In Maryland, Delegate Mary Lehman’s sponsored bill, HB193, is progressing towards approval, aiming to empower Anne Arundel County and its municipalities to lower speed limits to 15 mph on specific roads following an engineering and traffic assessment. This move is driven by concerns over pedestrian safety, particularly poignant in Anne Arundel County.

“The faster cars travel, the greater the chance there is for fatal injuries to pedestrians, bicyclists, passengers and drivers,” Lehman said.

Meanwhile, Michigan legislators, led by Representative Bradley Slagh, have acted to address shortcomings in speed limits. A bill, HB4012, recently signed into law by Governor Gretchen Whitmer, allows for greater flexibility in setting speed limits based on the 85th-percentile speed rule. This change aims to enhance safety while also streamlining the process of modifying speed limits, aligning more closely with official traffic engineering standards.

In Missouri, two proposed bills, HB1802 and SB1298, seek to adjust speed limit regulations, particularly on county roads and specialized vehicle transport. Representative Ron Copeland’s bill targets reducing speed limits on certain county roads, emphasizing safety and cost-effectiveness.

“Forty is still a little excessive, but it’s a lot better than 50,” Copeland said.

Senator Jason Bean’s bill aims to elevate speed limits for cotton trailers, addressing industry needs and efficiency concerns.

New Hampshire’s legislative agenda includes HB1550, which would authorize municipalities to establish seasonal speed limits, reflecting local traffic patterns and safety considerations. Sponsored by bipartisan representatives, this bill highlights regional support for tailored speed regulations in accordance with increased tourism in certain months.

In New Jersey, Senator Declan O’Scanlon’s proposal, S1652, advocates for employing the 85th-percentile speed limit formula, similar to the proposed bills in Michigan, to set speed limits on key highways, promoting data-driven decision-making over political discretion.

In New York, various bills propose adjustments to speed limits across different contexts. Senator Tom O’Mara’s bill, S2209, seeks to raise speed limits on certain highways to align with neighboring states.

“The majority of states across the country have state speed limits that exceed 65 mph,” O’Mara wrote. “New York has failed to keep up with the rest of the country by not adopting a more efficient speed limit. … This bill would correct this inefficacy by allowing for a 70 mph speed limit where appropriate.”

Also in New York, Governor Kathy Hochul’s budget proposal includes provisions for lowering speed limits in New York City to enhance pedestrian safety.

In North Carolina, House Bill H386 proposes increasing the speed limit to 75 mph on designated highways, reflecting evolving traffic patterns and road design capabilities.

Lastly, in South Carolina, House Bill H3364 aims to raise minimum speed limits along interstates, aiming to improve traffic flow and safety on the state’s fastest highways.

Source: Land Line

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Governor Gretchen Whitmer recently signed a bill into law that modernizes the state’s approach to the 85th-percentile speed rule. Sponsored by Rep. Bradley Slagh, the legislation offers the state more flexibility in rounding down the 85th-percentile speed when appropriate.

Under this new law, local officials gain authority to set speed limits within 5 mph of the 85th percentile, rounded to any multiple of 5 mph. This change allows for greater adaptability, as illustrated by Slagh’s example of setting a speed limit at 35 mph on a road with an average speed of 37.6 mph, instead of the previously mandated increase to 40 mph.

Additionally, the bill removes the requirement for local governments to conduct an engineering and safety study to adjust speed limits. Instead, modifications can now be based on traffic engineering practices, ensuring a more objective analysis of highway characteristics.

Furthermore, the law permits speed limits to be set below the 85th percentile if an engineering and safety study identifies hazards to public safety not reflected by the 85th percentile speed, with a minimum threshold set at the 50th percentile speed.

New Jersey is also considering changes to speed limit regulations. Senator Declan O’Scanlon’s bill, S1652, seeks to implement the 85th-percentile formula for setting speed limits on limited-access highways like the New Jersey Turnpike and Garden State Parkway.

He said a change could result in “the smoothest, safest level of traffic flow and inflict the least amount of arbitrary punishment on people behaving reasonably.”

