Maximum permitted speed in road traffic (Germany)

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StVO sign 393: Information board at border crossing points

In Germany, according to Section 3 (3) StVO, the maximum permitted speed for all motor vehicles within a built -up area is 50 km / h, as in most European countries. Outside built-up areas, the maximum permissible speed for cars and other vehicles with a gross vehicle weight of up to 3.5 t is 100 km / h. In addition, a recommended speed (recommended maximum speed) of 130 km / h applies on the federal motorways as well as all other roads with a median or at least two lanes in each direction, i.e. no defined generally maximum permissible speed. The state of Bremen has been an exception since 2008: A general maximum speed of 120 km / h applies on the Bremen and Bremerhaven city highways. These maximum speeds must not be exceeded, even under ideal conditions, often due to the visual driving requirement and the other conditions of Section 3 (vehicle control, road, traffic and weather conditions, personal skills, vehicle and load characteristics), driving more slowly.

Details

StVO sign 310: A place-name sign marks the beginning of a built-up area. Permissible top speed from here 50 km / h
StVO sign 311: End of a built-up area and thus the end of the maximum speed of 50 km / h
StVO sign 385-50: place information board. No speed limit
StVO sign 274-60: From here, the permissible maximum speed of 60 km / h
StVO sign 278: Here the end of a permissible maximum speed of 60 km / h
StVO sign 282: Here the end of a permissible maximum speed and a no-overtaking ban
StVO sign 380: From here a recommended speed of 80 km / h
StVO sign 275-30: From here on, the prescribed minimum speed of 30 km / h
StVO sign 279: Here the end of the prescribed minimum speed of 30 km / h

For motorcycles, trikes , quads and other vehicles with a gross vehicle weight of up to 3.5 t (e.g. delivery vans , mobile homes ), the same provisions above apply as for cars . For trucks , buses and vehicles with trailers , special speed limits apply outside of urban areas and on motorways . Motorcycles with a motorcycle trailer may drive a maximum of 60 km / h outside of urban areas and on motorways. For trucks over 3.5 tons, the maximum speed on motorways is 80 km / h, on interurban roads for trucks from 3.5 to 7.5 tons also 80 km / h, for trucks over 7.5 tons 60 km / h. Buses and coaches may drive a maximum of 100 km / h on motorways under certain conditions, overland max. 80 km / h. A maximum speed of 80 km / h generally applies to trailers, but this can also be defined differently (recognizable by a white round sign with black lettering on the rear of the trailer), for example, many trailer combinations are allowed to travel at 100 km / h on motorways. For a specific vehicle, the speed permitted for the respective tires, e.g. B. for winter tires 160, 190 or 210 km / h, must not be exceeded (see speed index ). In this case, a notice that is clearly visible to the driver must also be given in the vehicle.

If the roadways for the two directions of travel are structurally separated out of town or there are at least two lanes per direction and a line separating the two directions, there is no speed limit, but a recommended speed of 130 km / h for cars without trailers. Motorways and motorways may only be used with vehicles that have their own power and which, due to their design, can drive faster than 60 km / h, but lower speeds may then be driven with such a vehicle - however, you may never drive backwards on a German motorway . Different minimum and maximum speeds can be defined for different lanes.

Vehicle drivers may drive a maximum of walking pace (7–8 km / h) in traffic-calmed areas . The same applies - at least since April 1, 2013 - in pedestrian zones and on approved sidewalks. No vehicles are allowed to drive on a play street .

In contrast to a closed town, which begins with a place-name sign StVO-sign 310 and ends with StVO-sign 311, there is no speed limit given by a place-information board StVO-sign 385 (yellow writing on a green background), which indicates the name of a settlement . The speed limit within built-up areas also only applies to motor vehicle traffic, for example not to pedestrian, bicycle or horse-riding traffic.

By means of appropriate signs, an existing general speed limit can be changed locally downwards, but also upwards for one direction of travel (the new maximum speed is specified in "km / h"). In this case, a maximum speed greater than 50 km / h (often 60 or 70 km / h) can be permitted within built-up areas, which then always applies to all vehicles, for example also to truck trains. Outside built-up areas, the maximum speeds generally applicable to certain types of vehicle remain in force, even if a higher speed is permitted by sign 274.

