« Previous | Contents | Next »
Listen
Section 5: Urban Speed Management
This section provides specific guidance on the setting of local speed limits in urban areas
Key points: |
|---|
Lower speeds benefit all urban road users. Traffic Authorities are encouraged to adopt the Institute of Highways and Transport's Urban Safety Management guidelines in which road hierarchies are adopted which reflect a road's function and the mix of traffic that it carries The national speed limit in urban areas is 30 mph The Executive encourages and supports 20 mph limits and zones in situations where there is a particular risk to vulnerable road users Roads suitable for a 40 mph limit are generally higher quality suburban roads or those on the outskirts of urban areas where there is little development In exceptional circumstances, 50 mph limits can be implemented on special roads and dual carriageways, radial routes or bypasses where the road environment and characteristics allow this to be done safely. |
66. Urban roads by their nature are complex, in needing to provide for safe travel on foot, bicycle and by motorised traffic. Lower speeds benefit all urban road users. Setting appropriate speed limits is, therefore, an important factor in improving urban safety. Traffic Authorities are encouraged to adopt the Urban Safety Management guidelines published by the Institute of Highways and Transport, in which road hierarchies are adopted which reflect a road's function and the mix of traffic carried. Within this approach the principle should be to ensure that the appropriate traffic travels on the appropriate roads, and at an appropriate speed.
67. The standard speed limit in urban areas is 30 mph, representing an appropriate balance between mobility and safety of road users, especially the more vulnerable groups. Local speed limits of 20 mph are, however, encouraged in situations where there is a particular risk to vulnerable road users. Traffic Authorities can also implement 40 mph and, in exceptional circumstances, 50 mph limits on special roads and dual carriageways where the road environment and characteristics allow.
68. The majority of casualties occur on urban roads, including 95% of pedestrian casualties (Road Accidents Scotland 2004). The type of road user casualty involved differs substantially from one location to another. In town centres and shopping streets casualties are often concentrated at specific locations. On residential streets accidents are more scattered, but nonetheless usually include a high proportion of pedestrians and cyclists; and also involve a higher proportion of children than on other roads. Efforts should therefore be made to promote use of more suitable routes for through traffic and to manage the speed of traffic requiring access to residential streets using traffic calming and associated techniques (See Traffic Advisory Leaflet 3/90).
69. In many urban centres main traffic routes often have a mixture of shopping, commercial and/or residential functions. These mixed priority routes are complex and difficult to treat but the most successful measures have included speed management to keep speed at appropriate levels, and a reassignment of space to the different functions, especially taking into account the needs of vulnerable road users.
70. A summary table of urban speed limits can be found at Annex D.
5.1 20 MPH Speed Limits and Zones
71. Many Traffic Authorities are now implementing 20 mph speed limits and 20 mph zones. This is encouraged and supported by the Executive. Since July 1999, the Road Traffic Regulation Act 1984 (Amendment) Order 1999 (S.I. 1999/1608) has given Traffic Authorities the power to introduce 20 mph speed limits and zones without obtaining the consent of Scottish Ministers. A range of options is available to local authorities, including:
- full time 20 mph speed limits
- part time 20 mph speed limits
- 20 mph zones
- advisory 20 mph speed limits (Twenty's Plenty)
Schools
72. The roads around schools are areas where significant numbers of children are found at particular times of day. Lower vehicle speeds in the vicinity of schools are important to improve safety for children walking or cycling to and from school and drivers need to be made aware that such lower speeds are appropriate in those areas. The Scottish Executive's policy is for 20 mph speed limits to be introduced around all schools in Scotland. The Executive is providing additional resources to local authorities to enable them to implement 20 mph schemes outside schools on local roads and is introducing 20 mph limits at schools on trunk roads.
73. Guidance on 20 mph speed limits and 20 mph zones is provided in SEDD Circular No 6/2001, 20 mph Speed Limits (Annex F), ETLLD Circular No 1/2004, 20 mph Speed Limits Around Schools on Roads with Speed Limits Higher Than 30 mph (Annex G) and Traffic Advisory Leaflet 9/99.
5.2 Traffic Calming Measures
74. Traffic calming involves the installation of proven physical or psychological measures to encourage lower traffic speeds. There are many measures available to roads authorities to help them reduce vehicle speeds and ensure compliance with the speed limit in force.
75. A full list of the guidance that has been provided to Traffic Authorities on the measures available can be found in Section 8, Bibliography. Annex B to this document provides a brief synopsis of the most popular and effective measures including:
- Road Humps;
- Road Narrowing Measures;
- Gateways;
- Road Markings
- Rumble Devices;
- Roundabouts.
76. Annex B also sets out the consultation requirements that must be followed before traffic calming measures can be installed.
5.3 40 & 50 MPH Speed Limit
77. Whilst 30 mph is the standard speed limit for urban areas, a 40 mph limit may be used where appropriate and, in exceptional circumstances, a 50 mph limit may be considered.
78. Roads suitable for 40 mph are generally higher quality suburban roads or those on the outskirts of urban areas where there is little development. They should have good width and layout; have parking and waiting restrictions in operation; and buildings set back from the road. These roads should, wherever possible, cater for the needs of non-motorised road users through segregation of road space. Alternatively, Traffic Authorities should consider whether there are convenient alternative routes available and ensure that any roads with a 40 mph limit have adequate footways and crossing places as necessary for pedestrians, cyclists and horse riders.
79. In exceptional circumstances a 50 mph limit may also be used on higher quality roads where there is little or no roadside development, and this can be done safely. The roads most suited to these higher urban limits are those such as primary distributors with segregated junctions and pedestrian facilities. They are usually dual carriageway ring or radial routes or bypasses which have become partially built-up. Traffic Authorities should, however, always assess the potential impact on the local community and non-motorised road users before considering such a limit.
« Previous | Contents | Next »