If passed, this legislation would empower state traffic agencies to utilize 85th-percentile studies to establish speed limits, ensuring a data-driven approach.

O’Scanlon asserts that adopting this formula represents a superior method for determining speed limits compared to relying on subjective decisions from politicians and officials. The bill is currently under review by the Senate Transportation Committee, suggesting a potential shift towards evidence-based speed limit regulations in New Jersey.

Source: Land Line

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In Indiana, there is a notable speed limit differential for cars and trucks, with cars allowed to travel at 70 mph on major roadways, while vehicles weighing over 26,000 pounds are limited to 65 mph. Efforts to eliminate this speed limit disparity in rural areas have been ongoing, as demonstrated by Rep. Mike Aylesworth’s pursuit with bill HB1055.

He feels a rule revision is necessary in Indiana “to correct a law that is flawed in nature and does nothing to improve highway safety.”

Despite consideration in the House Roads and Transportation Committee, the bill did not progress to a vote, facing opposition from the Indiana Motor Truck Association. Supporters argue that uniform speed limits enhance traffic flow, referencing a study by the Indiana Department of Transportation and Purdue University indicating a potential 20% reduction in crash frequencies with uniform 70 mph speed limits.

Maryland, too, is undergoing potential changes to speed limit rules. A bill, HB278, aims to empower the Maryland State Highway Administration to decrease maximum speeds by 5 mph on urban state highways without necessitating a traffic or engineering study. The bill, approved by House lawmakers, is set to proceed to the Senate Judicial Proceedings.

In Michigan, the Senate Transportation and Infrastructure Committee has advanced HB4012, addressing perceived flaws in how the state establishes local roadway speed limits. Sponsored by Rep. Bradley Slagh, the bill aims to provide flexibility in applying the 85th percentile speed rule, allowing the rounding down of speeds when necessary. The legislation seeks to eliminate the requirement for an engineering and safety study, relying on traffic engineering practices for objective analysis. The bill awaits further consideration on the Senate floor.

In New Jersey, Sen. Declan O’Scanlon sponsors S1652, a bill proposing the use of the 85th percentile formula to set speed limits on limited access highways.

“[The change would result in] the smoothest, safest level of traffic flow and inflict the least amount of arbitrary punishment on people behaving reasonably,” he said.

This approach, if approved, would allow the New Jersey Department of Transportation and other state traffic agencies to employ studies for determining speed limits.

New York is also in the midst of potential speed limit changes. Bills in the Assembly and Senate propose raising the speed limit from 65 mph to 70 mph on interstate highways and other limited access roads, aligning New York with the speeds permitted in many other states.

“The majority of states across the country have state speed limits that exceed 65 mph,” said Tom O’Mara, New York. “New York has failed to keep up with the rest of the country by not adopting a more efficient speed limit. … [My bill] would correct this inefficacy by allowing for a 70 mph speed limit where appropriate.”

Lastly, in Oklahoma, Rep. Ross Ford sponsors HB3894, which seeks to implement a 65 mph minimum speed limit on rural interstate highways, where current speed limits are set at 75 mph, and on Oklahoma turnpikes, where speeds are set at 80 mph.

Source: Land Line

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The Owner-Operator Independent Drivers Association (OOIDA) remains engaged in the dialogue, advocating for safer roadways without necessarily endorsing specific speed limits. Here is an overview of each state and their possible speed limit revisions.

Indiana: Indiana grapples with the debate over speed limit differentials for cars and trucks. Rep. Mike Aylesworth’s bill, HB1055, aims to eliminate this distinction on rural stretches of interstate and the Indiana Toll Road. Proponents argue that uniform speed limits enhance traffic flow, while opponents, including the Indiana Motor Truck Association, express concerns about safety.

Conversely, Rep. Ben Smaltz introduces HB1308, proposing an increase in the maximum speed limit for passenger vehicles on rural interstates from 70 mph to 75 mph. This move widens the speed gap between cars and trucks, prompting discussions on potential safety implications.

