bus/rail integration plan for the airport station group

Bus/Rail Integration Plan for the Airport Station GroupFinal
Prepared for: Honolulu Authority for Rapid Transportation
Final Bus/Rail Integration Plan for the Airport Station Group Page i
Table of Contents 1 Introduction........................................................................................................... 1
2 Bus/Rail Integration Plan Overview for the Airport Station Group........................ 6 2.1 Factors Affecting the ASG Bus/Rail Integration Plan ................................. 6 2.2 Characteristics of ASG Station Areas ........................................................ 8
3 Bus Network Serving ASG Stations .................................................................... 11 3.1 Current Bus Network in ASG Station Areas ............................................. 11 3.2 Planned Bus Network in ASG Station Areas ............................................ 12 3.3 Bus Route Changes from FEIS ................................................................ 19
4 Recommended Bus Facilities at ASG Stations ................................................. 22 4.1 Pearl Harbor Naval Base Station ............................................................. 22
4.1.1 Bus Services ............................................................................. 22 4.1.2 Operational Considerations ...................................................... 26 4.1.3 Bus/Rail Integration Features ................................................... 26 4.1.4 Integration of Other Modes ....................................................... 29
4.2 Honolulu International Airport Station ...................................................... 30 4.2.1 Bus Services ............................................................................. 31 4.2.2 Operational Considerations ...................................................... 33 4.2.3 Bus/Rail Integration Features ................................................... 33 4.2.4 Integration of Other Modes ....................................................... 36
4.3 Lagoon Drive Station ............................................................................... 38 4.3.1 Bus Services ............................................................................. 38 4.3.2 Bus/Rail Integration Features ................................................... 41 4.3.3 Integration of Other Modes ....................................................... 44 4.3.4 Bus Services ............................................................................. 45 4.3.5 Operational Considerations ...................................................... 52 4.3.6 Bus/Rail Integration Features ................................................... 52 4.3.7 Integration of Other Modes ....................................................... 54
4.4 Pedestrian Connections at ASG Stations ................................................ 54
Appendix
Figures
Figure 2-1: Ala ‘Auana Street Realignment for Planned Consolidated Rental Car Facility........................................................................................................ 9
Figure 3-1: 2030 Bus Network Serving ASG Stations ................................................... 13 Figure 3-2: 2030 Bus Network Serving Kalihi and Downtown out of Middle Street
Transit Center .......................................................................................... 14 Figure 4-1: Pearl Harbor Naval Base Station On-street TheBus and TheHandi-
Van Layout—2019-2030 .......................................................................... 24 Figure 4-2: Honolulu International Airport On- street TheBus and TheHandi-Van
Layout—2019-2030 ................................................................................. 35 Figure 4-3: Above-Grade Pedestrian Connections between Honolulu
International Airport Station and Terminals .............................................. 39 Figure 4-4: Lagoon Drive On-street TheBus and TheHandi-Van Layout—2019-
2030......................................................................................................... 42 Figure 4-5: Middle Street Transit Center Station On-street TheBus and
TheHandi-Van Layout—2019-2030 ......................................................... 47 Figure 4-6: Wayfinding Example at an LRT Stop (Portland, Oregon) ............................ 55
Tables
Table 2-1: 2030 Summary of Passenger Volumes at Bus Stops by Station Location ..................................................................................................... 7
Table 2-2: Daily Demand by Mode of Access at Airport Station Group Stations ............. 7 Table 3-1: Phasing of Bus Service in the ASG .............................................................. 15 Table 3-2: Characteristics of Bus Routes Serving the ASG in 2030 .............................. 15 Table 3-3: 2030 Expected Bus Route Changes Compared to FEIS Appendix D .......... 20 Table 4-1: Pearl Harbor Naval Base Station Bus Service Changes by Year ................. 23 Table 4-2: Pearl Harbor Naval Base Station Bus Operations in the Years 2019-
2030......................................................................................................... 28 Table 4-3: Honolulu International Airport Station Bus Service Changes by Year .......... 31 Table 4-4: Honolulu International Airport Station Bus Operations in the Years
2019-2030................................................................................................ 34 Table 4-5: Lagoon Drive Bus Service Changes by Year ............................................... 40 Table 4-6: Lagoon Drive Station Bus Operations in the Year 2019-2030 ...................... 43 Table 4-7: Middle Street Bus Service Changes by Year ............................................... 46 Table 4-8 Middle Street Transit Center Station Bus Operations in the Years
2019-2030................................................................................................ 48
Page ii Final Bus/Rail Integration Plan for the Airport Station Group April 2014 Honolulu Rail Transit Project
Acronyms and Abbreviations ADA Americans with Disabilities Act ASG Airport Station Group DHHL Department of Hawaiian Home Lands DPP Department of Planning and Permitting, City and County of Honolulu DTS Department of Transportation Services, City and County of Honolulu EB eastbound ‘Ewa toward the west FEIS Final Environmental Impact Statement GEC General Engineering Consultant HART Honolulu Authority for Rapid Transportation JBPHH Joint Base Pearl Harbor-Hickam Koko Head toward Diamond Head makai toward the sea Mauka toward the mountains MIC Middle Street Intermodal Center NB northbound NEX Naval Exchange Service ORTP O‘ahu Regional Transportation Plan OTS O‘ahu Transit Services PHNB Pearl Harbor Naval Base Project Honolulu Rail Transit Project SB southbound TOD transit-oriented development UH University of Hawai i WB westbound
Final Bus/Rail Integration Plan for the Airport Station Group Page iii Honolulu Rail Transit Project April 2014
1 Introduction 1.1 Background
The Honolulu Rail Transit Project (Project) involves a 20-mile rail line located between East Kapolei and Ala Moana Center with a total of 21 stations. The Honolulu Authority for Rapid Transportation (HART) of the City and County of Honolulu is responsible for the design, construction, and operations of the Project. Bus will play a very important role in the transit system. The Project travel demand forecasting model indicates that, at some rail stations, more than 70 percent of the total daily rail riders will be connecting to or from buses.
While the June 2010 Final Environmental Impact Statement (FEIS) provided general bus requirements at each station, more detailed bus/rail integration plans will help guide final design and define on-street bus facility needs at each rail station. This bus/rail integration plan will provide station designers, public agencies, and other interested parties with guidance on the location of bus stops (both on- and off-street) near each rail station. Seamless integration of bus and rail service will help maximize the project’s ability to meet its goals and objectives.