Speed ​​restrictions can also be set for entire areas (“zones”) by means of one-off signage at the boundaries of these zones. Most commonly furnished in Germany while in residential areas 30 kph zones to be found, but such zones exist for lower speeds than -traffic businesses (eg., 20 km / h).

Speed ​​limit signs are round, have black lettering on a white background and a red border. The speed data are in kilometers per hour. The following maximum speeds are usually permitted in Germany due to such speed limits: 5, 10, 15, 20, 30, 40, 50, 60, 70, 80, 90, 100, 110, 120 and 130 km / h. The limitation of the maximum speed can also be linked to conditions to be fulfilled with a sign attached underneath (e.g. "when wet", "20-6 h") and reasons can also be given (e.g. "noise protection") , "Air pollution control"). The roadway must have a continuous film of water to be considered wet. Further, there is by variable message signs the possibility of time-variable speed limits, for which. B. can be reacted to the flow of traffic.

The speed limit is not the same in Germany and Europe. While in France a limit of 110 km / h is often given on motorways, in Germany this limit, as well as 90 km / h, is rather uncommon. While in Bavaria-North / Franconia , Brandenburg (except Berliner Ring ), Mecklenburg-Western Pomerania, Rhineland-Palatinate, Saxony and Thuringia a speed limit of 130 km / h is relatively often set on motorways, in Baden-Württemberg, Bavaria-South , Hamburg, Hesse, Lower Saxony, North Rhine-Westphalia and Schleswig-Holstein more often set 120 km / h as a limit. In Rhineland-Palatinate, a signposted speed limit of 130 km / h is more the rule than the exception; this applies, for example, to the A61 for almost its entire length in this state. In Brandenburg, the recommended speed of 130 km / h is consistently signposted, although this is not absolutely necessary. In the federal state of Bremen, a general speed limit of 120 km / h has been in effect on motorways since 2008.

At motorway construction sites, the maximum speed should first be limited to 120 km / h, then 100 km / h and then to 80 km / h. In particularly dangerous motorway construction sites, the speed limit can then be further reduced to 60 km / h.

Unlike in Switzerland, a place-name sign does not explicitly indicate the general speed limit for localities. With the abolition of local speed restrictions, signs for the legal general maximum speed are usually not given in Germany outside of towns, not even according to localities or at the start of a motorway. A speed limit must be explicitly lifted and should be repeated after every intersection or after entering the motorway.

The end of a speed limit does not have to be marked if the length of the speed limit is specified or if the speed limit is attached together with a danger sign and it is clearly recognizable where the indicated danger (e.g. construction site) no longer exists (Appendix 2 to § 41 StVO).

Speed ​​limits should be repeated at appropriate intervals (1000 m recommended on motorways), but are different from e.g. B. in France or the Netherlands (in France marked by the addition Rappel = reminder, in the Netherlands on motorways on the small signs with full kilometers of road) not marked as repetition. At accident black spots outside of built-up areas, however, the boundary is often repeated a second time at a distance of a few meters. However, repetition is not required - even after crossings or entrances and exits.

Only maximum speeds indicated on the road surface, such as B. is often the case in Tempo 30 zones are not legally binding.

Behind border crossings in Germany, the information board shown at the top right (StVO sign 393) indicates the respective general maximum speeds.

Although the respective minimum or maximum speed begins directly with the sign through appropriate signage, in Germany appropriate speed controls usually only take place at some distance. In Germany, photos of the corresponding control systems are always taken from the front of the vehicle (sometimes also from the rear for motorcycles) and have so far been selective. There are only pilot projects in Germany for a section control.

Overtaking is only allowed on German roads if the speed of the overtaking vehicle is significantly higher than that of the vehicle being overtaken.