Maryland: Del. Ken Kerr introduces HB278, focusing on urban state highways in Maryland. The bill empowers the Maryland State Highway Administration to decrease maximum speed limits by 5 mph without requiring an engineering and traffic investigation. The House Environment and Transportation Committee will delve into this proposal on Feb. 8.

Michigan: In Michigan, Rep. Bradley Slagh sponsors HB4012 to address perceived flaws in setting local roadway speed limits. The bill offers flexibility in rounding down the 85th percentile speed when necessary and streamlines the process of altering speed limits based on traffic engineering practices. This initiative aims to create a more nuanced approach to speed limit adjustments.

New Jersey: Sen. Declan O’Scanlon puts forth S1652, advocating for the use of the 85th percentile formula to set speed limits on limited access highways in New Jersey. This approach relies on empirical studies rather than subjective decisions by politicians, fostering smoother traffic flow and minimizing arbitrary rule enforcement.

New York: New York contemplates increasing the speed limit for both cars and trucks on interstate highways. Bills S2209 and A5044 propose authorizing speeds of 70 mph, aligning the state with many others that have embraced higher speed limits. The bills await consideration in their respective transportation committees.

North Carolina: North Carolina gears up for legislative discussions with H386, a bill seeking to boost the speed limit on the state’s fastest roadways. The proposal grants the state Department of Transportation authority to raise the speed limit to 75 mph on applicable highways, aligning with the perceived speeds already practiced by many drivers.

Oklahoma: In Oklahoma, HB3894 addresses speed limits on rural interstate highways and turnpikes. The bill proposes a 65-mph minimum speed limit for affected controlled-access highways, aiming to establish a consistent pace for efficient traffic movement.

The ongoing dialogue about speed limits reflects a commitment to enhancing roadway conditions. The outcomes of these proposed speed limit revisions will shape the future of highway regulations across the nation. Stay tuned as these states navigate the complexities of speed limit adjustments in the pursuit of safer and more streamlined travel experiences for everyone.

Source: Land Line

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Under the proposed bill, SB961, all trucks, trailers, or semitrailers with a gross vehicle weight rating exceeding 10,000 pounds must be equipped with side underride guards on both lateral sides of the vehicle. The California Highway Patrol would be responsible for inspecting these guards after any collision. Vehicle operators would also be required to conduct regular inspections for damage and functionality, replacing damaged units as necessary.

Additionally, Wiener’s proposal mandates speed governors for every car, truck, and bus manufactured and sold in the state. These speed-limiting devices would cap the vehicle speed at 10 mph over the posted speed limit for a particular roadway segment. Although operators can temporarily override the speed governor function, the measure is designed to address the rising number of road fatalities in California.

Wiener highlighted the concerning surge in road deaths within the state, citing a 2023 TRIP report indicating a 22% increase in traffic fatalities from 2019 to 2022, compared to a 19% national increase. The California Office of Traffic Safety’s 2023 Traffic Safety Report revealed that one-third of traffic fatalities from 2017 to 2021 were speed-related.

“Preventing reckless speeding is a commonsense approach to prevent these utterly needless and heartbreaking crashes,” Wiener said.

Similar initiatives are underway in New York, with bills covering comparable topics. A New York Senate bill proposes side underride guards for trucks in New York City, while another bill aims to equip passenger vehicles registered in the state in 2024 or later with speed limiters.

However, the Owner-Operator Independent Drivers Association (OOIDA), representing small-business truckers, opposes these legislative pursuits, considering them “flawed.”

“Any legislation that would require side underride guards on semi-trailers is flawed legislation from the start,” said Doug Morris, OOIDA director of state government affairs.

OOIDA argues that the associated costs outweigh the benefits, echoing their criticism of a federal side underride guard mandate.

“[They] are impractical, provide little to no safety benefit and cause major issues at many loading docks, railroad crossings as well as other traffic impediments,” Morris said.

As debates unfold on these proposed regulations, the trucking industry faces ongoing challenges in balancing safety measures with economic considerations.

