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Unmentioned Energy Fix: A 55 M.P.H. Speed Limit
The New York Times ^ | May 1, 2005 | Jad Mouawad and Simon Romero

Posted on 05/01/2005 6:19:00 AM PDT by MississippiMasterpiece

President Bush made it clear last week that he sees no quick fixes to the nation's energy woes. The problem has been long in coming, the argument goes, and so will the solutions. But if history is any guide, there is one thing he could do immediately: bring back the 55 miles-per-hour speed limit.

It has been done before. Along with record oil and gasoline prices, improvements in fuel efficiency and a lasting economic recession, speed limits helped curb fuel consumption for the first time in American postwar history between 1974 and 1984.

Of course, energy eventually became cheap again, the economy expanded and Americans became complacent and unwilling to make more sacrifices.

Instead of opting for small fuel-efficient cars, people switched to large sport utility vehicles and larger pickups. As drivers groaned and states fought for their right to speed, the limit was raised.

While oil consumption in most industrialized nations has either leveled off or declined, in the United States, oil demand has soared 38 percent since the first oil shock of 1973.

The Bush administration's focus over the last four years has been to increase the supply of oil and natural gas, which are also priorities for the energy industry, instead of finding ways to cut back on energy demand, which until very recently has been left out of the picture.

"We are in a boxing match, and the president keeps one hand tied to his back," said Steven Nadel, the executive director for the American Council for an Energy-Efficient Economy, a nonprofit research group in Washington. "We're punching with supplies and not using demand. We're at a disadvantage."

Other industrialized countries, especially in Europe, have been much more successful than the United States and have managed to actually lower oil demand, or at least keep it in check. That comes from higher diesel use and higher taxes. In France and Germany, a gallon of gasoline sells for as much as $6, with taxes accounting for about 80 percent of that.

Few politicians in America might risk ridicule or rejection by explicitly supporting higher taxes on gasoline, one of the surest ways to limit the nation's dependence on oil.

"Even the least outrageous gasoline tax would have choked off some demand, and the money would have gone to our own government instead of being transferred overseas," said Robert K. Kaufmann, a professor of geography at the Center for Energy and Environmental Studies at Boston University. "Of course, that would have to involve personal sacrifice, which is off the table politically."

There are other ways to curb consumption that may be only slightly less challenging, analysts say. One would be to increase the average mileage per gallon requirement. After Congress passed legislation forcing automakers to act in 1975, average mileage almost doubled to 27.5 miles a gallon in 1987 from 14 in 1972. But it has since slipped back to 24 because of S.U.V.'s, and Congress shows no inclination to toughen the standards.

Another way to sharply reduce demand - and improve mileage - would be to encourage drivers to buy diesel cars, which offer as much as 60 percent more fuel efficiency, said Theodore R. Eck, an energy consultant and former chief economist at the Amoco oil company.

"The neat thing here is that this is off-the-shelf technology," he said. But the trade-off to diesel fuels also includes higher emissions of nitrate oxide, a pollutant that is responsible for smog.

In a recent speech, President Bush suggested that diesel cars might be made eligible for similar income tax credits as hybrid cars, which are quickly turning into best sellers with long waiting lists.

The present predicament behind high oil prices is quite different than the oil shocks of the 1970's and 1980's, which were a result of producers in the Organization of Petroleum Exporting Countries cutting oil supplies. Today, the price shock comes from rapidly increasing demand, driven largely by China, but also by the United States and its strong car culture.

After rising 33 percent in the last year, crude oil prices in New York slipped below $50 a barrel on Friday for the first time in 10 weeks. They closed down nearly 4 percent at $49.72 a barrel.

Still, Americans can expect to pay record prices for gasoline this summer. According to the latest national average compiled by the Energy Department, gasoline prices at the pump averaged $2.24 a gallon, up 42 cents from last year; they are expected to touch a record $2.35 a gallon this summer.

Polls show that higher gasoline prices are increasingly hurting Americans, and the president is pressing Congress to revive an energy bill that has been stalled for four years.

Since the last energy shock of the 1980's, the economy as a whole has shifted toward services and away from heavy industry and is now less dependent on oil than it once was. But that has been more than offset by the rise of oil demand for the transportation sector, which accounts for two of every three barrels of crude oil consumed here; gasoline alone amounts to half the nation's oil consumption.

