Download Reason Speed [UPDATED]

So yeah, I went through my door, closed it, and it tried pushing me back. It tried pushing me back into the rock, and the rock tried pushing me back into the door. I was trying to reopen my door, but I was really bouncing back and forth pretty hard. After 3 minutes stuck in this jittery limbo, the server kicked me, gave the reason: facepunch - speed hacks. Now I'm worried about going to get VAC banned or something. Should I be concerned?

Many cities are permanently reducing posted speed limits on some streets to 20 miles per hour. Speed limits on some busy, major urban arterials are also being reduced. In many cases, lowering these speed limits is part of the Vision Zero campaign aimed at well-intentioned goals of reducing traffic fatalities and injuries.

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Transportation engineers agree that posted speed limits for arterials, which are the backbone of many urban road networks and designed to quickly transport people through large areas, need to be set at, or close to, the 85th percentile speed. The National Motorists Association reports:

For example, an 18-month study following an increase in the posted speed limit along the New York Thruway from 55 to 65 mph, determined that the average speed of traffic, 68 mph, remained the same. A national study conducted by the Federal Highway Administration also concluded that raising or lowering the speed limit had practically no effect on actual travel speeds.

Transportation officials should recognize that speed limits need to be customized to specific road types and travel patterns. Local streets and roads certainly need to ensure that they take all pedestrians, school zones, cyclists, and other factors into consideration. On local streets, making intelligent infrastructure decisions and changes that lower designed speeds to best serve all groups safely should be a primary goal.

However, busy car-focused urban arterials need to be set at the 85th percentile to best serve public safety and mobility. Reasonable speed limits help traffic flow at a safer, more uniform pace. But a one-speed-suits-all approach that calls for lowering speed limits across the board would be misguided.

Windows 10 is smooth. But when moving large files such as .vmdk files out of the SSD, the read speed is only ~2MB/s, and the system become sluggish. It is so sluggish that opening a web page in Chrome take 10 seconds.

Maybe the reason is .vmdk is highly fragmented, but the point of SSD is good random reading performance. So a file read making the system sluggish is not normal at all considering the system should have a good disk I/O QoS system to satisfy system I/O need first.

A. A person shall not drive a vehicle on a highway at a speed greater than is reasonable and prudent under the circumstances, conditions and actual and potential hazards then existing. A person shall control the speed of a vehicle as necessary to avoid colliding with any object, person, vehicle or other conveyance on, entering or adjacent to the highway in compliance with legal requirements and the duty of all persons to exercise reasonable care for the protection of others.

B. Except as provided in subsections C and D of this section or except if a special hazard requires a lesser speed, any speed in excess of the following speeds is prima facie evidence that the speed is too great and therefore unreasonable:

D. The maximum speed provided in this section is reduced to the speed that is reasonable and prudent under the conditions and with regard to the actual and potential hazards then existing, including the following conditions:

E. A person shall not drive a motor vehicle at a speed that is less than the speed that is reasonable and prudent under existing conditions unless the speed that is reasonable and prudent exceeds the maximum safe operating speed of the lawfully operated implement of husbandry.

The 110 km/h is back in the debates these last weeks, in a context of urgency to reduce oil consumption. Last but not least, the International Energy Agency has presented the reduction of speed on highways as the first lever to reduce oil consumption in advanced countries [fn] Speed reduction is the first lever cited in the list of 10 recommendations and the second in terms of potential (430 thousand barrels per day, including 290 for cars and 130 for trucks), just behind a proposal that includes carpooling and other practices such as reduced air conditioning and better tire inflation (470 thousand barrels in total) [/fn].

To understand why the 110 km/h on highways is often quoted these days, here are 10 reasons why this measure is interesting and deserves to be quickly implemented in the current context (rising oil prices, possible embargo on Russian oil, climate emergency).