Source: Land Line

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In Michigan, House Bill 4012 aims to address perceived “flaws” in how local roadway speed limits are set. The bill proposes flexibility in rounding down the 85th percentile speed, allowing local officials to set speeds within 5 mph of the 85th percentile. It also eliminates the requirement for an engineering and safety study for speed limit modifications.

New Jersey’s Senate Bill 1652, sponsored by Sen. Declan O’Scanlon, focuses on using the 85th percentile formula to set speed limits on limited access highways. O’Scanlon believes this formula offers a more objective approach than relying on subjective decisions from officials.

In New York, identical bills (S2209 and A5044) propose increasing the speed limit for all vehicles from 65 mph to 70 mph on interstate highways and limited access roads. The change aims to align New York with the speed limits of many other states.

North Carolina’s House Bill 386, carried over from the previous session, seeks to raise the speed limit to 75 mph on certain roadways, provided it is deemed “reasonable and safe” by the state DOT.

Over the past year, Montana and Texas have revised speed limit rules. Montana’s Transportation Commission gained full authority to adjust speed limits throughout the state, while Texas authorized variable speed limits based on engineering and traffic investigations to address specific conditions affecting traffic flow.

As states continue to explore speed limit adjustments, these legislative efforts aim to strike a balance between traffic safety and the evolving dynamics of modern roadways.

Source: Land Line

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The proposal aims to establish a uniform speed limit for all vehicles on highways, regardless of their size or weight. However, critics argue that this infringes on states’ rights and undermines their ability to prioritize safety.

At the center of the debate is the DRIVE Act, a bill designed to protect states’ autonomy by preventing the FMCSA from mandating speed-limiting devices on commercial motor vehicles.

“We need the ability to have our state legislators and state senators to listen to the people and make adjustments,” said Rep. Josh Brecheen, R-Okla., who introduced the DRIVE Act in the House. “When the federal government does something, it’s put in place, and ingenuity and creativity are often lost. We need the ability to adjust to different conditions.”

Could speed limiters become mandatory for commercial trucks?

The (FMCSA) has been considering a new rule that would require commercial trucks weighing 26,001 pounds or more to be equipped with speed limiters. While the proposed rule does not specify a top speed, safety groups are pushing for a maximum limit of 60 mph.

The FMCSA is expected to release a formal proposal with a specific top speed later this year.

Critics of mandated speed limiters raise concerns about the potential for dangerous speed differences on highways. For example, in states with speed limits of 70 mph, there could be a speed difference of around 15 mph between trucks and other vehicles. In states with speed limits as high as 85 mph, this difference could be even greater, reaching 30 mph or more.

Empowering States: The Evolution of Speed Limits

Since the repeal of the National Maximum Speed Law in 1995, the power to establish speed limits on state highways has been entrusted to individual states. Initially, many states chose to maintain speed differentials between large trucks and passenger vehicles; however, a growing trend over the past 15 years reflects the elimination or reduction of these disparities.

Today, only eight states uphold speed limit differentials on certain sections of roadway: California, Idaho, Montana, Oregon, Washington, Arkansas, Indiana, and Michigan.

Recently, Montana made headlines by revising its legislation on speed differentials. Previously, cars were authorized to travel at 80 mph on rural interstates, while trucks were limited to 65 mph. In 2019, Montana law was revised to increase truck speeds to 70 mph.

While this change was celebrated as a step in the right direction, advocates for eliminating speed limit differentials argue that more needs to be done.

“Speed limits should be set to keep traffic flowing freely. Currently, trucks are set at 10 mph below the rest of traffic, which causes congestion on our highways,” Rep. Josh Kassmier, R-Fort Benton, testified at the time. “It is my belief that allowing traffic to flow more freely is in the best interest of everyone’s safety.”

Illinois and Ohio removed 10 mph speed limit differences a decade ago for safety reasons. Former Illinois Governor Pat Quinn emphasized that studies proved accidents are less likely when cars and trucks travel at the same speed. Ohio also implemented uniform speed limits after extensive efforts by the Owner Operator Independent Driver Association (OOIDA) to educate state officials and law enforcement about the correlation between vehicle speed differences and crashes.

