Policy instruments (3) - Transport Policy and Planning in Great Britain - page 227

as a result! These are areas where there is clear potential for the development of car
clubs which utilise specially reserved parking bays.
In the dynamic and often pressurised circumstances surrounding on-street parking
effective enforcement is critical. The progressive extension of controlled areas has been
made possible only by the authorisation of enforcement personnel additional to Police
officers. This has been achieved by the introduction of decriminalised parking areas
under the 1991 Road Traffic Act. In these areas most violations of parking regulations
(except those invoking danger or obstruction) cease to be a criminal offence and
the power of enforcement is transferred instead to the local traffic authority. Parking
attendants working for, or on behalf of, the authority can place parking tickets ('penalty
charge notices') on offending vehicles or in appropriate cases authorise them to be
wheel-clamped or towed away. Authorities retain the revenues they receive and use
them to fund enforcement activities.
14.6 Speed limits
As noted in Chapter 4 the early decades of motoring were marked by fierce debates
over the principle of mandatory speed limits. The outcome settled upon - of a 30
mph limit in all built-up areas - has proved remarkably long-lasting. Originally these
'restricted roads' were differentiated from the remainder (i.e. rural roads) where
speed was unrestricted, regardless of their character. On leaving built-up areas the
round white sign with the black diagonal line is still commonly referred to as the 'de-
restriction' sign. In fact, since the 1960s, roads outside built-up areas are subject to a
national limit of 60 mph on single carriageways and 70 mph on dual carriageways and
motorways. (Lower limits apply to HGVs, coaches and some other classes of vehicle.)
A review conducted for the Government's Road Safety Strategy concluded that
the 70 mph and 30 mph limits are well established and well understood and there
is no case for a blanket change on safety or environmental grounds.
(DETR 2000e para 6.15)
However the national limit on motorways continues to be challenged by some
motorist groups quoting amongst other things the improved performance of vehicles
and the fact that it is routinely exceeded in practice. (The average speed of cars
on motorways is only 1 mph less than the legal maximum!) More recent research
conducted for the Highways Agency suggests that overall time, fuel and accident costs
would be minimised at a speed of 78 mph (TRL 2006). Given that emissions increase
above 70 mph and that safety benefits are reduced, the Agency nevertheless argues
that target speeds at the current national level remain appropriate (LTT 460).
No signs mark the national limits but signs are required wherever motorists enter
or leave sections of road with lower limits. Within the national framework traffic
authorities have the discretion to set different ('local') limits where they consider
appropriate, taking account of guidance issued by the Department:
Speed limits are however only one element of speed management. Local speed
limits should not be set in isolation. They should be part of a package with
other measures to manage speeds which includes engineering and landscaping
standards that respect the needs of all road users and raise the driver's awareness
of their environment ….