Lower Speed Limits Research Articles

Exploring patterns in older pedestrian involved crashes during nighttime

Nighttime crashes involving older pedestrians pose a significant safety concern due to their age-related vulnerabilities such as reduced vision and slower reaction times. This study analyzes crash data from Texas for six years (2017–2022) using Association Rules Mining (ARM) to identify patterns and associations affecting crash severity for older pedestrians aged 65–74 years and those over 74 years under varying lighting conditions. The findings reveal that high-speed limits and complex road environments significantly increase the risk of fatal or severe injuries for both age groups, particularly under inadequate lighting. Additionally, demographic factors, adverse weather conditions, and specific road features further influence crash outcomes. These insights highlight the need for interventions, including lower speed limits, enhanced street lighting, and the implementation of advanced technologies such as modern pedestrian detection systems, sensor technology, pedestrian bags, accessible pedestrian signals, to improve the safety of older pedestrians. Policymakers should leverage these insights to formulate strategies that improve road safety for older pedestrians, addressing their unique vulnerabilities in various nighttime conditions.

Cost benefit analysis of reducing speed limits in Athens to 30 Km/h

The objective of this research is to investigate public acceptance and socio-economic feasibility of reducing speed limit from 50 km/h to 30 km/h in certain parts of the road network of Athens, Greece. A questionnaire was developed based on the method of stated preference for various hypothetical scenarios of time, fuel consumption and the probability of road crash to investigate road user preferences towards the reduction of speed limit and identify the most important influencing factors preferences. A total of 408 respondents were asked to choose among three alternative proposals: a) Reduce the speed limit to 30 km/h throughout the urban network except on major arteries, b) Reduce the speed limit to 30 km/h throughout the urban network and c) No Reduction (do nothing). For the analysis, two binomial logistic regression models and two multinomial logistic regression models were developed. The results indicate that increase in travel time, the importance of speed in causing a crash, the number of crashes the user has been involved in, the respondent’s driving habits are the main determinants of the users’ preferences. Furthermore, a Cost Benefit Analysis (CBA) was conducted to understand the sustainability implications of the implementation of lower speed limits (i.e., 50 to 30 km/h). In terms of socio-economic impacts, the CBA considered safety-related metrics, namely the number of road casualties of all severity levels, and environmental-related metrics, namely reductions in CO2, NOx, PM levels as well as in road user surplus metrics namely travel time increase and fuel consumption reduction. Costs considered in the analysis result from increased time spent on the road. Consequently, the investment and the operational costs along with the socio-economic impact are estimated and monetized, up to the year 2030. The positive Net Present Value (NPV) and the high Internal Rate of Return (IRR), i.e. 64.5 %, obtained as well as the sensitivity analysis results, indicate the feasibility of this policy over time. Therefore, speed limit reductions are economically viable and so, should be encouraged.

Voyage charterparty arrangement for river tramp shipping: Green and traditional vessels comparison

Voyage charterparty arrangement (VCA) for river shipping is a common agreement between a shipowner and a charterer regarding the transportation of specific cargoes from one port to another via a tramp vessel. Optimizing VCA with the essential terms such as laytime and sailing speed of the vessel, is a crucial task for both parties to reduce potential disputes and achieve win-win outcomes. This paper models the problem from two perspectives: the VCA negotiation stage and execution stage. Firstly, according to the given probability distribution of port time, the theoretically optimal laytime is obtained by using textbook formulation of newsvendor problems (NVP). On this basis, considering the concerns about the inaccuracy of the given probability distribution and the adjustment measures taken by charterers and shipowners in reality, an integrated adjustment model is constructed to determine the optimal laytime in the VCA negotiation stage. Secondly, taking into account the vessel's uncertain lock crossing time, an operations coordination model with information sharing of the berth plan is established to obtain the optimal sailing speed under a certain confidence level in the VCA execution stage. Finally, a case study of chartering tramp vessels on the Yangtze River validates the applicability and effectiveness of the models proposed in this paper, and some important management insights are derived. The results show that establishing lower optimal speed limits and relatively shorter laytime when signing a contract with the shipowner of green river vessels is reasonable for the charterer. By notifying the shipowner of the berth plan after the green river vessel crosses through the lock, the charterer can avoid higher demurrage costs due to speeding-up. Operations coordination would be mutually beneficial without abusing the contract terms. Compared to traditional river vessels, it's more reasonable to reduce the benefits allocated to charterers from the deceleration of green river vessels by shipowners.