1.2 Purpose of Bus/Rail Integration Plans Bus/rail integration plans are being prepared for each station design group— West O‘ahu, Farrington Highway, Kamehameha Highway, Airport, Dillingham, and Kaka‘ako—plus a separate plan of Ala Moana Center Station. These integration plans are intended to provide information on bus access, including on- and off-street facilities as well as service characteristics of routes serving the stations. Key information items include:
Delineation of on- and off-street bus facilities in each station area, including types of stops (e.g., single or multiple bus capacity)
Guidance and background information to HART, the Department of Transportation Services (DTS) of the City and County of Honolulu, and other interested parties for development and coordination of on-street stops
Guidance to DTS and O‘ahu Transit Services (OTS) for operations planning of bus routes that will be serving Project stations
1.3 Basis for Bus/Rail Integration Plans Key steps for preparing bus/rail integration plans include the following:
Confirm the bus service plans serving each rail station, including operations which reflect the roadway systems that are expected to be in place during each phase of Project implementation. These bus service plans were initially
Final Bus/Rail Integration Plan for the Airport Station Group Page 1 Honolulu Rail Transit Project April 2014
developed and refined as part of the Project Final EIS, and provide a major basis for each bus/rail integration plan.
Review information from the Station Access and Modal Interface Report (August 2011), which provided recommendations for phasing of bus/rail integration elements and other items.
Prepare base maps showing the road network in station areas and the location of station entrances, bicycle parking, and, for some stations, park- and-ride facilities.
Develop tables showing volumes of buses by route during peak-demand periods at each station, including volumes under each Project phase.
Identify bus facilities based on future bus and roadway networks in each station area as well as estimated bus and passenger volumes.
Confirm bicycle parking facilities at each station; initial estimates are identified in the Station Access and Modal Interface Report (August 2011).
Review bus/rail facilities with general engineering contract (GEC) designers prior to submittal of bus/rail integration plans for HART review.
Review bus/rail facilities and service assumptions with HART and DTS prior to submittal of bus/rail integration plans.
1.4 Contents of Bus/Rail Integration Plans The information in this report addresses bus/rail integration items through 2030. Recommendations are presented for Project implementation in 2019 and beyond.
The focus of the bus/rail integration plans for each station is a set of recommended bus-related facilities as well as facilities to serve other modes. The integration plans also provide supporting information for these facilities, including expected route-specific bus volumes at each station. The following items are included in each bus/rail integration plan:
Location of bus stops at each station, both on-street and, in some cases, at off-street transit centers
Assignment of bus routes to reflect the alignments and passenger volumes of each route serving project stations routings and passenger volumes of each route, serving Project stations as well as characteristics of roadway facilities
Size and operational characteristics of bus stops that reflect the types of buses that are expected to be assigned to routes serving Project stations
Location of stops for TheHandi-Van vehicles
Page 2 Final Bus/Rail Integration Plan for the Airport Station Group April 2014 Honolulu Rail Transit Project
Locations in station areas for wayfinding signage to provide directions for those riders transferring between bus and rail
Location and number of spaces for bicycle parking
The above items relating to bus/rail integration were defined in a manner that will maximize passenger convenience as much as possible, including distances between bus stops and station entrances. The location and design characteristics of bus stops and connections between these stops and station entrances will need to comply with requirements of the Americans with Disabilities Act (ADA).
1.5 Monitoring of Factors Affecting Bus/Rail Integration Plans Bus facility needs at rail stations reflect several factors, such as travel demand forecasts, roadway and land use plans, relevant policies, and any special circumstances, including how access will be affected by changing land use and related roadway networks in station areas. Any updates to the project travel forecasting model may affect estimates for demand for transit and related access mode splits (i.e., the percent of daily demand reaching Project stations by walk/bike, bus, park-and-ride, or kiss-and-ride). Any changes in user demand at the stations, as well as changes in access mode split, may affect the estimates for bus facility needs; ultimately, this depends on how great the changes are from the previous forecast.
HART will also monitor changes to transit-oriented development, land use and street networks in station areas, including amendments, revisions, and updates to transit-oriented development (TOD) and other master plans for communities located in these areas as they pertain to bus/rail integration and Project facility needs.
1.6 Direction for Planning and Design of Bus Intermodal Facilities There are several considerations that guide planning and design features for bus facilities at Project stations. This direction includes guidance provided in Chapter 6, Section 2 and Section 4 of the Compendium of Design Criteria for the Project. Appendix A of this report includes text from these sections.
Other key considerations affecting bus and other access modes to Project station include:
Street crossings should be as minimal as possible for on-street bus stops.
Bus stops located at both on- and off-street facilities will be sited based upon estimated route-specific ridership levels—routes with higher rider demand will have stops that are as close as possible to station entrances.
Characteristics of bus stops located at both on- and off-street facilities will be based upon operating features of routes and buses serving them:
Platooned stops accommodate multiple bus arrivals where buses depart the stop in the order in which they arrive.
Timed1 arrival stops with sufficient room to allow arriving buses to maneu- ver around vehicles that are already stopped.
Single dedicated stops where only one bus is expected to use the stop at any given time.
Layover stops to accommodate buses that terminate at or nearby the rail station but not in a stop being used for passenger loading.
Stop lengths to recognize various sizes of buses: 30-foot, 35-foot, 40-foot, 45-foot, and 60-foot (the bus operating plans for each station identify maximum bus sizes for each route).
Any design and construction associated with on-street bus stops, including installation of concrete bus pads, will be under a separate contract from the current (October 2013) contracts for modular station design.
1.7 Direction for Planning and Design of Non-Bus Intermodal Facilities There are several considerations that guide planning and design features for other access facilities at Project stations. This direction includes access mode elements as provided in Chapter 6, Section 4 of the Compendium of Design Criteria for the Project. Appendix A of this report includes text from these sections. This direction applies to all stations and will be recognized in the bus/rail integration plans for each station design group. The Compendium of Design Criteria establishes consistent engineering direction based upon the most recent applicable codes and standards.
1 Timed bus routes involve operations that are scheduled to depart simultaneously. To achieve these coordinated departures, the affected bus routes have to wait for the arrival of other routes. This need requires bus stop facilities to have sufficient capacity to meet these coordination needs.
Other key considerations affecting other access modes to Project stations include:
If possible, space for TheHandi-Van should be provided at an off-street facility even if TheBus access is provided only at on-street stops. For AMC Station, limitations regarding off-street parking availability results in TheHandi-Van spaces being provided on-street.
The Station Access and Modal Interface Report includes information on bicycle parking at Project stations. As a general guide, the bicycle parking should provide a minimum of one percent of total daily demand at a rail station or 20 spaces, whichever is greater, over the long-term (2030). For the Project opening in 2019, a minimum of 20 spaces should be provided.
Parking areas for bicycles should be as close as possible to station entrance(s) and overflow areas should be identified whenever additional space is available.
2 Bus/Rail Integration Plan Overview for the Airport Station Group
The recommended bus facilities at each station in the Airport Station Group (ASG) reflect the planned bus network that will support the Project. Charac- teristics of this bus network have been incorporated in the travel forecasting model used in the FEIS for the Project. In the bus/rail integration report for ASG, information on the bus network is provided for 2030. To reflect Project phasing and other factors affecting service implementation, however, bus route information is also presented for other time horizons: 2017 (interim Project opening between East Kapolei and Aloha Stadium) and 2019 (the full Project opening year with the full system between East Kapolei and Ala Moana).
