Distracted Drivers? A $20,000 Honda to the Resque

Interesting excerpts from [a] $20,000 Self-Driving Vehicle Hits the Road:

• There is a growing availability of advanced-driver assistance systems, or ADAS, such as lane-keeping assist, automatic braking or adaptive cruise control in the market. As auto makers offer the components needed to power these functions in option packages as low as $1,800, they are being snapped up at a far higher rate than electrified vehicles.
• Reckless behavior is standard on America’s highways as people spend more time with their thumbs and eyes on a smartphone rather than on the road. Data indicates drivers are aware of their need for help.
• NHTSA estimates 10% of all drivers 15 to 19 years old involved in fatal crashes were reported as distracted—the largest proportion of drivers who were distracted at the time of the accidents.
• Auto makers are scrambling to accelerate autonomous technology. Tesla Motors Inc. has led the way with self-piloted features; Daimler AG ’s Mercedes-Benz is proliferating ADAS across its lineup; and General Motors, planning to introduce a “Super Cruise” semiautonomous system on pricey Cadillacs next year, is sinking $1.5 billion into two Silicon Valley startups that could help its cause.
• Honda’s new Civic, much of the drive can be completed with hands off the wheel and foot off the accelerator as long as lane markings remain visible and another vehicle is in front of the car. A camera mounted at the rearview mirror watches the road, and the car’s central nervous system tells components when to slow down, swerve or slam the brakes.
• People will pay more than the $20,440 that Honda is asking. Executives at Nissan Motor Co. ’s Infiniti brand estimate 15% of buyers for the Q50’s $3,200 “technology package”—a suite of features that lets the $55,000 car drive on its own. That’s three times as many people who pay extra to buy a hybrid-electric version.

A Public Intellectual of Hawaii: Panos Prevedouros

A conversation with Dr. Keli'i Akina, president of the Grassroot Institute, about traffic congestion, Honolulu rail and Hawaii's renewable energy plans.

Taped for an hourly show for Think Tech on channel OC16.

Also in the past two weeks, quoted in:

• Ige tax hike plan would fill budget holes, not potholes
• City’s traffic ranking improves
• Contraflow to last another week as crews shore up second stretch of crumbling highway

Kapolei should have never happened

In her article titled Kapolei Hale turns 15 and the accompanying video Kapolei: Oahu's Second City?, reporter Jayna Omaye and videographer Kimberly Yuen present the story of Kapolei which, starting in 1990, took pure agricultural or unimproved land and began changing it into a "second city."

“Kapolei is a planning disaster,” said Panos Prevedouros, a civil engineer who has taught at UH for 25 years and specializes in transportation engineering and infrastructure sustainability. “It’s a bedroom community. It didn’t develop into a Second City. It developed as pure mainland-style suburbia.”

Prevedouros said traffic congestion and the lack of infrastructure and jobs point to Kapolei continuing on the path to become “Anywhere, USA.”

George Atta, DPP director, said Kapolei should have been developed with higher densities and in clusters, adding that building heights are 150 feet. Kapolei should grow in nodes, with each having its own characteristics and that should eventually connect — similar to downtown Honolulu and its Ala Moana, Kakaako and Waikiki neighborhoods, he said.

Kapolei should have never happened.  Honolulu should have developed into a dense urban strip from Salt Lake to Waikiki, a 10 mile corridor. In it mass transit would have succeeded with a compact high capacity, partially underground rail line.  But the powers that be and the planners who serve them opted for a double disaster. Kapolei's suburban sprawl 20 miles away from the city and an expensive, elevated rail system to permanently tether the second city to the first.  Bad plans lead to bad solutions and high costs.  And that's all we are reaping.

Why Could Driverless Cars Fizzle Out?

I have been collecting materials to compose a "contrarian article" to the hype about driverless vehicles.  I should be clear that I support driverless technologies but I am skeptical of fully autonomous, driverless vehicles.

I believe that many more components to automate driving will be added to the existing adaptive cruise control available to several mid-range and most luxury vehicles. These technologies improve both comfort and safety and they are quite readily accepted by the vehicle owners and users. For example the loaded version of the new Toyota Prius will have automated lane keeping and car following. (See Toyota's extensive list of automated driver support systems.)

Fully automated pods, cars, trucks and buses is another story, as explained in Why Driverless Cars Will Screech to a Halt.

The article may be off putting with remarks like .... "It’s clear that Uber and some of the other companies are professional carnival barkers engaged in an amazingly brash self-driving con."

However, it is spot on for huge issues like this... "But here is where we have to stop for a moment and think a bit more deeply about the unfolding plot of this science-fiction movie. Approximately 1.6 million Americans are truck drivers, and their jobs are on the hockey-mask-wearing villain’s chopping block. Is it really all that “efficient” to unleash a technology that will wipe out all these jobs? Isn’t it also efficient for people to have gainful employment?"

Remember, when it comes to politics... "it's the economy, stupid"... is the bottom line.  Killing off millions of bus, truck and taxi driver jobs is a vastly unattractive proposition.

Hawaii's Coastal Highways

Sea level rise and extreme weather events can wash out portions of coastal highways.  This has happened several times on Oahu and many other locations.  With increasing population and traffic volume, the temporary loss of lanes or entire roadway cross sections becomes a major threat to public health and safety, let alone a threat to daily life and long term economy. Coastal roadway segments must be made more resilient to weather effects and reliable for operations regardless of storm surges.

As I outlined in a report that was the top story on Hawaii News Now (on Feb. 17, 2016--also see note 1) "Long-term solution for erosion along Kamehameha Highway won't come cheap", in general terms, the solution may come in three options, each one more suitable to various coastal highway segments (i.e., not one size fits all.)

1. Maintain the location of the current highway and elevated it by, say, 10 ft. This is a land protection option similar to those in low lying countries such as The Netherlands.
2. Relocate the highway several hundred feet inland and at a higher elevation.
3. Keep the highway largely as is and add jetties, lagoons and breakwaters to widen the coastline and isolate the highway from the forces of the ocean.

The first option requires no transportation work, but it has tremendous impacts by separating the community from the coast and a host of drainage issues. However, this "walling" option may be necessary for the effective protection of property and lives along specific sections, and at locations were current and other ocean forces make the deployment of option 3 impractical.

The second option attempts to develop a new highway in mostly agricultural, Hawaiian homestead or pristine nature areas, all of which are likely to generate insurmountable community and environmental impacts. However, there may be short segments where this option is economical and the impacts are small or moderate. For example a re-alignment of Kam. Hwy. away from Turtle Bay has been outlined in Hawaii DOT plans. Also for this option, the highway may be elevated which minimizes the disruption to lands underneath but it increases costs and reduces accessibility. Low height elevated segments may be necessary for wetland protection.

The third option, jetties and artificial ponds, is the most attractive because it protects the highway and communities, substantially reduces beach erosion and at some places adds beach or ocean recreation space. Its downside is some destruction of marine environment but some of this may be offset by the creation of traditional Hawaiian fishponds. This option also has the potential to be combined with wave action or high/low tide power generation by devices at key locations of the ponds (i.e., tidal power plants). An approximation of the proposed ponds is the lagoons at Ko'olina pictured below.

Notes
1: Two weeks later, on February 29, 2016, another segment of the same road failed due to waves, as covered in: Contraflow to last another week as crews shore up second stretch of crumbling highway.