Understanding the behavioural determinants of active travel among older adults: A mixed methods study

IntroductionActive travel is an accessible form of physical activity, associated with physical and mental health benefits, particularly for older adults. This study aimed to identify the behavioural determinants that significantly impact older adults’ engagement in active travel as well as how and why these behavioural determinants occur. MethodsThis study employed an explanatory sequential mixed methods design informed by the Theoretical Domains Framework (TDF). The study focused on older adults in Scarborough, Canada. In the quantitative phase, a TDF-informed survey was distributed among Scarborough older adults and analyzed using descriptive statistics, Chi-squared tests, and generalized linear models. TDF determinants that significantly impacted older adult participants in active travel were identified. The qualitative phase followed up with select survey participants about their experiences with these TDF determinants. Semi-structured interviews were conducted, and data was analyzed using thematic codebook analysis. To integrate the quantitative and quantitative results, data were interpreted and integrated using a joint display matrix. ResultsThe survey results suggest that the TDF domains of motivation (i.e., feeling inspired to active travel) and skill (i.e., having the aptitude to active travel) were highly predictive of active travel behaviour among older adults in Scarborough, Canada. Beyond the TDF, the likelihood of active travel increased if participants reported being encouraged and satisfied with their health, fitness, exercise, and well-being in general. The interview results suggest that fostering motivation and skill require a network of interventions that address multiple TDF domains such as promoting action planning, creating commitment, building social connectedness, increasing awareness of active travel options, and building emotional and physical safety. By integrating the quantitative and qualitative results, three overarching themes were presented about older adults’ needs to engage in active travel: building reassurance (i.e., putting safety first); building meaningfulness (i.e., creating joy, fulfillment, and purpose); and building relatedness (i.e., creating awareness and connection). ConclusionsThis study suggests several important implications for future research and policy. The results of this study provide evidence to support investment in both built environment improvements (e.g., safer intersections, bike lanes, lower vehicle speed limits, public transit subsidies) as well as tailored activities to promote active travel (e.g., public awareness campaigns, skill development activities, organized walks). The mixed methods study design employed in this study in conjunction with a novel application of the TDF allowed for a more thorough understanding of behavioural determinants of active travel among older adults.

The tales of two cities: use of evidence for introducing 20 miles per hour speed limits in Edinburgh and Belfast (United Kingdom)

BackgroundIn 2016, large-scale 20 miles per hour speed limits were introduced in the United Kingdom cities of Edinburgh and Belfast. This paper investigates the role that scientific evidence played in the policy decisions to implement lower speed limits in the two cities.MethodsUsing a qualitative case study design, we undertook content analysis of a range of documents to explore and describe the evolution of the two schemes and the ways in which evidence informed decision-making. In total, we identified 16 documents for Edinburgh, published between 2006 and 2016, and 19 documents for Belfast, published between 2002 and 2016.FindingsIn both cities, evidence on speed, collisions and casualties was important for initiating discussions on large-scale 20 mph policies. However, the narrative shifted over time to the idea that 20 mph would contribute to a wider range of aspirations, none of which were firmly grounded in evidence, but may have helped to neutralize opposing discourses.Discussion and conclusionsThe relationship between evidence and decision-making in Edinburgh and Belfast was neither simple nor linear. Widening of the narrative appears to have helped to frame the idea in such a way that it had broad acceptability, without which there would have been no implementation, and probably a lot more push back from vested interests and communities than there was.