"We've had this situation building up for years, and yet the focus continues to be on the very long term," said Shirley Neff, an adjunct professor at Columbia University and a former economist on the Senate Energy Committee. "We have to focus on demand and be more efficient in our energy use. We need something like an Apollo program for the transportation sector."

But restricting demand might also weaken economic growth, an unpalatable prospect for any government, especially at a time when some are already blaming energy costs for a slowdown in growth.

"It's true that there is a limit to what you could achieve through a traditional energy policy in one or two years," said Fridtjof Unander, an analyst with the International Energy Agency, which advises industrialized nations on ways to reduce their consumption.

The 55 miles-per-hour speed limit came as a result of the 1973 Arab oil embargo. The Nixon administration ordered states to lower their maximum limit to save fuel at a time when the first oil shock threatened to bring the economy to a standstill.

After steadily rising each year, gasoline demand suddenly stopped growing in 1974 and remained nearly flat for the next decade, keeping oil consumption in check.

Roland Hwang, the vehicles policy director at the Natural Resources Defense Council in San Francisco, estimated the savings of the speed limit in 1983 at 2.5 billion gallons of gasoline and diesel fuel, or 2.2 percent of the total use for these types of fuels.

But as gas lines faded from people's memories and energy prices went down, the federal speed limit was relaxed in 1987, allowing states to set higher caps of 65 miles an hour. Once more, gasoline consumption surged.

Smaller efforts today could make a difference. For example, driving at 10 miles an hour above the 65 miles-per-hour limit increases fuel consumption by 15 percent; inflating tires properly cuts gasoline use by 2 percent; keeping engines idle while in line wastes millions of gallons.

The trouble is that few drivers bother with these suggestions, Mr. Hwang said. "People are basically too lazy to pump their tires up."


TOPICS: Business/Economy; Culture/Society; Government; News/Current Events
KEYWORDS: cluelesscityslicker; energy; hellno; nytsucks; pantload
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To: RightFighter
I'm sure that each car has a "sweet spot" where they mileage is maximized

I discovered the "sweet spot" in my 1997 Saturn SL1 while on a trip up north. (I won't say what provinces).

Did a hundred for one complete gas tank... got 45+MPG!

At 75 MPH down here I get 39 to 40 MPG.

At 65 MPH I get 41 to 42 MPG.

I don't know what it gets at 55 MPH.

The thing has 415,000+ miles on it now, still going strong without a squeek or a rattle.

181 posted on 05/01/2005 12:28:59 PM PDT by Mogger (Independence, better fuel eonomy and performance with American made synthetic oil.)
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To: 19th LA Inf
They killed it for a while, anyhow.

But, I think if fuel prices remain relatively high, Americans will be willing to look at diesels in automobiles again, once they are made aware of the current state of diesel engines.

After all, they've been increasingly popular in light trucks in this country.

182 posted on 05/01/2005 12:36:47 PM PDT by B Knotts (Viva il Papa!)
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To: MikeinIraq; Paladin2
I have to respectively disagree with Paladin2. The factors which he lists in his explanation are referred to collectively as "rolling resistance." Rolling resistance increases somewhat linearly with speed; whereas, air resistance increases exponentially. At low speeds, rolling resistance is the major factor, but for any car, there is going to be a point at which air resistance takes over and does so very quickly, due to its exponential nature. For the average car, this seems to be around 55 mph. Now, the only question is, "Does a Chrysler Concorde vary that much from the average car out there?" I would tend to say no, but I don't own one.
183 posted on 05/01/2005 12:41:09 PM PDT by rkhampton
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To: MississippiMasterpiece
The trouble is that few drivers bother with these suggestions, Mr. Hwang said. "People are basically too lazy to pump their tires up."

"Mr. Hwang" can kiss my grits. This is about as useful as recycling gum wrappers. Gibbering idiots.

184 posted on 05/01/2005 12:44:42 PM PDT by hinckley buzzard
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To: MississippiMasterpiece
I drove several years when it was 55 mph on ALL roads back in the mid 80's ! This was one law I had the most contempt for ! Even the Western states had contempt for it with their low fine/no points for minor speeding such as Montana and Nevada.

I know insurance executives would like to see it return since they would get to charge you extra for getting cited for driving at a reasonable speed such as 70 mph even though the S/L is 55 mph.

Indiana where I am from, the state legislature has finally decided to raise the speed limit effect July 1. It will 70 mph on rural interstates and 60 mph on divided 4 lane highways which should be 65 or 70 mph.