2.1 Factors Affecting the ASG Bus/Rail Integration Plan There are several factors which affect the recommended bus-related facilities for ASG stations. For example, the plans reflect previous efforts at estimating potential access needs at Project stations. The Station Access and Modal Interface Report identified key access-related characteristics of station areas, including the following:
Scale and type of current and potential future land use patterns
Current and future non-motorized access features, such as sidewalk conditions and bicycle paths and lanes
Natural and human-produced site constraints, as well as other barriers to station access
Bus routes, including future service connecting to rail stations and estimated passenger volumes at bus stops where passengers will transfer between bus and rail (Table 2-1).
Estimated breakdown of daily station demand by mode of access was identified in the travel demand forecasting model. The results of the travel demand forecasting model provided major direction for determining bus and other access requirements at stations. Some bus passengers are connecting with rail; however, others are traveling to nearby destinations or are transferring between buses to complete their trip. Reviewing the combined passenger volumes for each bus stop assists in identifying needed bus stop characteristics and amenities.
Travel forecasting model results provide direction for determining bus and other access requirements at ASG stations. Table 2-2 provides an overview of estimated daily demand at ASG stations in 2030. The travel forecasts indicate that buses will be the dominant access mode at Lagoon Drive and Middle Street Transit Center stations. Bus will be the second highest access mode after
Walk/Bike at Pearl Harbor Naval Base and Honolulu International Airport stations. Bus access to the Pearl Harbor Naval Base Station will be 47 percent while access to Honolulu International Airport Station will be 46 percent.
Table 2-1: 2030 Summary of Passenger Volumes at Bus Stops by Station Location
Route
Number of Passengers Boarding and Alighting Bus Stops by Station Pearl Harbor Naval
Base Honolulu
Center A — — — 600 1 — — — 235 2 — — — 2,100 19 — 1,200 — —
31X — — 2,800 — 40 600 — — 860 52 — — — 130
301 — — — 230 302 — — — 750 303 — — — 925 305 — — — 30 306 — — 250 30 311 — 2,000 — — 313 1,500 — — — 314 700 — — —
Totals 2,800 3,200 3,050 5,890
Source: Travel Forecasting Model
Table 2-2: Daily Demand by Mode of Access at Airport Station Group Stations
Station Total Daily
Demand Share
Total Pearl Harbor Naval Base
5,440 2,530 47% 0 0% 2,750 51% 130 2% 30 1%
Honolulu International Airport
6,320 2,910 46% 40 1% 3,360 53% 40 1% 10 0.2%
Lagoon Drive 3,050 2,230 73% 0 0 700 23% 100 3% 20 1% Middle Street Transit Center
2,810 2,320 83% 0 0 320 11% 140 5% 30 1%
Source: Travel Forecasting Model
Walk and bike will be the dominant access mode at Pearl Harbor Naval Base Station and Honolulu International Airport Station with 51 percent and 53 percent of total daily demand, respectively. At Lagoon Drive Station and Middle Street Transit Center Station, bus will be the dominant access mode with 73 percent and 83 percent share of daily demand, respectively.
The “Other” access mode shows the estimated number of rail passengers who may park their vehicles near the station, either using on-street spaces or in off- street lots which are not associated with the Project. Small percentages of “Other” access are estimated for the ASG stations.
Facilities identified in the integration plan for the ASG will also support transfers between bus routes. Transfers between bus routes are easily accommodated at the Middle Street Transit Center.
The bus/rail integration plans reflect the Final EIS preliminary engineering, current (summer 2013) station design efforts, and best estimates of capacity needs for bus service and other access modes. These integration plans will be updated as necessary.
2.2 Characteristics of ASG Station Areas The Pearl Harbor Naval Base Station will be located on Kamehameha Highway near the intersection of Radford Drive and Makalapa Road at the entrance to the Naval Base (Makalapa Gate). The single station entrance is located on the mauka side of Kamehameha Highway and Koko Head of Radford Drive. The surrounding land area is characterized by military-owned land, with employment sites on the Naval Base and residential communities on either side of Kamehameha Highway. Due to the extent of military owned property, land use in the area is not expected to change significantly.
The Honolulu International Airport Station will be located roughly mauka and between the International Parking Garage and the Overseas Terminal Parking Garage of Honolulu International Airport. The nearest roadway intersection is Ala ‘Auana Street and Ala Ona‘ona Street. The station is located makai and Koko Head of this intersection on what is currently an economy parking lot. Station entrances are located at ground level on the mauka and makai sides of the platform area, and above grade on the makai side to provide access to the airport parking garages and terminals via elevated walkways.
As part of the Proposed Airport Modernization Program, Ala ‘Auana Street will be realigned and reconfigured as a one-way pair to promote more efficient vehicular access to/from the planned consolidated rental car facility (CONRAC). This facility will be located Koko Head of the station between the Overseas Terminal Parking Garage and Paiea Street; Figure 2-1 shows the planned realignment. The walk distance from the rail station to the Overseas Terminal elevators is somewhat shorter than the distance between the station and Interisland Terminal
(approximately 900 feet and 950 feet respectively). The Honolulu International Airport Station will attract a mix of airport-related trips and local trips originating in the residential areas of Salt Lake located approximately one mile mauka of the station.
The Lagoon Drive Station will be located at the intersection of Lagoon Drive and Ualena Street/Waiwai Loop, and like the Honolulu International Airport Station, will serve the Salt Lake neighborhood with frequent feeder bus service. There will be two station entrances serving the ‘Ewa and Koko Head-bound platforms on the makai and mauka sides of Ualena Street facing Lagoon Drive. There is no concourse at this station. The surrounding area contains mostly light industrial and airport service-related land uses. Much of the nearby property is City or State owned (for example, Ke‘ehi Lagoon Park and Honolulu International Airport) and is not expected to change substantially in the future.
Source: HDOT. Traffic Impact Analysis for EA for Proposed Airport Modernization Program. Revised December 12, 2012.
Figure 2-1: Ala ‘Auana Street Realignment for Planned Consolidated Rental Car Facility
Middle Street Transit Center Station, to be located on Kamehameha Highway with a connection to the Middle Street Intermodal Center (MIC), will straddle over Kalihi Stream. There will be one station entrance located on the mauka side of Kamehameha Highway at the makai end of the existing MIC. However, an emergency exit on the makai side may provide an opportunity for a future station entrance on the First Hawaiian Bank property.
In addition to TheBus headquarters and yard, the station area is dominated by light industrial and commercial land uses with some vacant lots. The adjacent MIC will serve a large number of bus transfers—approximately 2,300 daily—with many of these trips originating in Kalihi-Palama, Moanalua, and Kalihi Valley.
3 Bus Network Serving ASG Stations This section describes both the current and planned bus route networks serving the ASG. All four stations in the ASG have few residential units within their one- half mile radii, which makes dependence on feeder buses significant. The majority of surrounding land uses consist of military bases along with housing, cargo and other airport-related uses, commercial businesses, and light and heavy industry.