Rotating speed pulling-back control and adaptive strategy of doubly-fed variable speed pumped storage unit

When the doubly-fed variable speed pumped storage unit (DFVSPSU) adopts the power priority control, the rotating speed may change excessively during the transient process, potentially causing the rotor side power to exceed the converter capacity, which may damage the converter. Therefore, this study aims to analyze the mechanism underlying rotor side power overlimit and conventional rotating speed pulling-back control (RSPBC), proposing an adaptive rotating speed pulling-back control (ARSPBC). First, the unit's speed operating range and the converter capacity were determined based on the characteristic curve of the pump-turbine. Second, the optimal speed and speed limit were compared, indicating that the unit's operation is closer to the lower speed limit, which increases the likelihood of power overlimit occurrences. Third, the mechanism of rotor side power overlimit and conventional RSPBC were analyzed. It was noted that although conventional RSPBC can prevent rotor side power overlimit, it can result in significant generator power fluctuations. Finally, an ARSPBC incorporating speed change rate feedback was proposed. The numerical simulation showed that the ARSPBC can not only prevent the rotor side power overlimit, but also reduce the generator power fluctuations. Compared to the conventional RSPBC, the power fluctuation was reduced from 70 % to 62.5 %–4 %.

Impact of urban form and street infrastructure on pedestrian-motorist collisions

This study examines the impact of urban form and street infrastructure on pedestrian safety in Atlanta, Georgia, and Boston, Massachusetts. With a significant rise in pedestrian fatalities over the past decade, understanding how cities’ built environments influence safety is critical. We conducted geospatial analyses and statistical tests, revealing unique patterns in each city. Atlanta’s sprawling, motorist-oriented layout is associated with increased pedestrian accidents, particularly at crosswalks, due to limited land use diversity, arterial roads, and streets with high speed limits and multiple lanes. In contrast, Boston’s compact, pedestrian-oriented design leads to improved safety, featuring safer pedestrian crossings, greater land use diversity, reduced arterial roads and lower speed limits on single-lane streets. This study also highlights the importance of diverse urban forms and pedestrian infrastructure in shaping pedestrian safety. While population density and land use diversity impact accident rates, the presence of crosswalks and street configurations play crucial roles. Our findings underscore the urgency for urban planners to prioritize pedestrian safety through targeted interventions, such as enhancing crosswalks, reducing speed limits and promoting mixed land use. Future research should explore additional variables, alternative modelling techniques and non-linear approaches to gain a more comprehensive understanding of these complex relationships.

Effects of passing rates on driving behaviour in variable speed limit-controlled highways: Evidence of external pressure from a driving simulator study

Variable message signs on motorways can show dynamically changing speed limits for traffic safety or efficiency reasons. While the effects of variable speed limits have been studied in the literature, the effect of (drivers in) vehicles operating under different speed limit information − caused by transitioning from one speed limit to another − has received relatively little attention. During such a transition, drivers can either be overtaken by vehicles operating under a higher speed limit, or conversely, drivers overtake slower vehicles operating under a lower speed limit. In both scenarios, opposite forms of external pressure are expected to be exerted by the surrounding traffic. Sixty-seven participants performed three randomised drives (201 drives in total), each reflecting one of three different passing rates scenarios, i.e., the number of vehicles overtaking the driver, or vice versa, caused by a speed limit change. Passing rates varied from as low as 90 veh/h to as high as 360 veh/h. Increasing passing rates act as a proxy for increasing levels of external pressure applied to drivers. Statistical analyses are conducted using a Linear Mixed Model (LMM) and a Generalised Estimating Equations (GEE) approach, accounting for correlation caused by the panel nature of the data. The LMM indicates that the driving behaviour indicators are indeed affected under different passing rates and that these differences are statistically significant. Results indicate that drivers in higher passing rate scenario(s) tend to accelerate and drive faster compared to the low(er) passing rate scenario(s). Further, the GEE model for speed selection indicates that drivers from different age groups and gender select different speeds in response to the impact of external pressure caused by surrounding traffic. Similarly, the GEE model for speed variation within a driver suggests differential speed variations of age groups and gender under different passing rates. Overall, this study finds pronounced effects directly related to the imposed external pressure via the surrounding traffic, where high passing rates lead to significant speed variations that increase the chances of drivers engaging in safety-critical events.

