Seems like for route planning, the safe bet would be worst case scenario,
lowest speed of the three possible maxspeed values.  For example, a
mountain road that (mostly motorcycle) traffic typically whips through
curves at 70-90 km/h in a 110 km/h zone and have advisories (which are set
assuming family cars in the US) for 40-50 km/h is probably only going to be
traversable at about 30-40 km/h in a pickup.

On Fri, Dec 7, 2018, 09:01 Greg Troxel <g...@lexort.com wrote:

> Jack Burke <burke...@gmail.com> writes:
>
> > OsmAnd does use maxspeed:advisory when just plain maxspeed=* is
> > absent. Has used it for a while now.
>
> But what about when both are present?
>
> In the US, we have the situation where on ramps (link roads, slip roads)
> the regulatory white sign will be the one from the highway (often 65 mph)
> and
> then there will be an advisory yellow sign saying something lower,
> sometimes as low as 20 mph.
>
> Then there is maxspeed:typical.
>
> So it seems that it should use the first of
>
>   maxspeed:typical
>   maxspeed:advisory
>   maxspeed
>
> that is present, but it sounds like you are saying that osmand only
> uses maxspeed:advisory when plain maxspeed is missing.
>
>
> The real question for routing is "at what speed can we expect that a
> reasonable driver will traverse whis segment".  That's why I put typical
> first.  There is a ramp near me where (reality, not sure of todays'
> tagging)
>
>   maxspeed:typical=  40 mph
>   maspeeed:advisory= 20 mph
>   maxspeed=          65 mph
>
> I realize it varies from country to country, but in many parts of the US
> the relationship between regulation and reality is quite off.  Having
> driven in the UK, I can realize how this would seem very strange to UK
> drivers who have not experienced the US outside of large cities.
>
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