DEPARTMENT FOR TRANSPORT DfT Circular 01/2006 

Department for Transport Great Minster House, 76 Marsham Street, London SW1P 4DR SETTING LOCAL SPEED LIMITS

(Sections taken from the report)

These national limits are not, however, appropriate to all roads. The speed limit regime enables traffic authorities to set ‘local speed limits’ in situations where local needs and considerations deem it desirable for drivers to adopt a speed which is different from the respective national speed limit.

local speed limits that better reflect the needs of all road users, not just motorised vehicles

The majority of drivers do not reach or exceed the 60 mph limit on many single carriageway roads because it is often difficult to do so because of the characteristics and environment of the road. Nonetheless in 2004 some 46% of serious road casualties, and more than half of road deaths, occurred on rural roads. Speed can be a major factor in the severance of local communities.

Higher speed limits should be restricted to ‘upper tier’ or high quality strategic single carriageway roads where there are few bends, junctions or accesses. Lower speed limits would be appropriate on ‘lower tier’ single carriageway roads passing through a local community, or having a local access or recreational function. They would also be appropriate where there are significant environmental considerations or where there is a high density of bends, junctions or accesses, or the road is hilly.

The vast majority of the rural road network, including C and Unclassified roads, is subject to the national speed limit of 60 mph on single carriageway roads and 70 mph on dual carriageways. 

The majority of drivers do not, however, reach or exceed the speed limit on many single carriageway roads because it is often difficult to do so. 

This is especially evident on the C and Unclassified roads where the geometric characteristics include many narrow roads, bends, junctions and accesses. Nonetheless, in 2004 46% of serious road casualties, and more than half of road deaths, occurred on rural roads. 

The reduction in road casualties on rural roads has been at a notably slower rate than on urban roads. 

It is also here that environmental and landscape factors, along with a wide variety of other road uses, need to be especially considered. 

Speed can also be a major factor in the severance of local communities from essential facilities and lead to a reduced quality of life. 

Consequently, there is a need to improve speed management in rural areas and in particular to help drivers further to understand underlying risks and tackle the problems caused by inappropriate speed.

Traffic authorities should particularly intervene on roads where there is a case for encouraging use by, or safeguarding the needs of, vulnerable road users.

The assessment framework differentiates between two tiers of roads based upon their traffic function: • upper tier – those with primarily a through function, where mobility is important, typically the A and B roads; and • lower tier – those with a local or access function, where quality of life benefits are important, typically the C and Unclassified roads.