3.1 Current Bus Network in ASG Station Areas Current bus services operating within a one-half mile radii of the Pearl Harbor Naval Base, Honolulu International Airport, Lagoon Drive, and Middle Street Transit Center stations include one rapid bus route, one urban feeder, and seven trunk routes. These routes operate on Kamehameha Highway, Radford Drive, and local streets on- and off-base. The rapid bus, Route A, serves Radford Drive and Kamehameha Highway before continuing on to Middle Street via H-1 in the inbound direction.
The seven trunk routes include three classified as urban routes: Routes 9, 19 and 20 and four classified as suburban, Routes 11, 40, 42 and 62. These routes, which provide all day service, originate in Waipahu, Wahiawa, Waianae, Aiea, ‘Ewa Beach, Waik and Kaimuk . The trunk routes provide local stop service along the Kamehameha Highway/Nimitz Highway corridor. Route 31X connects the Airport with Tripler Medical Center via the Middle Street Transit Center.
In the Pearl Harbor Naval Base (PHNB) station area there are six commuter express routes (PH1–PH6) that provide six AM and six PM trips, combined, to Joint Base Pearl Harbor-Hickam (JBPHH). These routes are within one-half mile of the PHNB station area; however, military identification is required to enter the base.
Three trunk routes directly serve the Honolulu International Airport (Routes 19, 20 and 31X). The other routes serve the Airport via Kamehameha Highway. Lagoon Drive Station is not served by existing bus service; the nearest service is located on Nimitz Highway approximately 800 feet mauka of the station.
The fourth station in the ASG is Middle Street Transit Center. The Middle Street Transit Center station area includes the MIC, a hub facility which is currently served by peak period express, rapid bus, urban trunk, urban feeder, suburban trunk routes, TheHandi-Van, and the VA Courtesy Shuttle to Tripler Army Medical Center. Fifteen routes serve either the MIC or nearby Kamehameha Highway.
3.2 Planned Bus Network in ASG Station Areas All ASG stations are scheduled to be operational in 2019, when the rail system to Ala Moana Center is scheduled to open. Changes to current routes will be accomplished to support the 2019 opening.
The planned bus network identifies service features, including bus access at stations for the year 2030, the planning horizon year in the Project FEIS. Figure 3-1 shows the bus network that will serve the ASG area (Pearl Harbor, Salt Lake, Moanalua, and Airport communities) in 2030. Buses serving Kalihi from the Middle Street Transit Center Station are shown in Figure 3-2. The volume of peak-hour bus trips at each Project station reflects the estimated demand for bus service as identified in the travel demand model. Design characteristics of bus facilities at the stations also reflect the 2030 bus network. Further information on these characteristics are presented in Section 4 of this report.
Table 3-1 identifies phasing of bus service at the Pearl Harbor Naval Base, Honolulu International Airport, Lagoon Drive, and Middle Street Transit Center that correspond to Project implementation in 2017, 2019, and 2030. Some changes to bus services associated with the interim opening of the rail line in 2017 between East Kapolei and Aloha Stadium would have impacts to stations in the ASG area. More detailed bus service information is provided in Chapter 4 under each station discussion.
In 2017, about half of the transit services at the Honolulu International Airport will operate along Nimitz Highway, located about ½-mile mauka of the Overseas Terminal. Similarly, all of the buses shown for Lagoon Drive Station in 2017 currently operate on Nimitz Highway, located approximately 800 feet mauka of the station.
With the full Project opening in 2019, many existing bus services through the ASG station areas will be replaced by rail. Pearl Harbor Naval Base and Honolulu International Airport, for example, will see their station area bus service drop by half with the full Project. New circulators and local routes will make new direct connections between the rail stations and nearby communities, including Salt Lake and Moanalua Valley.
Table 3-2 identifies the characteristics of each ASG bus route in 2030, including service coverage, routing descriptions, service frequencies, and vehicle size requirements.
Figure 3-1: 2030 Bus Network Serving ASG Stations
Figure 3-2: 2030 Bus Network Serving Kalihi and Downtown out of Middle Street Transit Center
Table 3-1: Phasing of Bus Service in the ASG Maximum Number of Buses
Station Serving Station in Peak Hour
2017 2019 2030 Pearl Harbor Naval Base 34 14 14 Honolulu International Airport 28 14 14 Lagoon Drive 27 22 22 Middle Street Transit Center 68 49 49
Source: Bus operations included in the Project FEIS (Appendix D)
Table 3-2: Characteristics of Bus Routes Serving the ASG in 2030
Route Service
(minutes) A Connects
Middle Street Transit Center with UH M noa via N. King Street
The route is modified to operate from the Middle Street Transit Center to University of Hawai i at M noa along its current alignment.
10 15 60 Middle Street Transit Center
1 Connects Middle Street Transit Center with K hala Mall and East Honolulu via N. King Street
The route will operate is its current alignment to K hala Mall and East Honolulu.
2 Connects Middle Street Transit Center with Waik via N. School Street and Downtown
The route will operate between Middle Street Transit Center and Waik along its current alignment. The exception will be a modification at the Iwilei Station if Ka‘aahi Street is extended to Iwilei Road. Then the route would directly serve Iwilei Station via Dillingham Boulevard to left on Ka‘aahi Street, left on Iwilei Road and right on King Street to continue on its current alignment eastbound. Westbound the route would reverse the diversion.
Table 3-2: Characteristics of Bus Routes Serving the ASG in 2030 (continued)
Route Service
Honolulu International Airport with Waik and Diamond Head
Route 19 is modified to terminate at the Honolulu International Airport westbound from Waik , the route will follow its current alignment to left on Rodgers to the Airport. The route returns along Route 19’s current alignment to Waik and Diamond Head (via Fort DeRussy and
hi Avenue) with the exception that the route does not circle Ala Moana Center to serve Kona Street, remaining on Ala Moana Boulevard.
15 15 60 Honolulu International
Airport, Lagoon Drive (from Nimitz
Highway)
31X Connects Salt Lake Neighborhoods with Lagoon Drive Station
Route 31X provides the Salt Lake portion of the current Route 3 alignment terminating at the Lagoon Drive Station. Westbound from Lagoon Drive Station the route travels Lagoon Drive across Nimitz Hwy to Pu‘uloa Road, left on Salt Lake Boulevard and right on Ala Napunani to follow the current Route 3 alignment through Salt Lake neighborhoods. The route will provide local service along Waiwai Loop to Koapaka, left on Paiea and left on Ualena to left on Lagoon Drive to return to Salt Lake.
10 15 45 Lagoon Drive
40 Connects kaha and the
Waianae Coast with Kapolei continuing to Downtown and Ala Moana Center
Route 40 will serve its current alignment to UH West O‘ahu campus Road A, continuing on internal UH West O‘ahu roads to Road B, and UH West O‘ahu Transit Center, where the route returns to Farrington Highway and continues along its current alignment including through the ASG area.
