[{"data":1,"prerenderedAt":-1},["ShallowReactive",2],{"detail-sidebar-cat-0-en-105":3,"doc-seo-307805-105":59,"doc-detail-307805-en":131},{"code":4,"msg":5,"data":6},0,"success",[7,13,18,23,28,33,38,43,48,51,55],{"id":8,"doc_module":4,"doc_module_name":9,"category_name":10,"show_sort_weight":11,"slug":12},1,"Document","Story & Novel",90,"story-novel",{"id":14,"doc_module":4,"doc_module_name":9,"category_name":15,"show_sort_weight":16,"slug":17},2,"Literature",80,"literature",{"id":19,"doc_module":4,"doc_module_name":9,"category_name":20,"show_sort_weight":21,"slug":22},4,"Exam",70,"exam",{"id":24,"doc_module":4,"doc_module_name":9,"category_name":25,"show_sort_weight":26,"slug":27},5,"Comic",60,"comic",{"id":29,"doc_module":4,"doc_module_name":9,"category_name":30,"show_sort_weight":31,"slug":32},6,"Technology",50,"technology",{"id":34,"doc_module":4,"doc_module_name":9,"category_name":35,"show_sort_weight":36,"slug":37},7,"Healthcare",40,"healthcare",{"id":39,"doc_module":4,"doc_module_name":9,"category_name":40,"show_sort_weight":41,"slug":42},8,"Research & Report",30,"research-report",{"id":44,"doc_module":4,"doc_module_name":9,"category_name":45,"show_sort_weight":46,"slug":47},9,"Religion & Spirituality",20,"religion-spirituality",{"id":46,"doc_module":4,"doc_module_name":9,"category_name":49,"show_sort_weight":46,"slug":50},"World Cup","world-cup",{"id":52,"doc_module":4,"doc_module_name":9,"category_name":53,"show_sort_weight":52,"slug":54},10,"Lifestyle","lifestyle",{"id":56,"doc_module":4,"doc_module_name":9,"category_name":57,"show_sort_weight":24,"slug":58},19,"General","general",{"code":4,"msg":60,"data":61},"ok",{"site_id":62,"language":63,"slug":64,"title":65,"keywords":66,"description":67,"schema_data":68,"social_meta":124,"head_meta":126,"extra_data":128,"updated_unix":130},105,"en","motonormativity-and-speed-limits-safety-findings","Motonormativity and Speed Limits - Safety Findings","","Traffic safety research applies the safe system approach, framing kinetic energy as the primary traffic hazard and questioning why speed limits can differ across vehicles. The study tests whether the general population assigns the same speed restrictions and justifications to e-micromobility (e-bicycles and e-scooters) versus cars in Montreal, Canada. Findings indicate bias against hazard-based logic, with stronger proposed restrictions for e-micromobility modes.",{"@graph":69,"@context":123},[70,84,106],{"@type":71,"itemListElement":72},"BreadcrumbList",[73,77,79,82],{"item":74,"name":75,"@type":76,"position":8},"https://docshare.wps.com","Home","ListItem",{"item":78,"name":9,"@type":76,"position":14},"https://docshare.wps.com/document/",{"item":80,"name":40,"@type":76,"position":81},"https://docshare.wps.com/document/research-report/",3,{"item":83,"name":65,"@type":76,"position":19},"https://docshare.wps.com/document/motonormativity-and-speed-limits-safety-findings/307805/",{"url":83,"name":65,"@type":85,"image":86,"author":91,"headline":65,"publisher":94,"fileFormat":97,"inLanguage":63,"description":67,"dateModified":98,"datePublished":99,"encodingFormat":97,"isAccessibleForFree":100,"interactionStatistic":101},"DigitalDocument",{"url":87,"@type":88,"width":89,"height":90},"https://docshare.wps.com/thumbnails/motonormativity-and-speed-limits-safety-findings/307805.png","ImageObject",300,407,{"name":92,"@type":93},"Seraphina","Person",{"url":74,"name":95,"@type":96},"DocShare","Organization","application/pdf","2026-11-12","2026-09-19",true,{"@type":102,"interactionType":103,"userInteractionCount":105},"InteractionCounter",{"@type":104},"ViewAction",12,{"@type":107,"mainEntity":108},"FAQPage",[109,115,119],{"name":110,"@type":111,"acceptedAnswer":112},"What does the safe system approach treat as the main traffic hazard?","Question",{"text":113,"@type":114},"It proposes kinetic energy as the primary hazard for assessing traffic danger.","Answer",{"name":116,"@type":111,"acceptedAnswer":117},"What is motonormativity in this research?",{"text":118,"@type":114},"It describes uneven rule application that reflects bias toward cars when considering risk to others.",{"name":120,"@type":111,"acceptedAnswer":121},"How was the study designed to compare vehicle types?",{"text":122,"@type":114},"Respondents from the greater Montreal area were randomly assigned to either an e-micromobility (EM) or car treatment and then asked about speed limitations and related justifications.","https://schema.org",{"og:url":83,"og:type":125,"og:title":65,"og:site_name":95,"og:description":67},"article",{"robots":127,"canonical":83},"index,follow",{"doc_id":129,"site_id":62},307805,1790192670,{"code":4,"msg":5,"data":132},{"doc_id":129,"user_id":133,"nickname":92,"user_avatar":134,"doc_module":4,"category_id":39,"category_name":40,"doc_title":65,"doc_description":67,"doc_content":135,"file_id":136,"file_url":137,"file_type":138,"file_size":139,"view_count":105,"is_deleted":4,"is_public":8,"is_downloadable":8,"audit_status":8,"page_count":34,"language":140,"language_code":63,"site_id":62,"html_lang":63,"table_of_contents":141,"faqs":142,"seo_title":143,"seo_description":67,"update_tm":144,"read_time":145,"preview_page_count":4},962075114101,"https://ap-avatar.wpscdn.com/avatar/e000253a75eb197efd?x-image-process=image/resize,m_fixed,w_180,h_180&k=1780044092746381165","SAFETY