Review of City-Wide 30 km/h Speed Limit Benefits in Europe

To date, more and more European cities are systematically working to expand the proportion of their street network with a speed limit of 30 km/h. This paper endeavored to assess the effectiveness of city-wide 30 km/h speed limits in Europe. In an effort to condense research outputs, a quantitative approach along with qualitative assessments were implemented. This study described the changes in safety, environment, energy, traffic, livability, and health before and after the phased implementation of city-wide 30 km/h speed limits. The systematic review was conducted following the Preferred Reporting Items for Systematic Reviews and Meta-Analysis (PRISMA) guidelines. Results from 40 different cities across Europe, including Brussels, Paris, and Zurich, indicated that reductions in speed limits improved road safety by decreasing the likelihood of crash risk and the severity of crashes that do occur. On average, the implementation of 30 km/h speed limits in European cities demonstrated a 23%, 37%, and 38% reduction in road crashes, fatalities, and injuries, respectively. Lower speed limits also yielded environmental benefits, with emissions decreasing on average by 18%, noise pollution levels by 2.5 dB, and fuel consumption by 7%, indicating enhanced fuel efficiency and reduced environmental impact. Encouraging citizens to embrace walking, cycling and utilizing public transit services can further contribute to a safer and environmentally sustainable urban environment.

Assessing the impact of low-speed limit zones' policy implications on cyclist safety: Evidence from the UK

As part of the shift in policy to promote active travel, the UK's Manual for Streets (MfS) guidance proposed new approaches for priority intersections design in residential areas, promoting lower geometric visibilities for drivers on minor road arms to reduce collision severity, and the low-speed (i.e., 20 mph) limit zone policy. However, the relationship between speed, visibility, and collisions has not been explored comprehensively for these low-speed limit residential areas. This study aimed to evaluate the impact of shorter visibilities on vehicle-bicycle collisions at priority intersections in Portsmouth, UK. Using piecewise Structural Equations Modeling and Artificial Neural Network models, 120 locations in the city were analysed to understand the complex interplay between vehicles' speed, speed limits, visibilities, geometries, traffic flows, and collisions. The research question was whether shorter visibilities supported policy intentions by reducing bicycle collisions in low-speed limit areas, as MfS suggested. The results show that greater visibility 9 m back to left and right positively correlates with higher road traffic collisions. In comparison, greater left-hand visibility at 2.4 m back from minor arms has a counter-effect that improves safety. This supports the notion that shorter visibility in residential areas aid cyclist safety. This study contributes significantly to the literature by shedding light on the impact of shorter visibility on road safety. The findings have important implications for transportation policy and practice, highlighting the importance of the MfS approach for improving cyclist safety in the design of priority intersections.

Comprehensive investigation of crashes associated with citywide speed limit reduction in Seattle, Washington

Road traffic crashes are a leading cause of fatalities and injuries worldwide, prompting authorities to implement various strategies to enhance road safety. One common approach involves lowering speed limits in an effort to mitigate the severity of crashes and improve overall traffic safety. Seattle, Washington has been lowering its citywide default speed limits on municipal roads since 2016, among several cities in the US. This research paper presents a comprehensive investigation of the impact of these speed limit reductions on various safety indicators, such as the crash frequency, crash severity, crash characteristics, crash type, crash location, contributing factors, and overall traffic safety performance. The study employs a comprehensive dataset encompassing several years before and after the implementation of lower speed limits. Data analyses indicate varying changes in crash severity distribution between before and after periods in Seattle. Fatal and incapacitating crashes in Seattle decreased by 19% after the initial speed limit lowering in 2016 and further decreased by 3% after the second speed limit lowering in 2018. Pedestrian-involved crashes experienced a 26% significant decrease while speeding-related had a 16% decrease after the city implemented lowering speed limits. There was also a statistically significant 4% decrease in property damage only collisions and a 7% decrease in parked car crashes. Distracted driving / inattention-related crashes also decreased by 4%. The Mid-Block (but intersection related) crashes saw a significant decrease by 6%, and Driveway Junction related crashes decreased by 1%. The findings provide insights into the effectiveness of speed limit reductions in enhancing road safety in urban environments. The findings contribute to the existing body of knowledge on speed management strategies and their impact on traffic safety. The outcomes of this study can inform transportation policymakers and practitioners in Seattle and other urban areas as they make informed decisions regarding speed limit regulations and road safety measures.