In general, however, it should be noted that the speed driven must always be adapted to the current situation (depending on lighting, weather , traffic situation , road layout, danger areas, road conditions, ...) regardless of the generally or locally permitted maximum speed, etc. a. to be able to brake accordingly. In the case of traffic accidents in particular, this fact often gives rise to controversies between the parties involved as to what speed this is. In particular with visibility below 50 meters, the maximum permissible speed is 50 km / h, as it is, for. B. may be the case in thick fog. Buses that are parked or started up with the hazard warning lights switched on may only be passed in both directions at walking speed.

Since the heat waves in summer 2015 , u. a. in Baden-Wuerttemberg and Southern Bavaria (only Autobahn Directorate South), as a precautionary measure, regularly issue a speed limit of 80 km / h on highways with concrete lanes when it is hot. This is to prevent accidents - especially for motorcyclists - because concrete segments can burst open due to the temperature and these can form a dangerous ski jump ( blow up ).

historical development

Historic traffic sign from the twenties and thirties
Speed ​​limit in front of schools. These signs were part of the StVO until 1939.
Road traffic regulation sign 274 after the reform of 1970: Permissible top speed 60 km / h

In Germany, traffic legislation was a state matter until the Weimar Republic. Typical was a limit of 15 km / h for cars and 12 km / h for trucks in urban areas in 1910, in 1927: 30 km / h for cars and trucks. Only the Nazi state fully transferred the legislative competence to the Reich. The first " Reichs-Straßenverkehrsordnung " ( Reich Road Traffic Regulations ) repealed all regulations on speed limits on May 8, 1934.

In May 1939, limits were reintroduced due to the number of accidents (cars in urban areas 60 km / h, out of town 100 km / h, trucks 40 and 70 km / h). After the start of the war, speeds were reduced in October 1939 to 40 km / h in urban areas, 80 km / h outside of town for cars and 60 km / h for trucks. The restriction also applied to the new Reichsautobahn .

1953 all speed limits were lifted in the Federal Republic of Germany, even within built-up areas , however, introduced from September 1, 1957 in town again (50 km / hr for all motor vehicles). It should be noted here that speed monitoring with radar technology could only be reliably carried out for the first time towards the end of the 1950s ( Telefunken VRG , traffic radar device).

Up until the early 1970s, roads outside of built-up areas were accessible to all road users and allowed to drive at any speed. However, due to the steadily increasing number of road deaths up to 1970, all roads (except for motorways, non-directional roads outside urban areas without overtaking lanes in both directions and specially marked roads outside of town) were limited with effect from October 1, 1972 and as a large-scale test until December 31, 1975 built-up areas) the safety speed of 100 km / h was introduced. The introduction of the generally permissible maximum speed outside built-up areas then followed in 1976. During the first oil crisis between November 1973 and March 1974, a general speed limit of 100 km / h also applied on motorways in order to save fuel in the Federal Republic. While the federal government at the time wanted to extend the speed limit, the Federal Council opposed this plan. Finally, it was repealed and in 1974 a recommended speed of 130 km / h was introduced instead for motorways and non-directional roads outside built-up areas and for non-directional roads outside built-up areas with continuous overtaking lanes in both directions . This was accompanied in the summer of 1974 by an advertising campaign ("Recommended speed. Our chance!") By the German Road Safety Council in the major German magazines, such as B. the mirror, where you were asked, among other things, to adhere to the recommended speed.

In the GDR , the following rule recently applied: 50 km / h in urban areas and at level crossings, 80 km / h outside urban areas and 100 km / h for cars on motorways, on the A10 in the south there is also a section with 120 km / h, a truck, buses and teams were allowed to drive a maximum of 80 km / h on motorways. In particular, compliance with the maximum speed on the transit routes to and from West Berlin was checked by the People's Police , not least to gain access to foreign currency . However, this always happened in the same places, so that in the second half of the 1980s the Bild newspaper published all the places on a map in a large, well-noticed article.

In 1997, a ministerial ordinance repealed the speed restrictions for vehicles between 2.8 t and 3.5 t that had previously been in force. This change in road traffic regulations, which was claused as an increase in the weight limit , was a. justified with the claim that road safety would not be affected. As a result, according to two reports from the Federal Highway Research Institute (BASt), the number of vehicles and accidents in this vehicle class skyrocketed. This development led to the discussion about a speed limit for the so-called Sprinter class on German motorways after the market leader in this segment, the Mercedes-Benz Sprinter .

