A matter of life and death

The vast majority of Britain's road users drive safely and contribute significantly to the country's good road safety record, one of the safest in the world. Nonetheless, speeding is one of the single biggest road problems facing highway authorities and law enforcement agencies today. Speeding contributes to the 36,000 serious injuries and 3,400 deaths that occur on Britain's roads each year (www.dft.gov.uk).

This does not necessarily mean travelling at hair-raising speeds on the motorway, but possibly just edging above the legal limit inside towns and cities. Around two thirds of all collisions in which people are killed or seriously injured occur in built-up areas where the speed limit means drivers should be travelling at 40mph or less (www.dft.gov.uk). There may be wider implications with higher speeds contributing to pollution, climate change and health. The HTMA wants to play a part wherever it can in helping to make the nation's roads network a safer and better place.

Life in the fast lane

While speeding is by no means a modern phenomenon, there are certain factors that may have intensified the problem. Today's vehicles are more powerful and faster than ever before, not just the sports cars on the road, but across all categories, from the family saloon to the working transit van.

Modern engine technology, aerodynamic design, and more sophisticated fuels mean these vehicles can easily outperform their predecessors. At the same time, society-wide changes have created a faster pace of life overall. People expect to get to where they are going in the shortest possible time. Any delays, especially on journeys where time is critical - attending work meetings, catching a flight - can build pressure and trigger the urge to step on the gas. In some cases, motorists may simply be out to flout the law, or even to race other cars.

Facts & Figures

At 40mph, 85 per cent of people hit by vehicles die, compared to 20 per cent at 30mph (at 20mph it is just 5 per cent).

An average family car travelling at 35mph will need an extra 21 feet (six metres) to stop than one travelling at 30mph, no matter how good the driver is.

The force of the impact on a cyclist or pedestrian is increased by a third when hit at 35mph rather than 30mph.

It has been estimated that for each 1mph reduction in average speed, accident frequency is reduced by 5%.

Source: www.dft.gov.uk

An integrated approach

Speed management has become a critical tool for those involved in the highways sector to curb what still remains a substantial and nationwide problem. Speed management schemes must take into consideration a whole range of variables, and typically, entail a wide range of measures in any given area.  There is no one size fits all solution.

Speed control solutions on the motorway are very different to those in and around village areas. Where speeds of 20 mph are necessary, for example, self-enforcing 20 mph zones have proved very successful. However, all research to date into the relationship between speed limits and actual vehicle speeds points to 20 mph limits being relatively ineffective without additional traffic calming measures. All speed management schemes must also be designed to be sympathetic to their surroundings and, wherever possible, used to enhance an area aesthetically. It is a complex balancing act, with no straightforward solution.

Slow down

Despite Britain's overall good safety record there will always be drivers that believe they can flout the law and those determined to break it. It means the management of vehicle speeds across the entire roads network will remain an ongoing and collective project for those working in the industry. In simple terms this means getting drivers to slow down, respect the speed limit, and show responsibility and consideration for others. At the forefront of this collaboration have been national campaigns such as ‘Think! Slow Down!' to communicate the dangers of driving too fast. This campaign aims to focus attention on the extra stopping distances of a car travelling at 35mph rather than 30mph through a mix of broadcast, print, event sponsorship and online promotion. It includes stark television advertising, showing a child knocked down by a driver unable to judge their stopping distance in time.

On the road

While promoting more awareness of the dangers of speed and its deadly effects form the first line of defence, there is much that can be done on the ground to cut speed. It is the actual signage by the side of the road and on the road itself that constitutes the most visible reminder for motorists to watch how fast they going. Such measures include standard speed limit signs, which have been joined in recent years by interactive electronic vehicle activated signs. These may deal with inappropriate speed in rural or urban areas to alert a driver to a hazard such as a sharp bend, or remind the driver of the speed limit in force. Road markings and many other measures can also be put in place to control road speeds and reduce the likelihood of accidents.

Traffic calming measures

Vehicle Activated Signs: These are appropriate to address the problems of inappropriate speed or reminding the driver of the speed limit in force. It should be noted that these signs must only be used as a final measure and in addition to and not instead of conventional static signing.

Speed Enforcement Cameras: Cameras might be appropriate where there is already a history of accidents related to excessive speed. However, they should be used only after consideration of engineering and or other measures.

Chicanes: Chicanes have the effect of narrowing the carriageway and encouraging drivers to reduce speed. These might be considered more appropriate in villages, especially where road humps are deemed inappropriate. These are clearly not appropriate on faster roads where a chicane could create additional danger.

Dragons Teeth Markings: These are usually placed on the road itself prior to speed limit terminal signs.

Gateways: A gateway feature, usually combined with other traffic calming features, can be used to mark the entry point to a village and can act as a speed reducing measure. It usually includes vertical elements at the sides of the road and may also include horizontal elements such as build outs.

Hatch Markings: These have the effect of visually narrowing the width of the carriageway, and have in some circumstances been used in association with coloured surfacing.

Pedestrian Crossing: There are many forms of pedestrian crossings, including zebra and signal controlled crossings. On their own they can act as a speed reducing measure, or additionally these crossings can be raised.

Traffic Islands: These have the effect of reducing the width of the carriageway. Although they do not usually have the same speed reducing effect as chicanes they do have the effect of changing the nature and appearance of the road.

20mph Zones/Limits: These are typically deployed on village roads and usually require extensive speed reducing features.

Other speed reducing measures that have also been used to some effect include a change in road surfacing, the use of rumble strips and the introduction of mini roundabouts. Rumble strips can be effective but are not usually placed near housing as this often results in noise complaints.

Enforcement

The scale of the problem means that active enforcement plays an essential role in many speed management initiatives. Police engagement is critically important to the success of any speed management programme. As well as speed limit enforcement, some police forces take on a wider educational role to raise awareness of the problem. Speed cameras are now a common sight on UK roads.

The first cameras in Britain were installed in west London in 1992. These have been shown to help cut speeds and the amount of accidents taking place on the roads. Going forward, automatic speed limiters are thought to hold some potential. These driver-operated limiters can be set to stay below a programmed speed, but to override in case of an emergency.