The current transportation system has been built over many decades by interactions between land use, lifestyles and economic activities that maintain dependence on the private car and oil. This explains the current strong inertia of the system, and the difficulty of achieving rapid changes in the transport transition [fn] The five levers of energy transition in transport cited by the French national low-carbon strategy (SNBC) are: moderation of transport demand, modal shift, improvement of vehicle filling, energy efficiency, and energy decarbonization. There are often significant inertia to achieve significant decreases in oil consumption through the use of these levers, which are also studied in their contribution in the past and by 2050 in the thesis linked above (on the speed of implementation: see Table 21, page 241). [/fn]

This phenomenon has already been observed, since the introduction of speed cameras from 2003 onwards has probably had a very significant impact in reducing car traffic over this period [fn] Since speed and travel time are a major determinant of mobility behavior, slowing down limits the potential rebound effect of the measure on miles traveled that might be expected from the savings. This is all the more the case in a context where fuel prices are high and thus limit the risk of a rebound effect.[/fn].

Also, by reducing the speed of the car, it gives an incentive to modal shift to train or bus (limited to 100 km/h), for which it is in comparison very expensive or very difficult to increase the commercial speed. Of course, it is also important to limit air traffic to avoid a shift to this mode.

Indeed, speed feeds certain vicious circles playing on the increase of the weight of vehicles. In particular, because speed requires greater engine power, the weight of these engines increases. Also, higher speeds require greater protection and safety equipment. These weight increases can affect the volume of vehicles and limit their aerodynamics, limiting the fuel efficiency of vehicles. This will require more powerful engines, again feeding the previous vicious circles.

On the contrary, a 110 km/h limit in France would facilitate virtuous circles in the opposite direction, encouraging the production and sale of vehicles that are more economical in terms of weight, power and maximum speed. This would be all the more the case if speed limits were brought to the European level, by integrating incentives for sobriety or standards (such as the maximum speed of vehicles, why sell cars that can drive at 176 km/h?) in the European regulations for new vehicles.

One might think that there is less interest in electric vehicles, which emit less CO2 in use. And yet, the reduction in energy consumption from 130 to 110 km/h is 24% for electric cars, even more than for the current fleet of thermal vehicles (-16%). Therefore, some of the virtuous circles related to speed reduction, as mentioned above, are also valid for electric vehicles. And reductions in energy consumption can be beneficial in two ways.

Option 1: with equivalent battery capacity, they can increase the range and the number of kilometers covered without recharging. By the way, lesser stops to recharge the vehicle on long trips will eventually allow to avoid recharge times, highlighting a trade-off between traffic speed and break times to limit the total travel time.

In particular, it is about the reduction of air pollution and noise pollution, the latter being essentially the result of aerodynamic noise at such speeds. It is also a matter of reducing congestion, because the higher the speed to reach a congested area, the more it is reached and reinforced.

Another advantage that we can think about is the accidentology, although the highways are not the most accident-prone roads. This reduction is also part of a global movement to reduce speed on the roads, including the 30 km/hin built-up areas (which could be reinforced at present to make active modes safer) or the recent change to 80 km/h outside built-up areas, a limit that is all the easier to comply with when leaving highways at 110 km/h than at 130 km/h.

But the context of the war in Ukraine, the resulting urgency to reduce our consumption quickly and the rise in oil prices are certainly changing the situation, making this kind of effort more acceptable. It is not surprising that the speed limits of 90, 110 and 130 km/h on French roads were put in place following the first oil crisis.

Also, these measures must be applied to the whole population and not only to the less fortunate households who will probably already apply for part of the speed reduction, one of the main strategies during the fuel price increases, without strong questioning of the behaviors.

The above indicates that slowing down speeds or eco-driving can naturally be part of coping strategies in the face of rising oil prices, as they imply limited changes in mobility behaviors, for all those who do not have the possibility to move away from oil dependence in a stronger way (by telecommuting, using bicycles, public transport, or switching to electric vehicles).

Thus, while the theoretical effect is an 18% increase in travel time for a given distance (or +8 to 9 minutes per 100 km), in reality travel times are much less impacted, especially if the off-highway portion is high, but also because the current highway speed is 118 km/h on average, that it makes traffic flow more smoothly, that long journeys are also marked by breaks, slowing down, etc. Real-world tests tend to confirm these much smaller than expected impacts on travel times. e24fc04721