Before November 28, 2007, buses and coaches were only allowed to drive 100 km / h on motorways with a special permit if the requirements of Section 18 of the StVO were met; the legal maximum speed for them on country roads and motorways was 80 km / h. The approval was indicated by a round 100 km / h sign with black letters on a white background including the seal of the registration office at the rear of the vehicle and the entry “Suitable for 100 km / h on motorways”. At the end of 2007, around 35,200 of 44,000 German buses had this exemption, so that the term “exemption”, taken literally, no longer applied to this normal case (around 80%). On November 27, 2007, the Federal Council issued the 17th ordinance amending the Road Traffic Act, according to which the administrative procedure for the approval of 100 km / h for buses and coaches is abolished. For buses registered in Germany, the speed limit 100 km / h registration is usually given within the approval or operating permit procedure. There is no need to affix a Tempo 100 sticker to the back of the bus in the future, as it has not proven to be suitable for control purposes.

Since the end of the Greens' participation in the federal government in 2005, none of the governing parties have advocated a general speed limit. The decision at the SPD party conference in Hamburg on October 27, 2007 was therefore surprising , at which a narrow majority of the delegates spoke out in favor of a speed limit of 130 km / h and thus against the recommendation of the party leadership. In the Bundestag, the Greens and the Left are also in favor of a speed limit. In May 2008, the grand coalition together with the FDP refused to introduce a speed limit of 130 km / h again.

The motions brought in by the Greens and the Left Party to introduce a nationwide speed limit of 130 km / h were rejected by the Bundestag on May 28, 2009 with a large majority. In addition to the Union and the FDP , the representatives of the SPD also voted against the motions, although the SPD party congress at the end of 2007 voted for the introduction of a speed limit with a narrow majority and against the recommendation of the party leadership. The then CDU and FDP government (2009-2013) also decidedly refused to introduce a speed limit.

Discussion about control speed in built-up areas

Since the introduction of the Tempo 30 zone in Germany in 1982, the general lowering of the regular speed in built-up areas to 30 km / h has been discussed. Almost all initiatives for such a reduction are not aimed at an area-wide Tempo 30 in built-up areas, but at a change in the obligation to justify. With Tempo 30 as the standard speed, municipalities would have to justify why a street should be driven at 50 km / h instead of having to justify the reduction of individual streets to 30 km / h as is currently the case. In addition to numerous environmental and transport associations that joined together in 2012 for the European citizens' initiative 30 km / h - makes roads worth living in, the Advisory Council for Environmental Issues also recommends such a reduction in its 2012 environmental report . The SPD and the Greens had promised to implement the recommended reduction to 30 km / h in the event of a victory in the 2013 federal elections , but the SPD leadership spoke out against such plans. As part of its Tempo 30 initiative for more life, the Verkehrsclub Deutschland is working on a specific proposal to change the road traffic regulations .

Discussion about a general speed limit on German motorways

Compliance and Jurisprudence on Recommended Speed

If a driver who has exceeded the recommended speed of 130 km / h is involved in an accident through no fault of his own, he is liable for the accident damage on a pro-rata basis, unless he can prove that it was also at a speed of 130 km / h would have come to the accident with comparable serious consequences. However, it must be mentioned that the costs are covered by the compulsory car insurance anyway , especially since all those involved are typically liable to a certain extent in all accidents in flowing traffic, since the operation of a motor vehicle alone creates the so-called general operational risk and thus strict liability regardless of fault present.

Given that the recommended speed of 130 km / h is specified, it is recommended not to exceed this, even in favorable road, traffic, visibility and weather conditions.