FINDINGS  \nMotonormativity and Speed Limits  \nJeremy de Sousa1, Alessia Vinet, Frédérick Chabot, Xiaoyu Zhang, Owen Waygood 1 Civil Engineering, Polytechnique Montréal  \nKeywords: Traffic hazard, Traffic danger, Speed limit, Motonormativity, E-bicycle, E-scooter, Kinetic energy, Micromobility  \n[https://doi.org/10.32866/001c.158762](https://doi.org/10.32866/001c.158762)  \nFindings  \nThe safe system approach to traffic danger proposes kinetic energy as the primary hazard. However, speed limitations are imposed on new travel options like e-bicycles that do not pose the same hazard as cars. This uneven application of rules to cars has been termed motonormativity. This research examined whether the general population would apply the same speed limits to the two vehicle types and asked why those limits should exist (or not) . Individuals were randomly assigned to questions related to one mode. In conflict with the hazard approach, greater restrictions were proposed for e-micromobility modes.  \n1. QUESTIONS  \nWith the recent growth in the adoption of electric bicycles and electric scooters (e-micromobility), safety concerns have emerged. As a result, speed limits, often around 25 to 30 km/h, have been imposed on these types of vehicles. This limit is 32 km/h in Quebec, Canada (SAAQ, n.d.) . Our study was conducted in Montreal, Canada, where the speed limit for cars is 30 km/h on residential streets, 40 km/h on secondary arterials, and 50 km/h on primary arterials. In some locations, geofencing has been used to limit the speeds of the smaller electric vehicles due to the danger imposed on others (pedestrians principally; (Caggiani et al. 2025)), yet we are unaware of similar applications to cars. From a safe system perspective on traffic danger, it is important to assess the hazard a vehicle creates in terms of kinetic energy (Ederer et al. 2023) . Kinetic energy is calculated using the following formula.  \nWhere:  \nEk= Kinetic energy (J)  \nm = mass (kg)  \nv = velocity (m/s)  \nThe calculations below are intentionally conservative, using values for mass on the higher end (e.g., 100 kg for the user and 40 kg for the e-micromobility vehicle) . Using equation [1], someone on an e-micromobility vehicle at 25  \nkm/h would create approximately 3,375 joules of kinetic energy. For an average adult (62 kg) and an average urban e-bicycle (roughly 20 kg), the energy would be 1,977 joules (Walpole et al. 2012) .  \nBy contrast, if we consider a compact SUV, the most popular car for purchase in North America (Brazeau 2021), weighing approximately 1,500 kg (Axsen and Bhardwaj 2024) with an average of 1.2 passengers (“EOD23 - Enquête Origine-Destination,” n.d.) weighing 100 kg each (same assumption as emicromobility), the maximum speed of the car would need to be 7.3 km/h to match the same 3,375 joules considered for the e-micromobility. For a fullsize SUV (approximately 2560 kg), the maximum speed would be 5.7 km/h (Hawley 2021) .  \nTherefore, in terms of the hazard imposed on the public, cars pose a bigger threat to pedestrians than e-micromobility. However, anecdotally, the same logic is not applied to both vehicle types when considering the risk to others. This phenomenon, where people are biased toward cars, is referred to as motonormativity (Walker et al. 2023) . In this research, we examine whether people apply the same restrictions and justifications to cars and emicromobility (EM) options.  \n2. METHODS  \nThis study was conducted using data collected from a survey with respondents from the greater Montreal area, a Canadian city with 4.2 million inhabitants (Government of Canada 2022) . Montreal has seen significant growth in the number of cyclists, along with an expansion of cycling infrastructure that is often used by EM users (Montréal n.d.) .  \nThe survey was distributed by Leger Opinion. Three trap questions were used to eliminate inattentive respondents; the final sample had 1,532 valid responses. The sample’s representativeness i","cbCaij01G24PeB8w","https://ap.wps.com/l/cbCaij01G24PeB8w","pdf",334582,"English","# Findings\n## Questions\n## Methods","[{\"question\":\"What does the safe system approach treat as the main traffic hazard?\",\"answer\":\"It proposes kinetic energy as the primary hazard for assessing traffic danger.\"},{\"question\":\"What is motonormativity in this research?\",\"answer\":\"It describes uneven rule application that reflects bias toward cars when considering risk to others.\"},{\"question\":\"How was the study designed to compare vehicle types?\",\"answer\":\"Respondents from the greater Montreal area were randomly assigned to either an e-micromobility (EM) or car treatment and then asked about speed limitations and related justifications.\"}]","Motonormativity and Speed Limits - Safety Findings | PDF",1789855607,18]