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slowmover · 12-09-2017, 11:41 AM

Let’s go to rural driving as Part Two:

I’ve stated I like 59-mph. That it’s an appreciable drop in mpg when just over 60-mph. Greater than the gain in dropping speed. And, that 58-62/mph covers the range of economy that is outside that of governed trucks. Highest average mpg will be without accel/decel events & steering changes. It also tracks the least discrepancy between set speed and average mph.

No matter what is the set speed, the real story is that discrepancy when it comes to best vehicle operation. Longevity, safety, reliability, available power, fuel economy. . they all track together.

The roads have a design speed. That’s first limit. And we’ve worked backwards on high traffic volume in a metro area to preserve average mph. Now, let’s look at those factors mentioned just above, their maintenance:

55-mph as the National limit not so long ago was to enable vehicles to get into top gear plus a few rpm, and to offset both rolling resistance and aerodynamic resistance at a reasonable speed. From hereon, take it for granted that the gap between average and set grows. For a given road with given difficulties, AND the pressure of traffic volume.

So I’ll boil this part down to the essential: traffic management.

When one is slower than other traffic it becomes a matter of getting them to flow around one in a timely manner. And, as today’s traffic is overwhelmingly selfish (and increasingly stupid), it comes down to how one positions ones self in ones lane. To influence a beneficial outcome.

My mirrors predict my future. What is past is soon to be present. When you’re as old as Freebeard (and me) theres more to my past than to my future. Same here.

Traffic ahead is disappearing ahead. Not many worries there. So how to get the cretins around me (as they continually demonstrate their inability). We’ve mentioned volume and spacing. It’s applicability here is simple:

Surrounded by other vehicles, ahead, behind and beside, I have severely screwed up as a driver.

As a man, in short, as it’s his duty. For this to not ever happen is the entire point of managing traffic. And to minimize the effect on my precious tenths, is our delicate edge. But only when we can pull it off. Safely.

It’s a given that the cretins will engage in all sorts of unsafe behavior to get around a slow vehicle. But I’m not blindly rolling along. I’m timing actions I’m going to take as they come up.

First, I maintain lane center. That lane is mine to use as I see fit. (Consider the shoulder as invisible). And, from long experience, I can tell you that the cretins don’t have a good awareness of the lane stripe. What they have is a basic “distance” between their vehicle and yours they’re relying upon. (They also don’t know where is the starboard side of their vehicle. It’s abstract, not visceral). We’re going to use that against them. Not every time and not in every similar situation. But enough to keep the flow rate constant.

When ol’ gumby79 on his cell phone is coming into the 100-200’ foot overtaking to passing range (this determination is his comparative rate of speed) I’ll want to move to the left of my lane to “force” him to the left of his. It’ll work. Before he’s next to me I’m back over to center or a hair farther.

When it’s me in the Kenworth coming around, you’ll want to “act” a little more stupid.

You’ve been observing these drivers, correct? Seen who may need a little tune-up?

Big truck drivers are (should be) very aware of their starboard blindness. They “tend” to overcompensate. Move a little farther than they should. So if I’m coming up on a drunk home-boy, sawing the wheel, singing Norteno, I’ll move pretty far to the left of the passing lane.

This keeps those passing honest. Should see the reaction of some truck drivers look down and over to me that I’m more sober than them. A lot more serious.

Next is a crowd looking to get around. Or a big truck with not much headway (low comparative rate). This is the more common problem. When it’s me in any vehicle I’ll be on the CB to the big truck and tell him when he moves left, I’ll cancel cruise and somewhat rapidly decelerate. That’ll get him around me quite quickly. And not allow others to jam up behind him. (If they jam up behind me, I just laugh at their dumb butts).

The goal is always spacing. Beside me, or in front of me. And even behind me.

Seeing what’s ahead of me tempers all of this. May not be worth the trouble on a crowded Interstate. On those days I’m cancelling cruise and backing off fairly often to keep spacing. And on those days my decel events add up and it becomes a chore on how to accelerate back to set speed. (Experience makes the difference. So practice).