The DRIVE Act

Introduced by Representative Brecheen in May, this game-changing legislation is gaining serious momentum. With 27 co-sponsors on board for HR3039, it’s clear that this initiative is striking a chord.

The DRIVE Act isn’t just making waves in the House. Senator Steve Daines, a Republican from Montana, has also jumped on board, introducing the Senate version of the bill on July 27. With eight co-sponsors backing S2671, it’s clear that this legislation is earning bipartisan support.

According to Daines, the DRIVE Act recognizes that speed limits shouldn’t be a one-size-fits-all solution. Instead, it takes into account a state’s unique geography and population when determining speed limits. Daines even goes as far as to argue that a mandate on speed limits could actually decrease safety.

“I think the average person is going to look at and see that it’s going to create unsafe driving conditions,” Daines said. “You have slow-moving trucks and fast-moving vehicles. The truck is on the road for longer periods of time. That’s not a good thing.”

Source: Land Line

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The comprehensive research, conducted across 12 different roadway sites, examined the impact of new posted speed limits – six of which were raised and six lowered – on various road types. The results were eye-opening.

One of the key findings from the study was that increasing speed limits led to a significant rise in crashes on two major interstate highways. On the other hand, lower posted speed limits were associated with a decrease in crashes in many cases examined, according to AAA.

There was, however, a notable side effect of lowering speed limits. It was found that the likelihood of speed limit violations actually increased after these changes were implemented. AAA believes that this highlights the need for better public awareness and education to accompany any adjustments to speed limits.

The study underscores the critical importance of considering the potential consequences when making decisions about speed limits. By promoting more responsible driving habits and raising public awareness, we can work towards safer roads for everyone.

The AAA Foundation study found:

• Raising posted speed limits was associated with increased crash frequencies and rates for two of the three interstate highways examined
• Lowering posted speed limits was associated with decreased crash frequencies and rates for one of the two principal arterials examined
• Changes in travel times were small in response to both raised and lowered speed limits

AAA urges transportation officials to prioritize safety over speed and capacity by adopting a “holistic” approach when setting or changing posted speed limits.

“Our study analyzed before-and-after data on a dozen roadways that raised or lowered posted speed limits and found no one-size-fits-all answer regarding the impact of these changes,” said Dr. David Yang, president and executive director of the AAA Foundation. “However, it is critical to consider the safety implications when local transportation authorities contemplate making changes with posted speed limits.”

AAA recommends considering various factors when making changes to posted speed limits. These factors include the type of road, surrounding land use, and historical crash data. AAA also supports automated speed enforcement measures, but emphasizes the importance of carefully implementing these programs to ensure community support, prioritize equity, and consistently enhance safety on the roads.

“The movement in statehouses to raise speed limits is happening across the country in at least eight states this year,” said Jennifer Ryan, director of state relations for AAA. “But the benefits are overrated, and the risks are understated. Increasing speed limits does not always yield the positive results envisioned by traffic planners.”

This study marks the third phase of the foundation’s in-depth investigation. Previously, traffic engineers shared valuable insights on the factors influencing speed limit adjustments. Additionally, crash testing unveiled alarming consequences of even minor speed increases, highlighting the importance of our ongoing research.

Source: Truckers News

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Montana

The state of Montana has expanded the powers of its Transportation Commission to adjust speed limits across the state. Previously, the state maintained an 80-mph speed limit for cars and a 70-mph limit for trucks on rural interstates, although the commission was permitted to lower these limits if necessary. Now, thanks to a new law signed by Governor Greg Gianforte, the commission can also raise speed limits if deemed appropriate. This decision is based on concerns regarding split speeds and their inherent difficulties, as explained by Montana Department of Transportation highways and engineering administrator, Dustin Rouse.

“One of the things we found is in locations that have high large commercial vehicle, semi use, that mix if you have that speed differential can lead to an increase in crashes.”

In 2019, the state DOT took action to tackle safety concerns related to the speed difference on U.S. 212, in the stretch between Crow and the Wyoming border. Through a safety review, a decision was made to reduce the maximum speed for cars from 70 to 65 mph, in line with the truck speed limit.

