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What could be done to combat speeding on our roads?

Deborah-Claire McKenzie


There have been many reports of motorists using the lack of traffic on the roads during the Covid19 lockdown to flout the speed limits and now with more traffic back on the roads there is a danger that some may continue to drive at excessive speeds even after things are back to ‘normal’.


Behavioural Science in transportation (understanding the behaviour and motivations of transport users such as motorists and rail commuters etc) is a fascinating subject which plays a big part in the engineering and design of roads and their ‘furniture’ in an attempt to gently persuade drivers to modify their driving behaviour to something more appropriate. 


There are many such psychological tactics in place to combat speeding but could we be doing more? What other engineering solutions could be implemented to stop excessive speeding? How do different countries tackle speeding on their roads? What could we learn from them? 

  • 0
    Simon Barker:
    Denis McMahon:


    If we want to deploy technology to optimum effect, we need to ensure that EVERY road carries a SENSIBLE speed limit. I don't think this is unreasonable. My dealings with our county council suggest that it has information on pretty well every road within its area, and carries accident statistics and all kinds of statistics..

     


    There are many country lanes where the default 60MPH speed limit is far too high.  But adding speed limits would require someone to inspect every road.  That would mean thousands of Traffic Regulation Orders being raised.  Many more thousands of speed limit signs would need to be installed, if you allow for all the reminders that have to be installed at regular intervals.


    And nobody would enforce the new speed limits anyway.




    Absolutely. From https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/860685/road-lengths-in-great-britain-2019.pdf



    "There were 31,800 miles of major road in Great Britain in 2019, consisting of: • 2,300 miles of motorway (99% trunk, 1% principal) • 29,500 miles of ‘A’ road (18% trunk, 82% principal) There were 215,200 miles of minor road in Great Britain in 2019, consisting of: • 18,800 miles of ‘B’ road • 196,400 miles of ‘C’ and ‘U’ roads"



    Despite my posts below, I'm sure any analysis would show that it would be grossly disproportionate to evaluate and manage the speed limits on these B and below roads given the number of fatalities on them. I still think a vehicle mounted solution, to evaluate the road as the car is driving along it, would be practical though...


    There is a slightly sore point here, I live on a road with a 30 limit, but within sight of the speed delimiting sign where the road enters open country. A number of our neighbours have tried very vocally to get the speed limit enforced due to the number of incidents caused by people not slowing down (including someone writing off my much loved car while it was parked outside my house...) Basically because we have not yet had a major injury or fatality there is no route for action to be taken (as readers might imagine, I went into this in great detail!). Because, in turn, as Simon suggests the resources are limited and have to be targeted at the biggest risks. 


    Cheers,


    Andy


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    Thanks for these statistics, Andy, which put things into perspective. Your experiences of dealing with the county council are similar to mine. It is all controlled by accident statistics. It is surprising what the county council knows about, it seems, any road or street corner you can refer to them. Accident history, signposts, warning chevrons - they have it all accounted for. I have referred safety concerns to the CC on various occasions, as has an organisation I belong to. "There is no accident history at this junction," is a common response. "We'll be in touch again when we have sent someone to inspect the road," is not something I have ever heard.


    We can argue if we like on whether or not it is feasible to allocate proper speed limits to minor rural roads. We cannot deny that at present we have a huge network of roads without such speed limits, hence the possible usage of satellite navigation as a means of control or even warning is limited. Your idea of a vehicle-mounted solution to evaluate the road is more feasible.
  • 0
    Maurice Dixon:

    . . .

    What I was trying to get across, poorly, was that flashing road signs, road signs with speed and VRN feedback, and colour-coded speedometers in vehicles give instant 'cause and effect' feedback to the driver which is better than 'flat' feedback of normal signs.

    . . .


