Citaat:
Oorspronkelijk geplaatst door Alboreto
np
http://scholar.google.be/scholar?q=s...=1&oi=scholart
Een paar quotes:
Veel leesgenot
Citaat:
The numbers used for the relationship between changes in mean speed and overall
injury accident risk were that, for each 1 km/h change in mean speed, the best estimate
of the change in accident risk was 3%
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Enkele tegenquotes (want die laatste quote van die per 1 kmh <-> - 3 % is echt onzin):
http://ibiblio.org/rdu/sl-irrel.html
Citaat:
Summary of Findings
...
Accidents at the 58 experimental sites where speed limits were lowered increased by 5.4 percent. The level of confidence of this estimate is 44 percent. The 95 percent confidence limits for this estimate ranges from a reduction in accidents of 11 percent to an increase of 26 percent.
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Citaat:
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Accidents at the 41 experimental sites where speed limits were raised decreased by 6.7 percent. The level of confidence of this estimate in 59 percent. The 95 percent confidence limits for this estimate ranges from a reduction in accidents of 21 percent to an increase of 10 percent.
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Citaat:
Lowering speed limits more than 5 mi/h (8 km/h) below the 85th percentile speed of traffic did not reduce accidents.
The indirect effects of speed limit changes on a sample of contiguous and adjacent roadways was found to be very small and insignificant.
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Citaat:
Conclusion
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Although there are variations from State to State, on average, speed limits were posed 5 and 16 mi/h (8 and 26 km/h) below the 85th percentile speed. As all States use the 85th percentile as a major criterion for establishing safe and reasonable speed limits, it is surprising that the new speed limits posted on the experimental sections examined in this study deviated so far from the 85th percentile speed. There are several plausible reasons. Once commonly cited reason for posting unreasonably low speed limits is public and political pressure. While individuals and politicians clearly influence some speed limit decision, there are other factors involved.
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Citaat:
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... The data collected during this study indicate that there are no benefits, either from a safety or operational point of view, from establishing speed limits less than the 85th percentile speed. This does not mean that all speed limits should be raised. Traffic and engineer investigations should be conducted to obtain an accurate measure of the speed distribution. Greater emphasis should be placed on using the 85th percentile speed in setting safe and reasonable speed limits. These studies should be repeated as land use and traffic characteristics change.
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Citaat:
http://ec.europa.eu/transport/wcm/ro...t_policies.htm
Who is responsible for setting speed limits?
Clearly, there are differences between countries in the way that speed limit setting is arranged. Generally, the national government decides on the general, national speed limits for different road types. The national government may also determine which exceptions to the general limits can be applied. It generally is the road authority that decides what speed limit is applied for a specific road or road section in their jurisdiction. This decision, of course, must fit within the national speed limit framework. It means, however, that local or regional road authorities have a large amount freedom in determining which speed limit would be applied where.
A common approach to determine the most appropriate speed limit for a particular road or road section is to set the limit close to the V85. The V85-speed is the speed that is not exceeded by 85% of the vehicles. Ideally, however, the speed limit should be based on an analysis of the road and traffic characteristics to make sure that the limit represents a safe speed and, in addition, that the limit is a credible limit for the majority of drivers.
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Cijfers Be van gedaalde gemiddelde snelheden (2 �* 5 kmh minder op 3 jaar naargelang weg), die helemaal niet de verwachte resultaten opleverden qua letselongevallen (of uw laatste quote), want het aantal letselongevallen steeg van 47.606 in 2002 naar 49.313 in 2005 ! (bron fgov.be)
en ook de
te lage opgelegde limieten te ver onder de V85, zie page 9:
Citaat:
http://www.fcvv.be/Docs/Groups/FCVV%...heid%20DEF.pdf
V85
Doelstelling SGVV (personenwagens): v85 niet hoger dan snelheidslimiet + 5km/u in 2008.
Snelheidslimiet: v85 2003 v85 2004 v85 2005 Verschil met limiet
30 km/u: 47 km/u 44 km/u 43 km/u + 13 km/u
50 km/u: 65 km/u 62 km/u 61 km/u + 11 km/u
70 km/u: 89 km/u 91 km/u 86 km/u + 16 km/u
90 km/u: 109 km/u 102 km/u 102 km/u + 12 km/u
120 km/u: Geen meetresultaten beschikbaar
De v85 wordt wel eens beschouwd als een indicator voor de acceptatiegraad voor bepaalde snelheidslimieten. In principe zouden dan enkel bewuste snelheidovertreders sneller mogen rijden dan de v85 . De ‘realistische’ doelstelling van de SGVV wordt voorlopig in geen enkele snelheidscategorie gehaald.
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Kassa Kassa, verkeersveiligheid ? mijn oor ja.
Citaat:
Gemiddelde snelheid
Doelstelling SGVV (personenwagens): daling gemiddelde snelheid met 5 km/u in 2008
Snelheidslimiet: vgem 2003 vgem 2004 vgem 2005 verschil
30 km/u: 38 km/u 36 km/u 35 km/u - 3 km/u
50 km/u: 54 km/u 51 km/u 50 km/u - 4 km/u
70 km/u: 77 km/u 78 km/u 75 km/u - 2 km/u
90 km/u: 94 km/u 88 km/u 89 km/u - 5 km/u
120 km/u Geen meetresultaten beschikbaar
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@ Alboreto citeerde:
Citaat:
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The numbers used for the relationship between changes in mean speed and overall injury accident risk were that, for each 1 km/h change in mean speed, the best estimate of the change in accident risk was 3%
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Citaat:
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het aantal letselongevallen steeg van 47.606 in 2002 naar 49.313 in 2005 ! (bron fgov.be) REKEN maar de STIJGING uit !
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