20 20 60 Pearl Harbor Naval Base,
Honolulu International
Street Transit Center via
Highways 52 Connects the
North Shore, Wahiawa, and Mililani with Downtown and Ala Moana Center
Route operates along its current alignment from the North Shore to downtown Honolulu. In downtown the route is modified from King Street to right on Punchbowl to left on Ala Moana Boulevard to Ala Moana Center (AMC). The route returns to downtown after circling AMC to Ala Moana Boulevard and right on South Street to left on Beretania to continue its alignment.
Route Service
(minutes) 301 Route 301
provides service between Middle Street Transit Center and Salt Lake, Foster Village and Makalapa
Westbound from Middle Street Transit Center, the route travels a modified Route 32 serving Salt Lake, Foster Village and Makalapa via M punapuna to Salt Lake, right on Ala Napunani, left on Likini, left on Ala Liliko i, right on Salt Lake, right on Likini Place, left Likini, right on Aila, left on Aliamanu, right on Wanaka, left on Miko, right on Ukana, left on Keaka, right on Pakini, right on Punihi, right on
lupa, left on H loa, right on Ala Oli, right on Salt Lake to Aloha Stadium. The route returns to Middle Street Transit Center via the same alignment.
302 The route serves Middle Street Transit Center, Fort Shafter, Moanalua Gardens, the Veterans Affairs Office and Tripler Medical Center
Westbound from the Middle Street Transit Center, the route will travel right on Middle, left on Kaua, right on Ala Mahamoe, right on Jarrett-White, left on Ward, right on Krukowski to Tripler Hospital Porte Cochere. The route returns to Middle Street via Tripler Hospital Porte Cochere, left on Krukowski, right on Jarrett-White, left on Kaua, right on Funston, to the Moanalua Freeway on ramp to the Frontage Road and right on Middle Street to the Middle Street Transit Center.
303 Route 303 provides a direct connection from Kalihi Valley Homes to the Middle Street Transit Center
The alignment along with Route 305 is part of a revised current Route 7 via eastbound from Middle Street Transit Center, the route travels right on Middle Street to School Street, left on Kamehameha IV, left on Kalena to Kalena and ‘Alu. The route returns via Kalena and ‘Alu, to Kalena, right on ‘Alu, right on Likelike to Kamehameha IV, right on School to Middle Street to the Middle Street Transit Center.
305 Connects Kalihi Valley and Kalihi Kai with Middle Street Transit Center
Eastbound from the Middle Street Transit Center the route travels left on Middle Street, left on Kamehameha/Dillingham, right on Mokauea, left on Nimitz Highway, left on Kalihi to Likelike to Kalihi and Ahuahu. The route returns to the Middle Street Transit Center along the same alignment.
Route Service
(minutes) 306 Connects
punapuna and Lagoon Drive cargo facilities with Lagoon Drive Station and Middle Street Transit Center
From Lagoon Drive and Palekona route travels Lagoon Drive, crossing Nimitz to Pu uloa Rd, right on P loa, right
punapuna, left Awa awaloa, left hua to Kikowaena to access road to Middle Street and the Middle Street Transit Center. The route operates the same alignment in opposite direction.
60 60 45 Middle Street Transit Center, Lagoon Drive
311 Connects Moanalua Valley with Salt Lake and Honolulu International Airport Station
Mauka bound from the airport the route travels Rodgers, right on Nimitz, left on Camp Catlin, left on Arizona, left on Salt Lake, right on Ala Liliko i, right Ala Ilima, left on Ala Napunani, right Ala Aolani, right Moanalua, left Ala Kapuna, left Moanalua to serve the Kaiser Foundation Hospital, left Ala Napunani, left Ala Aolani to Ala Aolani and Ala Uwila. The return trip follows from Moanalua Valley via Ala Aolani, right on Moanalua (again serving Kaiser), left Ala Kapuna, left Moanalua, right Ala Napunani, right Ala Ilima, left Ala Liliko i, left Salt Lake, right Arizona, right Camp Catlin, right Nimitz and left on Rodgers to rail station.
15 30 45 Honolulu International
Airport
313 Connects Hickam Field with Pearl Harbor Naval Base Station
Route travels from Pearl Harbor Station via Radford Drive to right on Valkenburgh, left on Nimitz, right on Elliott to serve Hickam Field replacing Route 19 service following the Route 19 alignment from Nimitz and Elliott returning via Nimitz to right on Valkenburgh, left on Radford, left on Center, right on Kamehameha and Right on Radford. Between the hours of 9 PM and 5 AM, the route accesses Hickam Field through the main gate on O’Malley Boulevard.
15 30 45 Pearl Harbor Naval Base
314 New route connects Ford Island with Aloha Stadium Station and Arizona Memorial
Route 314 serves Aloha Stadium Station (after circulating through Ford Island if service is deemed warranted), continuing on Salt Lake Blvd to right on Bougainville, right on Radford Drive, right on Kamehameha to the Arizona Memorial, returning to Kamehameha Highway to continue to Aloha Stadium. Two-way directional loop.
15 15 40 Pearl Harbor Naval Base
Source: Bus operations included in the Project FEIS (Appendix D); weekday frequencies are averaged for the time period.
Of the routes serving the Middle Street Transit Center Station, all but Routes 40 and 52 will serve the off-street transit center. Routes 40 and 52 will operate along Kamehameha Highway and Dillingham Boulevard. Route 40 will indirectly serve the Honolulu International Airport, Lagoon Drive, and Middle Street Transit Center stations via Nimitz Highway and Kamehameha Highway. Route 19 will indirectly serve Lagoon Drive Station on Nimitz Highway while also providing a short connection on Rodgers Boulevard, a 400 foot walk from Honolulu International Airport Station.
3.3 Bus Route Changes from FEIS Bus operations are constantly changing to reflect passenger demand, land use changes and roadway improvements. Some project assumptions have changed which also may impact bus feeder and connection services. A number of these changes have occurred for the ASG stations since the Project FEIS was published. Table 3-3 presents those changes.
The route changes that have occurred since the Project FEIS will have no impact on bus operating costs. Also, most of the changes shown in Table 3-3 are alignment adjustments. Three routes—Route 31X to Salt Lake, Route 311 to Moanalua, and Route 313 to Hickam Field—were adjusted to serve new bus stops adjacent to the rail station entrances they serve. Passengers of Routes 31X, 311 and 313 will benefit from these adjustments because of shorter walk distances and a reduced number of street crossings. Route 31X will also provide new service along Ualena and Koapaka Streets in the airport industrial area.
Changes to Routes 40, 52 and 305 noted in Table 3-3 are outside the ASG service area. Route 304 will serve the Kalihi Station and provide expanded service in Kalihi Kai in lieu of serving the Kalihi Transit Center and Middle Street Station. The route will provide two-way service along Mokauea Street in Kalihi. Mokauea Street is currently served by Routes 7 and 10 which are restructured to better serve the Middle Street Transit Center and Kalihi neighborhoods.