Investigating the contributing factors of crashes on interstate bridges in Louisiana using latent class clustering and association rule mining

Drivers on long bridges on interstates often face unique challenges, such as restricted lane width, inadequate shoulders, and a lack of clear zones for safe recoveries. Studies on understanding the factors that contribute to crash severity on such high-risk sections of interstates are limited. This research study applies latent class clustering (LCC) to detect homogeneous clusters while accounting for unobserved heterogeneity in a dataset of 10,036 crashes that occurred over a 6-year period (2015–2020) on eight selected bridges. Utilizing the LCC method, the research identifies four optimal clusters in bridge crashes, characterized by attributes such as ‘4-lane,’ ‘6-lane,’ ‘single-vehicle crashes,’ and ‘unknown driver.’ The Association Rule Mining (ARM) approach is used to identify the important collective factors to visible injury (KAB – fatal, severe and moderate) and property damage only (PDO or no injury). In Cluster 1 (4-lane), KAB and PDO crashes differ in collision type and visibility conditions, with rear-end crashes linked to KAB and sideswipe crashes to PDO. Cluster 2 (6-lane) shows similar distinctions but lacks specific lighting associations for PDO. In Cluster 3 (single-vehicle crashes), KAB involves moderate traffic and low visibility, while PDO has lower speed limits and non-dry surfaces. Cluster 4 (unknown driver), despite overrepresenting hit-and-run cases, underscores challenges in injury crash data collection in high-volume mobility scenarios. The discussions of the findings on the severity factors in this study are expected to help traffic safety engineers, policymakers, and planners to identify effective safety countermeasures on major elevated sections.

Self-Similar-Structure–Based All-Speed Genuinely Two-Dimensional Riemann Solver

In this study, the low-speed asymptotic analysis of the Multidimensional, Self-Similar, Strongly Interacting, Consistent with the Second-Order Moment (MuSIC2) scheme in the low-speed limit is conducted. Based on such analysis, a controlling function is employed to control the numerical dissipation in the momentum equations at low speeds, and the All-Speed MuSIC2 (AMuSIC2) scheme is proposed in curvilinear coordinates. Systematic numerical tests are illustrated. The one-dimensional cases show that the AMuSIC2 scheme is capable of accurately capturing one-dimensional shocks, expansion waves, and contact discontinuities. The two-dimensional odd–even decoupling case indicates that the AMuSIC2 scheme is robust against the unphysical shock anomaly in capturing strong shocks. The spherical blast wave case indicates that the AMuSIC2 scheme improves the traditional one-dimensional Riemann solvers’ mesh imprinting phenomenon as the MuSIC2 scheme. The two-dimensional inviscid flow over the NACA0012 airfoil case and the low-speed Gresho vortex case suggest that the AMuSIC2 scheme improves the MuSCI2 scheme’s accuracy at low speeds remarkably. The turbulent flow over the flat plate case and the turbulent flow past the NACA4412 airfoil case also suggest that the AMuSIC2 scheme has a much higher level of accuracy at low speeds than its counterpart.