    Sorry, Maurice, if I deviated slightly from your point. Yes I think flashing road signs do work well - much better than static signs because of the interaction and targeted feedback. Colour coded speedometers would need some interaction to relate to the actual speed limit on the road being driven on. It is not at present practicable with satnav technology. Many minor roads have no real speed limit and Andy has highlighted with statistics the immense number of these roads. Simon reckons that, though 60 mph is not appropriate for many of these roads, the administration and costs involved in allocating selected speed limits would be impracticable. I don't personally think this is unfeasible, but ultimately it is down to resources and priorities and the bureaucracy of our highways management, as Simon says. Hence we need to look at other ways of feeding back speed information to drivers.


    I agree with Simon's point on speed limits not being enforced. This is largely the case now anyway. My point is that though in many cases you cannot enforce something, clarity of information achieves a great deal. That is why flashing speed signs are a good idea. We should be selective in where we put them, however, preferably where there are known risks due to speeding.


  • Former Community Member
    0 Former Community Member
    I think perhaps new ways of fining and punishing dangerous driving could be helpful. Speeding on an empty road when it is a dry, clear day is not nearly as bad as a day when it is poor visibility and the road is wet or icy. Perhaps these sorts of things should be taken into consideration so that drivers learn to value safety over trying to get away with the extra speed all of the time. If a driver knows that they can drive a bit faster when the road is clear but they will get their a*** kicked for acting like a loon in bad weather, it could teach some sense. I think that's how the autobahns work anyway. People are expected to use their brains when driving and keep safety in mind. Perhaps advanced driving courses like they do in Finland would be good for people too, before they ever get out onto the motorways. It seems absurd that someone can pass their test and then go straight onto a motorway like a baptism by fire. It would be much better to have a secondary test first so that they can be used to that kind of driving, and the moving in and out of traffic confidently and safely. Learning drivers etiquette would be a really good thing too >_>
  • 0
    Yes, I too would advocate two-stage testing. A second test would, apart from introducing more-advanced skills, also help to knock out bad habits that develop in the early years following the first test.
  • 0
    Eliza Baty:

     Perhaps advanced driving courses like they do in Finland would be good for people too, before they ever get out onto the motorways. 




    I was watching something the other day about the driving test (and lessons) in Finland and how it's far better than in the UK.


    All learner drivers there are subjected to lessons in all kinds of weathers and driving conditions, lessons during the hours of darkness as well as during daylight (although most of my own driving lessons were during darkness anyway as I learnt to drive over the autumn and winter months ?) and also dedicated 'skid pan' lessons where they learn how to control their car on wet and icy roads.


    It is said that Finnish drivers are the best in the world and, given their performance in the Rallying world, I'm tempted to agree...


  • 0
    I'm always amazed at the number of drivers of all ages who just don't look far enough ahead when driving and then suddenly they'll be braking at the last minute as they realise how close they are to running into the back of someone.  Or swerving across the motorway lanes when they've just noticed that the junction they need is coming up.
  • 0
    Soon after I started driving I also started riding a moped, and for a while I was driving it into Central London every day. I heartily recommend it, provided you survive, as a way of learning how to look ahead and anticipate other drivers' behaviour - otherwise you die!! I still, when approaching a side road where a car is waiting to pull out, automatically watch the drivers eyes to see if they've seen me. There's another good challenge for an AI vision system, to identify and alert when other drivers are being inattentive!
  • 0



    Yes, I agree, it is advisable to always look well ahead, even as far as possible, and try to anticipate situations.


    A moped is a good way to get round London or any large city. It is nippy enough to keep up with city traffic, but compact enough to pull into the side without obstructing others if you want to check the route. Much the same can be said for a pedal cycle, and I have cycled through Central London on occasions. Eye contact is a must in my opinion, in any vehicle you are using. A moment of eye contact means, "I have seen you; I respect your position and I am sure you respect mine."


    This discussion has become long, unwieldy and off-topic, so I won't be posting to it again. If you have similar ideas, you may wish to consider my new discussion:


    "Innovation in Motor Cars and Social Acceptance"

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