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• They tend to see more effective speed reduction through engineering (lane <br />narrowing, etc.) than through changes in speed limits, although they believe a <br />sustained enforcement presence would also be effective in reducing speeds if <br />staffing levels were able to support such an effort. <br />What is reported as "speeding" by residents often is nat, as vehicles are not <br />exceeding the 30 MPH limit. <br />• Speeding that does occur tends to be on collectors and arterials, not on residential or <br />side streets. <br />• All three agencies acknowledged that law enforcement agencies do not have the <br />resources to put a high priority on speed control. <br />• They all also expressed frustration over the judicial system and its handling of <br />.disputed tickets; There is a general impression that a violator needs to be <br />significantly over the limit for it to be worthwhile for the officer to write a ticket. <br />• The officers did not support. a concept in which "residential" or "neighborhood" <br />streets would be statutory 2S MPH and unsigned while "collector, arterial and <br />above" streets would be statutory 30 MPH. and signed. <br />• The officers supported a speed limit other than 55 for rural residential areas in <br />cities. <br />__ <br />.._ _ - .. <br />2.4 Literature Review, <br />A limited amount of national literature review was conducted on speed e~dtlimitts The <br />particular emphasis on accidents and also on the impacts of changing sp <br />following rnajor points were found: <br />• In an automobile-pedestrian accident, survivability dec ~ ~ ana ~ ~e ~ ~' as the <br />'speed of travel of the automobile increases. See Table g <br />excerpted from a 1993 report by the dD oarea h a very l gh survival rate travele <br />table and its accompanying graph, zn <br />speeds must be about 20 MPH. The referenced study does not directly report <br />survivability. data for pedestrian-vehicle crashes at 25 MPH. However, it cari be <br />inferred and interpolated from the data that the survivability rate at 25 MPH would <br />be greater than at 30 MPH. <br />• Historically, the changing of speeds o ~zro~des ~ a ~ ~stthalelpreva 1 g travel speed. <br />either higher or lower speeds) has neg g p <br />Mn/DOT tests and national publications <br />(A test in St.-Paul confirmed this finding; <br />also confirm this - see http://www.tfhrc•gov/safety/rd97002.htm.) <br />Page 9 <br />-164- <br />