Speed limits and their effect on air pollution in Mexico City: A quasi-experimental study

Speed limits are an evidence-based intervention to prevent traffic collisions and deaths, yet their impact on air pollution in cities is understudied. The objective of this study was to investigate the association between lower speed limits and air pollution. We leverage the introduction of a new road safety policy in Mexico City in December 2015 which lowered speed limits, increased fines, and installed speed radars to enforce compliance. We tested whether the policy had an impact on particulate matter (PM2.5) and nitrogen dioxide (NO2) at the city level, and whether air-quality monitoring stations' proximity to speed radars moderated this effect due to more acceleration and deceleration around radars. NO2 and PM2.5 concentrations from January 2014 to December 2018 were obtained from the National System of Air Quality Information. Air-quality monitoring stations were classified as in close-proximity or far-from-speed radars. Interrupted time series analyses were conducted for each outcome separately, using linear mixed models and adjusting for seasonality and time-varying confounders: registered vehicles, temperature, wind-speed and relative humidity. The results suggest improvement in both contaminants after the speed limits policy. For NO2, the pre-policy trend was flat, while the post-policy trend showed a decline in concentrations of 0.04 ppb/week. For PM2.5, concentrations were increasing pre-policy by 0.08 μg/m3 per week, then this trend flattened in the post-policy period to a weekly, non-significant, increase of 0.03 μg/m3 (p = 0.08). Air-quality monitors' proximity to speed radars did not moderate the effect of the policy on either of the pollutants. In conclusion, the speed limits policy implemented in Mexico City in 2015 was associated with improvements in air pollution.

Reported pushy driving against cyclists in Germany

Background: When cyclists and drivers share the road drivers sometimes try to make the cyclist give way. This study assessed which characteristics and attitudes are related to pushy driving. Methods: The sample included 695 drivers aged 18 to 85 years who answered a German online questionnaire on pushy driving. They saw a sketch with a cyclist in front of them whom they could not overtake easily. They reported how often they engage in different pushy driving behaviors and how legitimate and effective these are. They provided information about their mobility habits, goals, and attitudes. Results: Correlations between reported frequency, perceived legitimacy, and perceived effectiveness of pushy driving were between r = 0.78 and r = 0.80. Many correlations with pushy driving were of medium size: drivers with the goal to drive safe and friendly reported less pushy driving, drivers with the goal to get the cyclist out of the way reported more. The correlations between reported frequency of pushy driving and attitude toward cyclists, self-justification, victim blaming, and feeling bothered by cyclists in built-up areas were of medium size. Summary: The highest correlations with pushy driving were those with perceived legitimacy and perceived effectiveness of pushy driving. The results show that pushy drivers cannot be identified by demographic characteristics or mobility habits. General attitudes and the perception of pushy behaviors in specific situations and drivers' goals in these situations are more important. Discussion: There will always be roads that cyclists and drivers share. In order to reduce pushy driving, its legitimacy could be addressed by campaigns and its effectiveness by a lower speed limit and enforcement.

Slowly Does It

Across Europe, from Spain to the Netherlands, Finland and Wales, there is a growing consensus that lowering speed limits in urban areas to 30km/h, or 20mph, will not only improve road safety, but also reduce air pollution and enhance quality of life. But what evidence is this based on and what are the challenges with the implementation and enforcement of this new thinking?

Preliminary assessment of the properties of composite layers based on porous asphalt and coloured mortar

The paper presents the results of the properties of composite layers made of porous asphalt, with a void content above 30%, filled with a special-coloured mortar. Three mortars of white, red and blue colours were selected, whose compressive strength after 2 days was over 60 MPa and the flexural strength was over 7 MPa. The study of composite layer aimed at determination of the water sensitivity expressed in ITSR (Indirect Tensile Strength Ratio) according to the standard EN 12697-12 (method A) and rutting resistance according to standard EN 12697-22 in the small apparatus (method B). The results indicate that such solutions will be justified in places with extremely heavy traffic, such as bus stops. In addition, the condition of the layer surface after simulating its wear was assessed using of the CTM (Circular Track Meter), the BPT (British Pendulum Tester) and a reflectometer. The results indicate that they can be used in areas with low speed limits. On the other hand, the possibility of introducing the pigment into the mortar has a positive effect on surface of those elements of the communication system, which should have a different color than the road surface. These are the surfaces of bicycle paths, pedestrian and bicycle routes, areas of intersections, where their visibility plays an important role due to the safety of users.