The final adjustments were made to express Routes 85/85A and PH4 and PH5 (formerly Routes 86/86A). Routes 85/85A will serve the Downtown Station instead of Middle Street Transit Center Station. PH4 and PH5 provide one AM and one PM peak period trip to JBPHH for workers. These routes could continue to operate, as determined by demand, and then continue in service as circulator routes for Pearl Harbor and Hickam Field. Therefore, these routes will not serve Middle Street Transit Center.
Table 3-3: 2030 Expected Bus Route Changes Compared to FEIS Appendix D
Route Description
Change Characteristics
Se rv
ice F
re qu
en cy
St at
io ns
S er
ve d
31X The alignment change for Route 31X occurs at the makai station entrance. From Salt Lake, the route will turn on the makai end of Waiwai Loop and stop in front of the station entrance. The route will continue on Waiwai Loop to Koapaka, left on Paiea and left on Ualena to provide new service along major employment area. The route turns left on Lagoon Drive stopping in front of the mauka station entrance and returns to Salt Lake.
No Yes No No No Provide bus stops adjacent to the station entrances to avoid street crossing for the majority of passengers. Provides new service in major employment area.
40 The route has a minor alignment change at the Iwilei Station. Instead of serving the station from Ka‘aahi Street, the route will remain on Dillingham Boulevard to King Street in both directions.
No Yes No No No Avoid potential bus congestion at bus stops along Ka‘aahi Street.
52 Route 52 has two alignment changes. The route will serve Iwilei Station from Dillingham Boulevard instead of directly from Ka‘aahi Street. The second alignment change occurs in downtown. Inbound from King Street, the route turns right on Punchbowl and left on Ala Moana Boulevard to Ala Moana Center. The route returns via Ala Moana Boulevard to right on South Street serving Civic Center Station and left on Beretania.
No Yes No No Yes Avoid potential bus congestion at bus stops along Ka aahi Street. The downtown change replaces service from discontinued Route 42 and Windward routes along Ala Moana Boulevard
85/85A Routes 85/85A will provide direct service to downtown Honolulu via its current alignment from Pali Hwy to Bishop Street. The routes will serve the Downtown Station instead of stations along Dillingham Boulevard and Middle Street Transit Center.
No Yes No No Yes Avoid out of direction travel for passengers and the need for additional peak period trips on Dillingham Boulevard is negated with the alignment change to Route 304.
86/86A Renamed PH4 and PH5, these routes will not serve stations along Dillingham Boulevard or Middle Street Transit Center. The routes, each providing one AM and one PM trip may continue the direct trip from Windward destinations prior to going into service as circulator routes 312 and 313 assuming demand levels meet standards.
No Yes No No Yes Service to downtown destinations duplicates other services. Direct trip to Pearl Harbor/Hickam Field can be accommodated prior to going into service as circulator routes.
Table 3-3: 2030 Expected Bus Route Changes Compared to FEIS Appendix D (continued)
Route Description
Change Characteristics
Se rv
ice F
re qu
en cy
St at
io ns
S er
ve d
304 From the Middle Street Transit Center the route will turn left onto Middle Street and left onto Kamehameha Hwy. to Dillingham Boulevard, left on Mokauea serving Kalihi Station, then right onto King St.
No Yes No No Yes Adds all day local stop coverage on Dillingham Boulevard and provides two-directional service on Mokauea Street replacing service provided by current Routes 7 and 10.
311 The route has a minor alignment change at the airport to directly serve the station (mauka entrance). The route will exit the station directly on Rodgers Blvd, instead of circling on the upper level.
No Yes No Yes No Provides direct access to the rail station. The station location has been adjusted due to planned Airport modifications.
313 The route has an alignment change to serve the mauka station entrance. The route will provide two- way service along Valkenburgh and Radford Drive, via Valkenburgh Street (from Nimitz Hwy), left on Radford Dr., left on Center Drive, right on Kamehameha Hwy and right on Radford to serve the station.
No Yes No Yes No Modification will serve the single station entrance from a new bus stop on Radford Drive. Avoids passengers crossing Kamehameha Highway.
Source: Bus operations included in the Project FEIS (Appendix D)
4 Recommended Bus Facilities at ASG Stations
The following sections describe the recommended bus facilities at the ASG stations. Access by bus is important at all four stations. Providing convenient bus/rail integration is necessary for a smooth and seamless operation between the two modes. While some station design features vary from those identified in the Station Access and Modal Interface Report prepared in 2011, the extent of access by various modes is still the same. The variance in design features between the Station Access and Modal Interface Report and the ASG bus/rail integration plan is in part due to changes in some Project assumptions.
The recommended bus facilities at each station in the ASG reflect the planned bus network that was included in the travel forecasting model used in the Project EIS. The integration plan recommendations presented in the following sections were developed to correspond to the implementation phases of the Project. For each ASG station, this report provides tables that identify bus-related needs for Project implementation phases as well as 2030 needs for bus and other access modes.
4.1 Pearl Harbor Naval Base Station The Pearl Harbor Naval Base (PHNB) Station is a major connection to the rail system for the Pearl Harbor Naval Base at Makalapa Gate, the Bougainville/Radford Drive big-box commercial area, which includes a Target store, NEX, and The Mall at Pearl Harbor, and portions of Salt Lake and Foster Village. Local buses will bring passengers to the station from areas mauka and makai so that they can continue their trips towards Ala Moana or East Kapolei. More frequent locally-oriented bus service combined with fast and reliable travel times for rail is the trade-off for the loss of some trunk bus service to Downtown, Ala Moana, Waikiki, and Kaimuk .
Planned bus service at the PHNB Station will involve routes connecting rail with adjacent neighborhoods (Foster Village and portions of Salt Lake), Hickam Field, and Kamehameha Highway along the mauka/Koko Head boundary of the Base. New bus service will, in effect, serve as community circulators anchored by rail. Route 40 will continue to provide 24/7 trunk service between M kaha and Ala Moana with the stops adjacent to the station on Kamehameha Highway.
4.1.1 Bus Services
Table 4-1 presents the planned bus routes that will serve the PHNB Station area in 2017, 2019 (full opening) and 2030. The rail system will not be operational in the ASG area in 2017. Therefore, most route changes along this part of the corridor will occur with the full-opening in 2019. The 2030 routes are shown in the
bus network identified on Figure 4-1. Table 4-1 shows the routes, direction, and maximum number of buses serving the station in the peak hour. Peak hour bus trips in the PHNB Station area will decrease from 34 buses in 2017 to 14 bus trips in 2019 and 2030.
