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<br /> <br />. They tend i9seemoreeffectivespeed reduction through engineering (lane <br />narrowing'ie}tR~.)tl1anthrC)ughchanges in speed limits, although they believe a <br />sllstainedertfotcel').'lent Pt'~sencewouldalsobeeffective in. red~cing speeds if <br />staffinglevelswel'eabletosupportsuchan,effort. . .. . .... <br />. \Vhatlsreportedas"speeding" by residents often is not, as vehicles are not <br />exceeding thc.,30MPHHmit.. . . . . '.. <" .... ' <br />. Speedi1'l,gth~tdoe-soccur tends to be on collectors and arterials, not on residential or <br />sidestreets,'.<> ..' . ~ .'. ..... . ' <br />.. ~llthre~agericie$acknowled~edthat law enforcement agencies do not have the <br />............. . resourcestoiP~tahighpdorityonspeedcontroL ..... .....) .' <br />.. .... . 'TheyaiLa~~9'expr~ssedfrustration.()verthejudicial $ystemanditshandling of <br />'disputedtic~ets''JJhere isageneralimpressionthat a viOlator .needs to be <br />. significantly/.ovei' the limit forltto.be worthwhile for the officer to, write a ticket. <br />It' .... Theofficel'sdi~t1otsupportaconcept.in which.;'residential"or "neighborhood" <br />streets~ouldc1:Jrs~at1.ltory2S. MPHandunsigned while "collector, arterial and <br />abo",e"street~~ou1d be statutory 30. 1YrPH.and signed. <br />.' The officers supported a speed limit other than SS for ruralresidential areas in <br />cities. <br /> <br />2.4 ..Lltar~tl.lreReview <br /> <br />ArmiitedahtoUntofl1ationaJlitet'atureroview was conductedon~peedlimits with <br />particttlarenrphasisonaccidents and also on. the impacts of changing speed limits. The <br />followingl1lajor points were found: <br /> <br />. ~nanautoI!1obi1e-pedestrian accident,survtvability decreases significantly as the <br />'speed of travel of the automobile increases. See Table2-2and):"igure 2-2, <br />. , ex.cerpted troma 1993 report oythe UK. Departmento(Transport.. As shown in the <br />tabTeand its' accompanying graph, in order to reach a very high survival rate travel <br />speedsl11ustbeabout 20MPH. Th:ereferencedstudy does. not directly report <br />survivability data for pedestrian-vehicle crashes at2SMPH. However, it canbe <br />inferred. and interpolated from the data that the' survivability rate at 25 :MPH would <br />be greater than at 30MPH. <br />. Historically, the changing of speeds on roads via the installation of new signs (with <br />either higher or lower speeds) has negligible impact on the prevailing travel speed. <br />(A test in St.Paul confIrmed this finding; M:nIDOTtestsand national publications <br />also confinn this -' see http://W\VW.tfhrc.gov!safety/rd97002.htm.) <br /> <br />Page 9 <br /> <br />36 <br />