However, the speeds driven on sections of the motorway without speed restrictions are significantly higher. An example from the A9 in the Niemegk area shows: “On average, well over 60% of road users drive faster than 130 km / h. More than 30% of road users drive faster than 150 km / h on average. "

Arguments

Traffic safety

Accident victims on German motorways between 1998 and 2018 according to [25]

Opponents of a speed limit claim that even without a speed limit, German motorways are among the safest roads in the world and exceed speed-restricted routes in numerous other countries. In addition, the safety system and vehicle technology have steadily improved over the past few years, and the number of accidents has also fallen constantly. Speed ​​limits are already in place at dangerous spots; there is no need for a general speed limit even on free, straight motorway stretches. Proponents, however, argue that the routes are not comparable due to differences in road conditions, vehicle technology, driving behavior and traffic density, and that a speed limit can improve safety even further. In the years 2014 to 2018, fewer people died on German autobahns (2015 dead) than in the years 1998 to 2002 (4,248 dead). However, the number of injuries fell less markedly according to this survey (see adjacent graphic). 6.7% of all accidents with personal injury happened on motorways, but with 12.9% of all traffic fatalities.

In 1984 the Federal Highway Research Institute stated that a general speed control would reduce the number of accidents on motorways. For a limit of 130 km / h, a decrease in the number of fatalities on German autobahns by 20% and at 100 km / h even by 37% can be expected. According to a study by the Federal Environment Agency from 2003, this assessment is also supported by older comparative cases in Germany, but must be viewed against the background of the overall decrease in traffic mortality in recent decades .

In 2007, a study commissioned by the Ministry of Infrastructure and Regional Planning of the State of Brandenburg was presented, which examined the effects of the introduction of a 130 km / h speed limit on a previously unrestricted section of the Federal Highway 24 in 2002. In the three years prior to the introduction of the speed limit and the subsequent three years, the volume of traffic fell from 47,200 cars per day to 45,400 vehicles per day and the number of accidents from 654 to 337. Taking into account the reduced traffic volume, the study authors concluded that The accident cost rate on the examined routes decreased by 26.5% due to the speed limit; this applies both to the before-and-after comparison and when comparing different routes. Der Spiegel also sees the thesis of traffic researcher Michael Schreckenberg , "Whether I drive in front of the tree at 100 or 160 km / h - I'm dead in both cases" as refuted by the halving of the number of accidents from 38 to 19 on the Brandenburg motorway section. It should be noted, however, that as part of the regular analysis of the route and the number of accidents, certain routes are constantly being given new speed limits in order to increase safety on these sections, because the special local conditions - e.g. a dangerous route or a high one Traffic volume - appears necessary. It is therefore not possible to generalize individual sections to all motorway sections. There is no study that has systematically examined whether a general speed limit (in contrast to the already existing punctual speed limits) would increase safety on the motorways.

It is argued that the expansion of digital traffic control systems , which can variably set a speed limit at different levels - or none at all - depending on the weather and traffic flow, and can also warn of possible dangers such as traffic jams and accidents, would improve safety in any case and increase it more effectively than a speed limit that is valid at all times on all routes.

Cost comparisons

A study from Brandenburg came to the conclusion that if a speed limit of 130 km / h were introduced on previously unrestricted sections of the Brandenburg motorway, the reduction in accident costs (€ 22.5 million) would be higher than the increase in time costs (€ 17.2 million) caused by longer travel times at lower speeds.

Environmental and climate protection

Environmental groups see a possible advantage of a general speed limit in the fact that vehicles would no longer be designed for high speeds and could thus be better adapted to the majority of operating conditions, especially city traffic. In addition, according to a study by the Federal Environment Agency, 9% of CO 2 emissions on West German motorways could be saved by a general speed limit of 120 km / h (with a compliance level of 80%). That corresponds to 3% of the emissions of all cars in Germany and 0.3% of the total CO 2 emissions in Germany (2.2 million tons of CO 2 ). With a speed limit of 100 km / h, 4.7 million tons of CO 2 should be saved (reference year: 1996).

Changes in emissions due to Tempo 120 in West German car traffic in 1996
component absolute (car) (all) cars in the BAB network Cars in the entire network Road traffic (total) Total emissions (all polluters)
CO - 214 kt / a - 28% - 9% < - 7% - 3.9% 1
HC - 3 kt / a - 09% - 1% < ≤ 1% - 0.2% 1
NO X - 18 kt / a - 16% - 5% < - 2% - 1.0% 1
CO 2 - 2200 kt / a - 09% - 3% < - 2% - 0.3% 2
1 Based on 1994 issue
2 based on 1995 issue

The percentages also include the kilometers traveled by cars that drive more slowly anyway. In relation to the routes at higher speeds only affected by the speed limit, the percentage reductions in emissions are higher than the percentages in the table.

