While extensive international research has confirmed that a reduction in urban speed limits is directly linked to a reduction in traffic accidents, injuries and deaths, a recent study has shown that South Africans are resistant to proposals that could see a reduction in the local urban speed limit from its current 60 km/h to 40 km/h.

The study, which saw a qualitative evaluation of the positions and attitudes of South African respondents, found that, while most people were aware of the potential safety benefits, they believed reduced speed limits were unenforceable and unlikely to deliver tangible results.

In addition, among the engineering professionals polled, while many reflected an awareness of the benefits of reduced speed limits in other countries and regions, there appeared to be a degree of scepticism that reduced speed limits in South Africa would bring about similar benefits.

Stellenbosch University civil engineering graduate and research co-author Ian Steunenberg said, on Tuesday, that there was a mismatch between respondents being aware of the link between speeding and traffic accidents and the fact that they did not want a reduction in speed limits.

“It appears to be an outdated, complacent attitude by respondents, as most offered a symptomatic solution. [As South Africans], we know that [a reduction in the speed limit] is good, but we still don’t want it,” he said at the Southern African Transport Conference.

Steunenberg reported that, while 27% of respondents believed that speeding was the biggest cause of traffic accidents, 24% believed reckless driving was the largest contributor and 19% asserted that a general disregard for traffic regulations was the primary cause of vehicle accidents.

When asked why they believed that a reduction in the speed limit would be ineffective in reducing accidents, 16.7% indicated that road traffic authorities were unable to enforce the existing 60 km/h urban speed limit and would thus be unable to enforce a lower limit; 15.5% said it was because the proposal lacked public support; and 13.1% indicated that the South African context was not comparable to countries in which the reduced speed limit had been successful in reducing accidents.

“Overall, 21.2% believed that the speed limit should be lowered, while 69.4% indicated that the existing speed limit should be maintained, but must be better enforced,” he commented.

The lack of adequate enforcement by road traffic authorities, Steunenberg added, had emerged as a key trend, with most respondents indicating that a reduction in speed limits would have little effect owing largely to the lack of enforcement and entrenched driver behaviour.

Some 40% of respondents believed that reduced speed limits would make little difference to driver behaviour.

A Western Cape Department of Transport representative added during a discussion session that there was “great political will” to introduce legislation enabling the provincial transport departments to reduce urban speed limits, where required.

This followed a January recommitment by Transport Minister Dipuo Peters to uphold the various resolutions adopted at the October 2013 Road Safety Summit, which aimed to halve the number of fatalities on South African roads by 2020.

Engineering News Online reported that, among the interventions committed to by government, was improved road safety management, which involved the review of law enforcement officers, the adoption of revised national norms and standards, and the enforcement of regulation at local, provincial and national level.

“In addition, the recruitment of more law enforcement officers will need attention. The 17 000 law enforcement officers in the country are not sufficient to police our 750 000 km of road network,” she said at the time.

Peters added that further attention would be paid to the development of pedestrian infrastructure, such as overhead bridges and sidewalks, as well as speed limit adjustments to 40 km/h in areas with high pedestrian traffic.