Table 4-1: Pearl Harbor Naval Base Station Bus Service Changes by Year
Route Maximum Number of Buses in Peak Hour by Year Number Direction 2014 2017 2019 2030
A Westbound 4 4 0 0 A Eastbound 4 4 0 0 9 Westbound 4 4 0 0 9 Eastbound 4 4 0 0
11 Westbound 1 1 0 0 11 Eastbound 2 2 0 0 20 Westbound 1 1 0 0 20 Eastbound 1 1 0 0 40 Westbound 2 2 3 3 40 Eastbound 2 2 3 3 42 Westbound 2 2 0 0 42 Eastbound 2 2 0 0 62 Westbound 2 2 0 0 62 Eastbound 3 3 0 0 313 Eastbound 0 0 4 4 314 Clockwise 0 0 2 2 314 Counter-
Clockwise 0 0 2 2
Totals 34 34 14 14 Source: Bus operations included in the Project FEIS (Appendix D)
Current bus service along this portion of the corridor is provided by long routes passing through the area connecting outlying communities with downtown Honolulu, Waik and Kaimuk . Pearl Harbor and Hickam Field are served by a limited number of peak period, peak direction express routes and by the tail ends of long trunk Routes 9 (to Kaimuk ) and 19 (to Waik ). Existing mauka/makai service is limited. Route 11 serves Bougainville Drive and Radford Drive and Route 9 provides service along Valkenburgh Street and Radford Drive.
Figure 4-1: Pearl Harbor Naval Base Station On-street TheBus and TheHandi-Van Layout—2019-2030
Most existing east-west bus service at PHNB Station will be replaced by rail except for Route 40. Route 40 will continue to provide 24/7 local stop service, with headways changing from 30 minutes to 20 minutes. Pearl Harbor and Hickam Field, along with the Arizona Memorial, will be served by new community circulators (Route 313 and Route 314). The Pearl Harbor community circulators will be based at Aloha Stadium Station and the Hickam Field service will be based at the PHNB Station. The Arizona Memorial circulator, Route 314, will provide service to both Aloha Stadium and PHNB Naval Base stations as well as along Bougainville Drive and Salt Lake Boulevard.
The following describes new bus routes, the existing routes that will be modified to serve the PHNB Station, and routes that will cease service:
Route A Aloha Stadium/UH M noa (EB/WB)—Route A will be truncated at Aloha Stadium in 2017, with no service continuing ‘Ewa of Aloha Stadium. The route will be further truncated in 2019 at the Middle Street Transit Center with the full opening of the rail system.
Route 11 Aiea Heights/Downtown (EB/WB)—Route 11 will operate its current alignment until 2019 when its service is replaced by Route 541 (serving Aiea and H lawa Heights) connecting to Aloha Stadium Station) and Route 314 that will provide service along Bougainville Drive.
Route 20 Pearlridge/Waik (EB/WB)—Route 20 will operate its current alignment until 2019 when its service will be replaced by the rail line.
Route 40 M kaha/Ala Moana Center (EB/WB)—Route 40 will continue its current alignment. This route will provide 24-hour local stop service between rail stations and when rail is not operating. The route will continue to provide 30-minute peak and off-peak service until 2019. Effective 2019, the route will provide 20-minute peak and off-peak service.
Route 42 ‘Ewa Beach/Waik (EB/WB)—Route 42 will operate along its current alignment until 2019 when it will be truncated at Waipahu Transit Center Station. Service east of Waipahu will be replaced by the rail line.
Route 62/51 Wahiawa/Aloha Stadium (EB/WB)—Route 51, renamed from current Route 62, will continue its current alignment in 2017. In 2019, the route will be truncated at Aloha Stadium at its new eastern terminus and will not serve ASG stations.
Route 313 Hickam Field (NB/SB)—This new route replaces current Route 19 service on Hickam Field and will connect the base to the PHNB station. The route will provide 15-minute peak and 30-minute off-peak service starting in 2019.
Route 314 Arizona Memorial (EB/WB)—This new route will provide two-way directional service between the Aloha Stadium Station, the Arizona Memorial, the Radford Drive station and Salt Lake Boulevard. Original plans called for service on Ford Island, if demand warrants. It is suggested this service be provided by private services or the Navy Exchange Service (NEX). The route
will provide 15-minute peak and off-peak service starting in 2019 replacing Route 42 service. Route 314 will serve the Arizona Memorial parking lot bus stop in both directions.
4.1.2 Operational Considerations
The bus network serving the PHNB Station described in the prior section generally focuses on all-day services as presented in the FEIS. There are two potential operational considerations that may change the bus service connections at the PHNB Station. 1. The Joint Base Pearl Harbor-Hickam peak period, peak direction service
could be maintained if demand warrants. The buses operating those trips would continue as circulators 312 or 313 following their trips from Windward, Leeward and East Honolulu areas. The trips would serve the Aloha Stadium Station prior to going onto the base.
2. With the gate opening between Pearl Harbor and Hickam Field, it may prove desirable to interline Routes 312 and 313. The combined route would operate from Aloha Stadium, along the Route 312 alignment to South Avenue continuing along the Route 313 alignment to PHNB. Bi-directional service between the two stations could be provided.
4.1.3 Bus/Rail Integration Features
The bus/rail integration plan for the PHNB Station consists of one phase (the 2019 full opening and beyond) for bus access. The station will be served by four bus stops, with one dedicated stop for TheHandi-Van loading and unloading. All stops will be located on-street on Kamehameha Highway and Radford Drive NB. The two Kamehameha Highway stops served by Route 40 are existing stops.
The three routes serving the PHNB Station will generate a maximum of 14 bus trips in the peak hour in 2030. The routes and their operating characteristics may change in response to how the Base and other land uses in the area develop. None of the routes will terminate or layover at the PHNB Station; the two circulator routes—313 and 314—will terminate and layover at Aloha Stadium, which has a dedicated off-street street bus transit center. Route 314 is a two-way loop that operates clockwise and counterclockwise to provide frequent access between rail (at either PHNB or Aloha Stadium Stations) and Arizona Memorial, the mauka edge of the Base, Bougainville Drive, and portions of Salt Lake and Foster Village.
With the service characteristics identified for each route, bus-related facilities can be defined for the station. Table 4-2 identifies the bus routes, the bus stop description and type, and the operational characteristics of the routes, including maximum vehicle size and peak and base period buses per hour for 2019-2030. The approximate walk distances to the station entrance along with the number of
streets that the intending passenger would cross are also provided in the tables along with typical dwell times or durations the buses will remain at the stop.
The column “Bus Stop” relates to the stop numbers shown on Figure 4-1. Stops identified with an “S” such as S1 are on-street bus stops. The bus stop type includes the position of the stop, such as nearside (before an intersection) or farside (after passing through an intersection), platooned stop for multiple bus arrivals where buses depart the stop in the order in which they arrive, or single dedicated stop (where only one bus is expected to use the stop at any given time). The term “bus bay” generally refers to either a bus pull-out if an on-street stop or a saw-tooth designed stop within an off-street transit center. The term “linear bus berth” generally refers to a straight curb.