Since the emission control of cars has since been significantly improved, but its function only needs to be proven for driving cycles at lower driving speeds, it can be assumed that the percentage emission advantage from a speed limit at the beginning of the 2020s would be significantly higher than in the table above with data from the 1990s. The car manufacturers are not obliged to prove the emission behavior of new cars at higher driving speeds. Due to the confidentiality of the emission behavior at higher speeds, it is also not known whether the exhaust gas purification of cars only works poorly as a result of the higher exhaust gas flows at high engine power, for which it is not designed, or whether the exhaust gas purification is switched off actively (e. B. reduced use of urea solution , which like thermal windows for engine protection does not necessarily have to be illegal).

In addition, a general speed limit could reduce not only noise pollution, but also the land consumption for the alignment of motorways and thus the costs for new construction, expansion and maintenance. The positive effects on the noise level due to a general speed limit are in some cases rated as very low, since most of the noise level on motorways is caused by the already slower truck traffic.

According to calculations by the Federal Environment Agency from 2020, a limit of 130 kilometers per hour would emit 1.9 million tons less CO 2 equivalent per year. At a maximum of 120 kilometers per hour, this would save 2.6 million tonnes of CO 2 equivalent annually , and at 100 km / h, 5.4 million tonnes less CO 2 equivalent would be emitted. According to the calculations, the savings of 2.6 million tonnes of CO 2 equivalent through Tempo 120 would correspond to 6.6 percent of the emissions caused by cars and light commercial vehicles on German motorways in 2018.

An argument often made in this context is that such a restriction would improve traffic flow; Here, however, it should be borne in mind that the motorway sections with high traffic density, for example in metropolitan areas, already have speed limits, while unrestricted sections are often found on rural routes that are rarely used.

Positions

Surveys and Associations

The introduction of a general speed limit has been under discussion since the Federal Republic of Germany was founded. Since a speed limit is perceived as an immediate restriction and a possible positive effect for the driver is not directly noticeable, a general speed limit is perceived by many people in Germany as an ineffective "waiver strategy" and is rejected. The German auto industry rejects a general speed limit, as has the ADAC for a long time . A few days before the 58th traffic court day in Goslar (January 29 to 31, 2020), ADAC Vice President Gerhard Hillebrand said the ADAC was “no longer fundamentally” against speed limits on motorways.

In surveys in 2019, majorities were in favor of a general speed limit on motorways, although the level of the required speed limit was different. According to a club-internal survey, 50% of ADAC members are against a general speed limit, while 45% are in favor of a speed limit. The ADAC currently does not take a clear position on this issue.

In May 2020, the German Road Safety Council voted in favor of a general speed limit of 130 kilometers per hour on motorways.

Attitude of the political parties in Germany

The Left Party and the Bündnis 90 / Die Grünen party are calling for a speed limit of 130 km / h on the highways . In contrast, the CDU / CSU , the AfD and the FDP reject such a speed limit on the highways. This topic is controversial within the SPD : While the SPD politician Sigmar Gabriel, for example , advocated such a speed limit in May 2013, the then SPD chancellor candidate Peer Steinbrück rejected it.

In an article in 2019, traffic scientist Ferdinand Dudenhöffer , together with Cem Özdemir and economist Carsten Brzeski, compared the problem of speed limits with that of gun law in the USA .
On October 17, 2019, at the request of the Greens parliamentary group , the Bundestag voted on a motorway speed limit of 130 km / h. Of 631 MPs, 498 (79%) voted against, 126 for and 7 abstained.