12-09-2017, 11:41 AM	#32 (permalink)
slowmover Banned Join Date: Oct 2009 Location: Fort Worth, Texas Posts: 2,442 2004 CTD - '04 DODGE RAM 2500 SLT Team Cummins 90 day: 19.36 mpg (US) Thanks: 1,422 Thanked 737 Times in 557 Posts	Let’s go to rural driving as Part Two: I’ve stated I like 59-mph. That it’s an appreciable drop in mpg when just over 60-mph. Greater than the gain in dropping speed. And, that 58-62/mph covers the range of economy that is outside that of governed trucks. Highest average mpg will be without accel/decel events & steering changes. It also tracks the least discrepancy between set speed and average mph. No matter what is the set speed, the real story is that discrepancy when it comes to best vehicle operation. Longevity, safety, reliability, available power, fuel economy. . they all track together. The roads have a design speed. That’s first limit. And we’ve worked backwards on high traffic volume in a metro area to preserve average mph. Now, let’s look at those factors mentioned just above, their maintenance: 55-mph as the National limit not so long ago was to enable vehicles to get into top gear plus a few rpm, and to offset both rolling resistance and aerodynamic resistance at a reasonable speed. From hereon, take it for granted that the gap between average and set grows. For a given road with given difficulties, AND the pressure of traffic volume. So I’ll boil this part down to the essential: traffic management. When one is slower than other traffic it becomes a matter of getting them to flow around one in a timely manner. And, as today’s traffic is overwhelmingly selfish (and increasingly stupid), it comes down to how one positions ones self in ones lane. To influence a beneficial outcome. My mirrors predict my future. What is past is soon to be present. When you’re as old as Freebeard (and me) theres more to my past than to my future. Same here. Traffic ahead is disappearing ahead. Not many worries there. So how to get the cretins around me (as they continually demonstrate their inability). We’ve mentioned volume and spacing. It’s applicability here is simple: Surrounded by other vehicles, ahead, behind and beside, I have severely screwed up as a driver. As a man, in short, as it’s his duty. For this to not ever happen is the entire point of managing traffic. And to minimize the effect on my precious tenths, is our delicate edge. But only when we can pull it off. Safely. It’s a given that the cretins will engage in all sorts of unsafe behavior to get around a slow vehicle. But I’m not blindly rolling along. I’m timing actions I’m going to take as they come up. First, I maintain lane center. That lane is mine to use as I see fit. (Consider the shoulder as invisible). And, from long experience, I can tell you that the cretins don’t have a good awareness of the lane stripe. What they have is a basic “distance” between their vehicle and yours they’re relying upon. (They also don’t know where is the starboard side of their vehicle. It’s abstract, not visceral). We’re going to use that against them. Not every time and not in every similar situation. But enough to keep the flow rate constant. When ol’ gumby79 on his cell phone is coming into the 100-200’ foot overtaking to passing range (this determination is his comparative rate of speed) I’ll want to move to the left of my lane to “force” him to the left of his. It’ll work. Before he’s next to me I’m back over to center or a hair farther. When it’s me in the Kenworth coming around, you’ll want to “act” a little more stupid. You’ve been observing these drivers, correct? Seen who may need a little tune-up? Big truck drivers are (should be) very aware of their starboard blindness. They “tend” to overcompensate. Move a little farther than they should. So if I’m coming up on a drunk home-boy, sawing the wheel, singing Norteno, I’ll move pretty far to the left of the passing lane. This keeps those passing honest. Should see the reaction of some truck drivers look down and over to me that I’m more sober than them. A lot more serious. Next is a crowd looking to get around. Or a big truck with not much headway (low comparative rate). This is the more common problem. When it’s me in any vehicle I’ll be on the CB to the big truck and tell him when he moves left, I’ll cancel cruise and somewhat rapidly decelerate. That’ll get him around me quite quickly. And not allow others to jam up behind him. (If they jam up behind me, I just laugh at their dumb butts). The goal is always spacing. Beside me, or in front of me. And even behind me. Seeing what’s ahead of me tempers all of this. May not be worth the trouble on a crowded Interstate. On those days I’m cancelling cruise and backing off fairly often to keep spacing. And on those days my decel events add up and it becomes a chore on how to accelerate back to set speed. (Experience makes the difference. So practice).