Senator Barry Usher, a representative from Laurel, has stated that speed limits on multiple state roads require modification.

“Our department of transportation, their goal is to be safe, but it’s also to keep commerce moving,” he said.

The new rule takes effect Oct. 1.

Alabama

Alabama enacted a new law to regulate speed limits on county-maintained roads within city limits. The rule change prohibits municipalities from making speed limit adjustments without a prior civil engineering speed study and traffic investigation. The move aims to ensure road safety and prevent speed limit changes that could pose a safety risk. Cities must seek approval from the county engineer after the investigation to implement any changes. This change is necessary to prevent speed limit increases that exceed the design and safety of the road while also avoiding unjustifiable speed limit reductions.

North Dakota

Efforts to increase top speeds on North Dakota’s highways have been thwarted twice, despite state law already allowing speeds of 75 mph on interstates and 70 mph on four-lane divided highways. Two-lane highways are limited to 65 mph. Governor Doug Burgum vetoed a bill in March that aimed to raise speed limits to 80 mph for all drivers on interstates, citing safety as his primary concern.

“Increasing the maximum speed limit on interstate highways increases both the risk of speed-related crashes and the potential severity of such crashes,” Burgum wrote in his veto message.

According to a study by the Insurance Institute of Highway Safety, increasing the legal top speed by just 5 miles per hour leads to an alarming 8.5% rise in fatality rates on interstate highways and freeways. Burgum cited this study in his message as well.

“This increased risk runs counter to the goals of vision zero, North Dakota’s multiple-agency effort to eliminate fatalities and serious injuries caused by motor vehicle crashes.”

In an attempt to enhance road safety, a new seatbelt rule allowing primary enforcement was approved on the same day as the veto. Effective from August 1, all passengers must be buckled up.

Although top-speed-increase advocates hoped for legislative action, their attempt failed. House lawmakers amended SB2168 with provisions for speeding fines, traffic fines, and penalties, along with an increase in the speed limit. However, the Senate refused to concur with the House changes, leading to a conference committee meeting. Despite this, the full Senate rejected the amended bill with a 39-8 vote, and further work is needed to revise speed limit rules.

New York

New York is currently facing a time crunch to pass two bills that would increase the maximum speeds for cars and trucks on highways and limited-access roads. Currently, all vehicles are permitted to travel at 65mph. However, if these bills in the Assembly and Senate are passed, all vehicles would be authorized to travel at 70mph. The proposed change would grant the state DOT and New York Thruway Authority the power to implement the increase in speed. According to Senator Tom O’Mara, a Republican from Big Flats, this change would bring New York in line with many other states’ maximum speed limits.

“The majority of states across the country have state speed limits that exceed 65 mph,” O’Mara wrote. “New York has failed to keep up with the rest of the country by not adopting a more efficient speed limit.

“This bill would correct this inefficacy by allowing for a 70-mph speed limit where appropriate.”

Both bills, S2209 and A5044, remain in their respective transportation committees. The regular session is scheduled to end June 8.

North Carolina

A proposed House bill in North Carolina aims to increase the top speed limit on the state’s fastest roadways from 70 mph to 75 mph. H386 would give the state Department of Transportation authority to approve the change for any interstate or controlled-access highways considered “safe and reasonable” inside or outside a municipality’s corporate limits. The bill’s advocates argue that drivers already exceed 70 mph on some highways that could safely handle faster speeds. Currently, the bill awaits action by the House Transportation Committee.

Texas

The Texas legislature has passed a bill that enables the use of variable speed limits on the state’s highways. Under the proposal, the Texas Transportation Commission would have the ability to lower speed limits temporarily in response to weather, road construction, congestion, or other factors that affect traffic flow. The new regulations would require a thorough engineering review and prohibit variable speeds from being set more than ten miles per hour lower than posted speed limits. Critics worry that the changes will be abused to slow traffic or set speed traps, but the bill explicitly bans the use of variable speed limits to direct traffic toward toll roads.

Source: Land Line

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