See also

Web links

Individual evidence

  1. ↑ spiegel.de: Bremen introduces Tempo 120
  2. ↑ StVO annex 3 section 4 number 12 to sign 325.1
  3. ↑ StVO annex 2 section 5 number 18 to sign 239 and number 21 to sign 242.1 , entry into force in § 53 paragraph 1, in each case according to Federal Council printed matter 428/12 (PDF; 1.6 MB)
  4. ↑ § 3 (3) 1.
  5. ↑ § 41 StVO, No. 49 (sign 274) 2.
  6. ↑ § 41 StVO, No. 49 (sign 274) 3.
  7. ↑ OLG Hamm - Az .: 2 Ss OWi 1057/2000 (previously AG Recklinghausen - Az .: 25 OWi 58 Js 386/00 (173/00)) ( online at iww.de )
  8. ^ Kurt Möser: History of the automobile. Frankfurt / Main 2002, 91
  9. ^ Meyer's Lexicon. 7th edition, 7th vol. Leipzig 1927 sv Kraftwagen , here p. 55.
  10. ^ Dorothee Hochstetter, Motorisation and "Volksgemeinschaft": The National Socialist Motor Vehicle Corps (NSKK), 1931–1945, Oldenbourg Wissenschaftsverlag, 2005, 376ff
  11. ↑ FAZ: 50 years Tempo 50
  12. ↑ 24. Ordinance amending road traffic regulations , p. 2028 Federal Law Gazette 1997 Part 1 No. 57, issued in Bonn on August 14, 1997, entered into force on September 1, 1997, decreed by the Federal Minister of Transport ( Matthias Wissmann ) on his behalf Norbert Lammert and the Federal Minister for the Environment, Nature Conservation and Nuclear Safety ( Angela Merkel )
  13. ↑ Zeitschrift Verkehrsdienst VD, edition 10/97, p. 217ff: 24. Ordinance amending road traffic regulations, by Ministerialdirigent Dr. Joachim Jagow
  14. ^ Federal Highway Research Institute (ed.), Bergisch Gladbach, June 2006, Manfred Schmid: Accident participation of small vans; Update to the year 2004, here: page 2, (short version): After the lifting of the speed limit for trucks over 2.8 t to 3.5 t in 1997, the number of these vehicles and the number of accidents increased by leaps and bounds.
  15. ↑ Tempo 30 in cities . Mirror. September 27, 1982. Retrieved November 25, 2012.
  16. ↑ European citizens' initiative “30 km / h - makes the streets livable!” . Retrieved November 25, 2012.
  17. ↑ Environmental Report 2012 - Responsibility in a Limited World . Expert council for environmental issues. Retrieved November 25, 2012.
  18. ↑ Martin Lutz: Red-Green plans Tempo 30 in all cities . Welt.de. June 17, 2012. Retrieved November 25, 2012.
  19. ↑ SPD leaders recall Tempo 30 plan . The world. Retrieved May 31, 2013.
  20. ↑ Tempo 30 for more life . Traffic Club Germany. Retrieved November 25, 2012.
  21. ↑ Federal Court of Justice, judgment of March 17, 1992 - VI ZR 62/91 ; BGHZ 117, 337; NJW 1992, 1684.
  22. ↑ Joint liability for exceeding the recommended motorway speed. Liability distribution . In: Verkehrsrecht aktuell, issue 03/2000, page 38, ISSN  1615-3995 .
  23. ↑ https://verkehrslexikon.de/ModuleB/BetriebsGefahr.php/
  24. ↑ Noise Action Plan 2008 of the City of Gera (PDF; 4.9 MB) Retrieved on December 28, 2012: “The example shown in Fig. 54 shows the A9 in the Niemegk area. The "V85" is sometimes over 170 km / h. "
  25. ↑ a b Road traffic accidents on motorways - DVR. Retrieved May 13, 2020 .
  26. ^ ADAC - To the point. Motorway speed limit . ADAC , August 2010 ( PDF ( Memento from March 1, 2012 in the Internet Archive ); 0.1 MB)
  27. ↑ Environment and road traffic. High mobility - environmentally friendly transport . Special report of the German Advisory Council on the Environment (SRU), July 2005, page 253, paragraph 544, Bundestag printed matter 15/5900, ISSN  0722-8333 ; Nomos, Baden-Baden, ISBN 3-8329-1447-1 ( PDF , 3.2 MB).