Multi-dimensional unobserved heterogeneities: Modeling likelihood of speeding behaviors in different patterns for taxi speeders with mixed distributions, multivariate errors, and jointly correlated random parameters

Speeding behaviors can be classified into different patterns according to both speeding-range and speeding-distance. Among the speeding patterns, some are more frequently observed in specific traffic scenarios, implying that the likelihood of speeding behaviors may vary across the speeding patterns due to the inconsistent impact of temporal, road, environmental, and other traffic factors. Additionally, the trigger of speeding is a complex process so the researchers may not have access to all the critical information associated with the speeding behaviors. This issue may bring about not only independent heterogeneity but also multi-dimensional heterogeneities that are mutually correlated when modeling speeding behaviors by patterns. However, the joint solution to the above challenges is rarely seen in past studies. To fill the knowledge gaps, this study uses taxi GPS trajectories to extract speeding behaviors and classify them into four patterns. The speeder’s percent of speeding distance for each speeding pattern is respectively measured to represent the likelihood of speeding behaviors by patterns. Afterwards, we compare the data-fitting between the models combined with different beta-gamma mixture distributions and a multivariate Gaussian error in modeling the four patterns of speeding likelihood. The combination with the best fitness is used to incorporate jointly correlated random parameters. The results show that the model with beta-gamma-gamma-gamma mixed distributions performs better than other combinations. The model with jointly correlated random parameters outperforms models with other random parameters. The factor analysis reveals that percent of driving at night, percent of driving on roads with a low-speed limit (≤30 km/h), average delays in junctions along the trips, and hourly income have consistent effects on the likelihood of speeding behaviors in all patterns, while the effects of the remaining factors are inconsistent across the speeding patterns. Furthermore, the heterogeneity unveiled by the model parameters is discussed. The study highlights the necessity of considering mixed distributions and multi-dimensional heterogeneities in modeling speeding likelihood by different patterns.

Analytical presentation of the Finnish model of road safety

Aim: The aim of the research is to apply situational crime prevention methods to improve road safety, focusing on pedestrians, who are particularly vulnerable in traffic. This study examines the relationship between road safety and situationalcrime prevention and how it can be used to protect pedestrians.Methodology: The Finnish model, using the Vision Zero concept, provides an example of how to improve road safety. The analysis shows that road safety is a complex system that affects both human behaviour and environmental factors,and that the situational crime prevention method can be used effectively to improve road safety.Findings: The success of the Finnish model is supported by lower speed limits, strict controls and public support. Vision Zero is spreading as a global movement to address road safety as a public health issue.Value: The research highlights the importance of road safety and the key role of prevention in avoiding tragedies.

Traffic safety versus accessibility: Investigating resistance against speed limit reductions

For traffic safety reasons, Sweden has lowered speed limits on major roads that lack directional separation of traffic. For some of these roads, regional authorities, municipalities, and other local stakeholders have sent appeals to the government opposing the implemented speed limit reductions. The appeals have mainly referred to negative effects on regional development and have suggested that the speed limit reductions be abandoned. This paper identifies the characteristics of roads where appeals against speed limit reductions have been filed and where local stakeholders claim that speed limit reductions are a threat to accessibility and regional development. The results of logistic regression modelling show that appeals are more likely for speed limit reductions on long road sections, on European roads, and in areas with a state university, and less likely in areas with high population density and areas defined as vulnerable by the Swedish Agency for Economic and Regional Growth. We investigated these policy conflicts using frame theory. In this paper, we identify two policy frames: speed limits for traffic safety and speed limits for regional development. These two policy frames are related to different views on how to best strive towards regional accessibility and safety goals in remote areas. The different views are likely not easily aligned by more information or facts since they concern deeper questions, such as what constitutes basic accessibility of good quality and how large risks are acceptable on the road network. This study thus uncovers not only a policy disagreement but a policy controversy in the Swedish context.