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Fatalities Based on Speed of Vehicle A pedestrian's chance of death if hit by a motor vehicle 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% 20 ml/h 30 ml/h 40 ml/h City of Minneapolis UKDOT MnDOT Study Speed Zoning Before After Studies Change 85% Change Location TH 65 Speed Speed +/- MPH -10 Before After 34 MPH 0 Limit 40 Limit30 34 TH 65 Speed Speed -10 44 +1 Limit50 Limit40 45 Anoka Speed Speed 48 CSAH1 Limit45 Limit40 -5 50 +2 Anoka Speed Speed 49 CSAH 24 1 Limit30 Limit45 +15 1 50 +1 Anoka Speed Speed +5 45 +1 CSAH 51 Limit 40 Limit45 46 Hennepin Speed Speed -10 52 1 CSAH 4 Limit 50 Limit 40 51 Noble Ave Speed Speed +5 +3 Limit30 Limit35 47 62nd Ave N Speed Speed -5 37 Limit35 Limit30 37 0 Miss. St. Speed Speed 39 Limit30 Limit35 + 5 40 +1 It appears that supporter of lowering urban speed limits in Minnesota justify their actions based on one fact and one myth. Research supports the notion that collisions with Peds and Bikes are usually less severe at lower impact speeds (see nearby bar chart). The key point is the speeds indicated in the chart are impact speeds (as determined by crash reconstruction) and not speed limits. The myth is that simply changing the numbers on a regulatory sign or adopting lower urban speed limits has ever resulted in a significant number of drivers reducing their operating speed. In fact, the research is absolutely consistent- not a single case is documented where lowering posted speed limits has successfully changed driver behavior. 30 Page 162 of 185