  28. ↑ Bundesanstalt für Straßenwesen (ed.) (1984): Estimation of the effects of a reduction in the maximum speed on accidents in road traffic, Bergisch Gladbach. online (PDF; 1 MB) ( Memento from January 3, 2013 in the Internet Archive )
  29. ↑ a b Umweltbundesamt (UBA) (Ed.) (2003): CO 2 reduction in traffic, Berlin, online (PDF; 395 kB) ( Memento from April 2, 2015 in the Internet Archive )
  30. ↑ a b c d e Christian Frahm and Emil Nefzger: Speed ​​limit drastically reduces the number of accidents. Der Spiegel, January 30, 2019, accessed January 30, 2019 .
  31. ↑ Thomas Scholz, Antje Schmallowsky, Tilmann Wauer: Effects of a general speed limit on motorways in the state of Brandenburg . Ingenieurgesellschaft Schlothauer & Wauer on behalf of the State of Brandenburg, State Road Administration, October 2007, page 17 ( PDF; 0.6 MB )
  32. ^ Ingo doctor: Debate speed limit on highways: A bet with death . taz of December 27, 2019; accessed on January 26, 2020.
  33. ↑ Thomas Scholz, Antje Schmallowsky, Tilmann Wauer: Effects of a general speed limit on motorways in the state of Brandenburg . Ingenieurgesellschaft Schlothauer & Wauer on behalf of the State of Brandenburg, State Road Administration, October 2007, page 21 ( PDF; 0.6 MB )
  34. ↑ Press release ( memento of April 2, 2015 in the Internet Archive ) of the Verkehrsclub Deutschland of October 9, 2006: “Only because there is no speed limit in Germany are cars built for high motorway speeds of up to 250 km / h worldwide. That means oversized engines and too much weight and thus inevitably high consumption values. A speed limit in Germany and thus worldwide would help to end this waste of resources and energy ”.
  35. ↑ a b Umweltbundesamt (1999): Environmental effects of speed limits , online (PDF; 345 kB) .
  36. ↑ The CO 2 emissions are calculated back from the fuel consumption - on the assumption that the carbon contained is completely oxidized to CO 2 .
  37. ↑ Chambers in Rhineland-Palatinate against the speed limit Verkehrsrundschau from February 9, 2009.
  38. ↑ Federal Environment Agency: Speed ​​limit on motorways significantly reduces CO2 emissions. February 28, 2020, accessed March 14, 2020 .
  39. ↑ Bernhard Verbeek ( Memento of March 25, 2007 in the Internet Archive ): The Anthropology of Environmental Destruction , 1998, ISBN 3-89678-099-9
  40. ↑ z. B. Kurt Beck , then SPD chairman, January 28, 2007
  41. ↑ ADAC no longer blocks the speed limit on motorways. In: The time . April 21, 2020, accessed May 13, 2020 .
  42. ↑ Clear majority in favor of speed limits on motorways . spiegel.de. December 27, 2019. Accessed December 31, 2019.
  43. ↑ Survey: The majority of Germans would like a speed limit . Morgenpost.de. June 13, 2019. Accessed December 31, 2019.
  44. ↑ Majority of Germans in favor of speed limits on motorways . wz.de. October 17, 2019. Accessed December 31, 2019.
  45. ↑ Speed limit on motorways . ADAC. December 30, 2019. Accessed December 31, 2019.
  46. ↑ Experts for 130km / h speed limit , tagesschau.de, May 12, 2020.
  47. ↑ Markus Baluska: Program check Left Party: Speed limit on motorways? In: Stern.de. November 18, 2008, accessed May 15, 2020 .
  48. ↑ Robert Birnbaum Dagmar Dehmer: Slowly with the speed limit. In: Tagesspiegel.de. May 9, 2013, accessed May 15, 2020 .
  49. ↑ Erik Kirschbaum: On Germany's autobahns, 'speed limit' is a four-letter word to many. In: latimes.com. February 4, 2019, accessed May 15, 2020 .
  50. ↑ Speed ​​limit: majority of the Bundestag rejects speed limit - mobility. In: Spiegel.de. October 17, 2019, accessed May 15, 2020 .