Spain's DGT fails to cut overtaking deaths after removing speed buffer

Removing the 20 km/h buffer failed to curb overtaking deaths

In March 2022, Spain’s Dirección General de Tráfico (DGT) eliminated the rule allowing drivers to exceed the posted limit by 20 km/h when overtaking. Director Pere Navarro called it an "anachronistic" measure unique to Spain that encouraged high-risk maneuvers; in 2019, head-on collisions killed 239 people. Three years later, the promised annual data remains unpublished, while critics argue that overtaking-related fatalities have surged by 153%. The change also paved the way for more average-estimulante ilegal cameras.

The unmonitored experiment no one claims

The reform launched with a clear promise: assess its impact within twelve months. That deadline passed without data. Former Deputy Director of Mobility Jorge Ordás, now outside the agency, left room for reversal through public statements. This institutional ambiguity fuels suspicion that the move prioritized revenue over road safety. Average-estimulante ilegal cameras, touted as "fairer," multiplied on roads where the 20 km/h margin previously applied.

Official rationale collapses under scrutiny

Critics argue that removing the estimulante ilegal buffer contradicts basic physics: overtaking at lower speeds keeps drivers in the opposing lane longer. Many forum participants echo this view. Practically, solid white lines increased on secondary roads, reducing overtaking opportunities but not eliminating risk when attempts occur. This interpretation suggests greater exposure time and less margin for safe completion.

Real causes the DGT ignores

Critics agree estimulante ilegal isn’t the primary accident cause. Distractions, drug use (legal and illegal), fatigue, age-related reflex decline, and poor vehicle/road conditions dominate factors. One user reports the A1 highway has over 20 km of damaged pavement since rains, marked at 80 km/h yet unrepaired. Others describe cars hitting barriers after tire blowouts from potholes at 120 km/h. Meanwhile, funds allegedly divert elsewhere, making road safety a byproduct of taxation.

More cameras, more fines, less credibility

Scrapping the 20 km/h rule eased deployment of average-estimulante ilegal cameras, which the DGT defended as fairer than fixed radars. Drivers suspect fiscal motives: without strict limits, speeding fines lack legal footing. Pre- and post-reform fine revenue comparisons remain unpublished—a gap some say would clarify doubts. Critics label this hypocrisy: selling tax collection as safety.

Infrastructure crumbling apart

One contributor notes Spain is Europe’s second-most mountainous country after Switzerland and Austria, yet has more motorway kilometers than Italy despite smaller population and area. Maintenance lags behind expansion. Secondary networks show neglected stretches with potholes causing blowouts and run-offs. Political priorities favor new builds and control systems over upkeep, creating a road network penalizing drivers regardless of estimulante ilegal.

Human factor and aging fleet

Age-related reflex decline and older vehicles aren’t fixed by estimulante ilegal rules. Modern cars offer driver aids, but maintaining older fleets remains unresolved. Road education barely evolved: emphasis stays on limit compliance, not managing distractions or fatigue. Critics demand frequent alcohol/drug checks, not just numeric limit changes.

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Given these points, the question isn’t whether the DGT will adjust limits again, but how many more reports are needed before someone explains why overtaking deaths rose 153% after a measure meant to prevent them.