American National Motorists Association , and the ADAC|German Auto Club ., Press Release, June 2010.

Arguments used by those advocating a relaxation of speed limits or their removal include:

A 1994 peer-reviewed paper by Charles A. Lave et al. titled Did the 65& nbsp;mph Speed Limit Save Lives? stated that evidence that a higher speed limit may be positive on a system wide in the United States by shifting more traffic to these safer roads.

|last=Lave|first=Charles
|coauthors=Elias, Patrick
|url= http://www.uctc.net/papers/069.pdf
|title=Did the 65 mph speed limit save lives?
|publisher= Elsevier
|journal= Accident Analysis & Prevention |year=1994|month=February|volume=26|issue=1|pages=49–62|doi=10.1016/0001-4575(94)90068-X
|quote=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 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 |accessdate=20 Apr 2010

A 1998 report in the Wall Street Journal title 'Highways are safe at any speed' stated that when speed limits are set artificially low, tailgating, weaving and speed variance (the problem of some cars traveling significantly faster than others) make roads less safe.

|url= http://saferoads.org/press/press2006/WSJ%20Editorial%20July%207%20Safe%20At%20Any%20Speed.pdf
|title=Highways Are Safe at Any Speed
|first=Eric |last=Peters
|work= Wall Street Journal
|date=24 November 1998
|accessdate=2012-02-17
|quote=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

In 2010 ADAC|German Auto Club (a major motoring organisation) concluded an autobahn speed limit was unnecessary because numerous countries with a general highway speed limit had worse safety records than Germany, for example Denmark, Belgium, Austria, and the United States.

In 2008, the Verband der Automobilindustrie|German Automobile Manufacturer's Association called general limits "patronizing"

|url= http://www.vda.de/en/meldungen/archiv/2008/03/26/2028/
|title=VDA opposes using speed limit to patronize the public: General Speed Limit Will Not Help with Climate Protection or Safety
|publisher= Verband der Automobilindustrie
|date=March 2008
|quote="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"
, arguing instead for variable speed limits. The Association also noted that "raising the speed limits in Denmark (in 2004 from 110 km/h to 130 km/h) and Italy (2003 increase on six-lane highways from 130 km/h to 150 km/h) had no negative impact on traffic safety. The number of accidental deaths even declined" .

Safe Speed , a UK advocacy organisation campaigns for higher speed limits and to scrap speed cameras on the basis that the benefits were exaggerated and that they may actually increase casualty levels; their ePetition to the UK government in 2007 calling for speed cameras to be scrapped received over 25,000 signatures.

Support

Various other advocacy groups press for stricter limits and better enforcement. Historically, the Pedestrians' Association and the Automobile Association were described as "bitterly opposed" in the early years of United Kingdom motoring legislation. The Pedestrians Association was formed in the United Kingdom in 1929 to protect the interests of the pedestrian. Their president published a critique of motoring legislation and the influence of motoring groups in 1947 title 'Murder most foul' which laid out in an emotional but detailed way the situation as they saw it and called for tighter speed limits. More recently RoadPeace was founded in 1991 with an aim to stop road victims being "treated by the economy as acceptable, by the judicial system as trivial and by society as accidents" and called for a default 20& nbsp;mph speed limit in residential areas.

Vision Zero is "a philosophy of road safety that eventually no one will be killed or seriously injured within the road transport system."

;Other references for article

External links

Category:Road speed limit|*
Category:Law enforcement
Category:Road safety
Category:Road traffic management
Category:Traffic law

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ms:Had laju
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