Today, I do a lot of traveling such as to Indiana and California and 55 mph would take much more time versus 75 mph limit which I can push 80 or 85 mph. This is also why I oppose the part of the Real ID Act requiring states to join the Driver License Agreement (DLA) since it would require the state you are licensed in to assess points for out of state tickets (incl. Mexico and Canada). If states are forced into the DLA along with a return of the contemptuous 55 mph, road trips would suck ! Either drive 55 mph or risk a ticket for traveling at a reasonable speed.
185 posted on 05/01/2005 12:52:42 PM PDT by CORedneck
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To: hinckley buzzard

Pumping up the tires can be a big deal as most recommended settings are based on giving a good ride and not being able to generate enough cornering force to roll the vehicle over. If your tires are below the recommended settings, they are a long way from being optimal for fuel economy. It may only be a few percent effect, but it is available for FREE. Be careful though. (;-0>


186 posted on 05/01/2005 12:55:56 PM PDT by Paladin2 (Don't Tread on Me; Live Free or Die)
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To: Paladin2
Instead of making A.T's illegal, require someone to know how to drive a standard transmission before they are allowed to have a license.

Ever since I had owned my own cars/trucks, they were stick shifts. This leads to a peeve I have about cars these days. Most cars, you cannot even order a standard. It is automatic transmission only even on some of the German cars such as MB and even the Japanese cars/trucks as well.

Buy a turbo diesel. Eschew Automatic Transmissions (in fact make ownership of such illegal).
187 posted on 05/01/2005 12:57:59 PM PDT by CORedneck
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To: rkhampton

There could also be some other variables. As the Federal emissions and fuel economy tests are performed at speeds below 65, it is possible to run slightly lean at higher speeds and gain a few percentage points of engine efficiency. Note that it is difficult to fill the gas tank to the same level every fillup. A half gallon fill difference (1/4 gallon both ways) can make a big difference in the calculated fuel economy. Running tests can result in lots of variability unless the measurement system is quite capable and lots of variables are well controlled. That's one reason why they say "your mileage may vary".


188 posted on 05/01/2005 1:01:23 PM PDT by Paladin2 (Don't Tread on Me; Live Free or Die)
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To: Paladin2
One can perform some coastdowns on the highway (time to go from 85 to 75, 80 to 70, etc), weigh your vehicle and get a rough approximation of the work necessary to go a certain speed. do this over a number of speed ranges and then calculate the required HP and regress is against speed.

The power absorbed by rolling resistance will be proportional to velocity, but the force it produces IS (roughly speaking) constant as a function of speed. Similarly, the power consumed by by aero drag is proportional to the cube of the vehicle's velocity, but the retarding force is proportional to the square of the velocity.

189 posted on 05/01/2005 1:12:57 PM PDT by longshadow
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To: MississippiMasterpiece

This 55 mph speed limit is this East Coast mentality of "we know what is best for you" and you will like this "one size fits all". Only the Easterners are so arrogant !


190 posted on 05/01/2005 1:13:05 PM PDT by CORedneck
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To: rkhampton

"Double your speed and you quadruple air resistance."


I don't plan on running 110 MPH.


191 posted on 05/01/2005 1:14:20 PM PDT by cripplecreek (I don't suffer from stress. I am a carrier!)
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To: 19th LA Inf
My dad owned a Olds Cutlass Diesel. It was a dog ! It couldn't get out of its own way even if it wanted to !
192 posted on 05/01/2005 1:15:23 PM PDT by CORedneck
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To: Grampa Dave

Higher taxes would just make it more devastating for those of us who already can't afford gas to go to work.


193 posted on 05/01/2005 1:18:24 PM PDT by skr (May God bless those in harm's way and confound those who would do the harming)
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To: MississippiMasterpiece

I guess if he scores one, he'll just radio ahead to the rest of the trap.

194 posted on 05/01/2005 1:19:35 PM PDT by jws3sticks (Hillary can take a very long walk on a very short pier, anytime, and the sooner the better!)
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To: babyface00
However, its very possible that a given vehicle will give better mileage at the higher of two speeds, depending on how that mix of factors combines for that particular vehicle at those two speeds.

For a normal vehicle that might be true if the difference in the speeds was say 60 vs. 55 but for 55 and 75 the relative velocities for a given Cd preclude that.

195 posted on 05/01/2005 1:20:31 PM PDT by Nov3 ("This is the best election night in history." --DNC chair Terry McAuliffe Nov. 2,2004 8p.m.)
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To: MississippiMasterpiece

196 posted on 05/01/2005 1:20:49 PM PDT by jws3sticks (Hillary can take a very long walk on a very short pier, anytime, and the sooner the better!)
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To: cripplecreek
I don't plan on running 110 MPH.

OK, at 75 mph then. 75 is 36% greater than 55, but the air resistance goes up to 1.362=1.86, and increase of 86 percent. It's the same principle at any speed over 55.

197 posted on 05/01/2005 1:29:09 PM PDT by rkhampton
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To: Grampa Dave
French drivers pay over $5 a gallon for gasoline, $3.75 of that in taxes, compared with $1.90 a gallon on average in the United States, with only 41 cents of that going to taxes."

Another reason to despise the French, and anybody that would advocate more TAXES to encourage (FORCE) that myth called conservation.

198 posted on 05/01/2005 1:29:20 PM PDT by BOBTHENAILER (One by one, in small groups or in whole armies, we don't care how we do, but we're gonna getcha)
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To: MississippiMasterpiece

The NY Times should save energy by shutting off their printing press.


199 posted on 05/01/2005 1:43:35 PM PDT by ndkos
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To: muleskinner
If car A gets 20MPG at 55mph, what will the milage be at 65, 70, 75?

It depends on the car. If the car has poor aerodynamics, the aero drag will overwhelmingly dominate the calculation. If the car is slippery to the air, the rolling resistance will play a larger % role until the speeds get sufficiently high for the aero drag to dominate.

But for illustrative purposes, lets assume at 55 rolling resistance and aero drag are roughly equal to each other. (That may not be exactly accurate, but it varies from car to car, and provides us with a convenient basis for our calculation.)

A 10 mph increase from 55 to 65 increases aero drag by about 40%, but since we assumed that at 55, aero drag = rolling drag = 50% of total drag, then the the total drag increases 20%.

If we go from 55 to 70, aero drag increases 61%, so total drag goes up half that: 30.5%

If we go from 55 to 75, the aero drag goes up by 85%, or total drag increases by 42.5% compared to 55....

And since fuel consumption at constant speed (assuming no hills) is proportional to the total drag, you get some idea of what happens to fuel economy as speed increases.

Caveat: the increase in drag and hence fuel consumption can be offset to some extent by design choices that will optimize fuel economy at higher engine speeds versus lower engine speeds. From a volumetric efficiency stand point, and engine produces maximum energy out per unit of the energy of the fuel used when it runs at wide open throttle at the engines torque peak. Depending on the engine/valve timing and gearing in the drive train, it is possible to have a car's engine be more fuel efficient per unit of fuel consumed at a higher speed, but this is quickly offset by the exponential rate of growth in the aero drag. Also, given the government mandated mileage tests for all models of cars, and the way they are calculated, it would make no sense for a auto manufacturer to design a vehicle with an engine/drivetrain optimised for high speed driving, because it likely would get lower ratings on the Federally mandated mileage tests than if they design it for a compromise between "City" and "highway" driving.

That said, fuel consumption just isn't an appropriate standard by which to set speed limits; safety arguably is, and if we accept safety as the prime issue in decideing speed limits, 55 is a killer on superhighways -- it's just too slow.

How does the profile figure into that calculation?

Aero drag is proportional to frontal area; if you reduce frontal area by 10% and keep the same drag coefficient, the aero drag drops by 10% (now you know why some NASCAR team once built a 9/10ths scale car, and reputedly beat the crap out of their competitors; that was one of the reasons they introduced the use of body templates, to put a stop to aerodynamic cheating).

Similarly, if your car is huge in frontal area, the effects of aero drag will begin to dominate at a slower speed than for a car with smaller frontal area.

Caveat: the above assumes vehicles with similar coefficients of drag. That's why a motorcycle, which weighs much less and has much less frontal area than a car, gets mileage that's very similar to that of a car. From the standpoint of a bunch of air molecules, a motorcycle and rider represent something like a brick trying to punch through the air, whereas modern cars have MUCH lower drag coeffecients than motorcycles. They may be bigger, and thus affect more air molecules than the motorcycle, but they abuse the air molecules much less.

200 posted on 05/01/2005 1:58:45 PM PDT by longshadow
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