Figure 4-1 presents the year 2019-2030 full opening on-street TheBus and TheHandi-Van requirements identified in Table 4-2. TheBus and TheHandi-Van stops are color coordinated to show which routes are expected to use each stop. For example, Route 40 will use bus stops S2 and S3 shown in yellow, matching the bus stop with the route description in the legend. Multiple routes frequently serve the same bus stop; these are shown in the figures with a split color.
Bus Facilities in the Years 2019 to 2030
The recommended features of the 2019-2030 Pearl Harbor Naval Base bus/rail integration plan are shown on Figure 4-1 and detailed in Table 4-2. These include:
Three (3) on-street stops for TheBus—all with concrete pads and wayfinding signs to/from the station entrance. The characteristics of each stop are detailed below:
Bus stop S1 will require accommodation of one 60-foot vehicle. An on- street linear single bus berth is shown on Figure 4-1; however, a bus bay (combined with the TheHandi-Van position at S4) is preferred to minimize conflicts with general traffic on Radford Drive NB. The bus bay should be long enough to accommodate one 60-foot bus and one 26-foot TheHandi- Van simultaneously.
Bus stop S2, an existing on-street linear single berth, will require accommodation of one 60-foot vehicle.
Bus stop S3, an existing on-street linear platooned berth to be maintained, will require accommodation of one 60-foot and one 45-foot vehicle.
One (1) on-street linear stop for the TheHandi-Van (S4) located to the rear of S1 on Radford Drive NB. It is preferred that this stop be situated in a shared bay with S4.
Table 4-2: Pearl Harbor Naval Base Station Bus Operations in the Years 2019-2030 Bus Stop Locations Bus Operational Characteristics Implementation
Bu s S
ox im
Linear Single Bus Berth or Bay
250 None 313 1,450 45 4 2 45 No 1 Station Designer 314 345 45 2 2 26 No 1
Total at bus stop
1,795 — 6 4 71 — —
S2 — 699 Kamehameha Highway
390 One major arterial
S3 — 475 Kamehameha Highway
360 One minor arterial
314 345 45 2 2 26 No 1 Existing 40 580 60 3 3 56 No 1
Total at bus stop
925 — 5 5 82 — —
S4 — Radford Drive Northbound Mid-block on-Street Linear Single Bus Berth or Bay
170 None TheHandi- Van
— 26 Varies Varies — No 10-15 Station Designer
Sources: Bus Stop Locations are recommended per review of station design and expected operational considerations; Bus Operational Characteristics are from the service plans prepared for the Project FEIS (Appendix D) 1. Bus stops S2 and S3 are currently in use and will require no changes. Bus stop S1 is a new single stop located on Radford Drive NB adjacent to the station site. 2. Route 314 is a two-way loop. From S3, Route 314 serves Kamehameha Highway and Arizona Memorial first. From S1, Route 314 serves Bougainville Drive first. 3. TheHandi-Van will require a dedicated loading zone near the station entrance to accommodate one vehicle with dwell times of 10-15 minutes. Use of the station service driveway is recommended. 4. The table does not include accommodation for bicycle parking at the station entrance which is currently projected to be 20 spaces for system opening increasing to 50 by 2030. 5. Bus stop duration will vary throughout the day, more time will be required in the peak periods when passenger activity is heaviest. Wheelchair operations will add to the typical stop duration time.
Bus stop duration will vary throughout the day; more time will be required in the peak periods when passenger activity is heaviest. Wheelchair and bicycle operations will add to the typical stop duration time. The feeder system for PHNB Station is not dependent on timed connections between buses. Bus stops are arranged based on the ability of bus routes to access the station on-street from Kamehameha Highway and Radford Drive.
The daily number of passengers using the bus stops serving the PHNB Station has been estimated for both boarding and alighting passengers at the identified bus stop for each route (Table 4-2). The route activity has been split between inbound and outbound stops and rounded. The majority of these passengers are connecting with rail; however, some passengers are connecting with nearby destinations or are transferring between buses. Estimates are based on the 2030 travel forecasting model results, with bus stops identified as nodes in the network.
Recommended features include the following:
Concrete pads for all TheBus stops.
A dedicated TheHandi-Van position located on-street to the rear to S4 on Radford Drive NB, preferably in a bus bay/pullout with S4.
Bicycle parking will be provided for at least 20 bicycles near the station entrance with the ability to accommodate up to 50 bicycles.
Wayfinding signs between the station entrance/exit to passengers to all stops. (Section 4.5 below provides further discussion of wayfinding and other pedestrian connections at ASG stations.)
The location of connecting bus routes (none are directly in front of the station entrance because of traffic concerns at the Kamehameha/Radford intersection) may not be intuitive to passengers disembarking at the station. Therefore, wayfinding signs between the station entrance and all bus routes/stops are recommended.
4.1.4 Integration of Other Modes
Pedestrian access to the PHNB Station, comprising more than half of the daily access (51 percent), requires crossing of major and minor arterials that have high design speeds. The intersection of Kamehameha Highway and Radford Drive/Makalapa Road is a major signalized intersection with channelized right turns; vehicular movements by military personnel through Makalapa Gate (one of several secured entrances to the Naval Base) are very heavy during the AM and PM peak periods.
Pedestrian access to/from the PHNB Station from feeder bus stops and the Base needs improvement. Pedestrians accessing the station from bus stop S2 must negotiate three crossings, including Kamehameha Highway (signalized) and two smaller crossings of the right turn channels (unsignalized). Those accessing the station from stop S3 will also have to negotiate three crossings, including Radford Drive (signalized) and two crossing of the unsignalized right turn channels. Access to the station from Pearl Harbor Naval Base via Makalapa Gate would require five crossings, including Makalapa Road, Kamehameha Highway, and three right turn channels.
Installing a sidewalk on the Koko Head side of Makalapa Road would decrease the number of crossings between the rail station and the Base from five to three and somewhat reduce the inconvenience reaching the station from the Base by foot. However, the overall condition of the Kamehameha/Radford/Makalapa intersection is generally pedestrian unfriendly due to the high design speed of Kamehameha Highway (40-45 mph) and channelized right turns in and out of Radford Drive and Makalapa Road. For example, a reconfigured intersection including elimination of the channelized right turn and extension of roadway medians to create pedestrian refuge islands could be considered.
This station will not have facilities for park-and-ride and kiss-and-ride access. Accommodation of taxis or tour buses will also not be provided.
4.2 Honolulu International Airport Station Honolulu International Airport Station is a major connection to the rail system because of its proximity to the Overseas and Interisland Terminals of the Airport and to the densely populated Salt Lake neighborhood, which is located approximately one mile mauka of the station. Airline passengers will comprise approximately 37 percent of rail station users, while the remaining 63 percent will be comprised of bus users, pedestrians, and bicyclists from adjacent neighborhoods. Bus transfers to rail—mainly from Salt Lake and Moanalua—will comprise of 46 percent of all station ridership.
Honolulu International Airport Station is located Koko Head/makai of the existing lei stands. It will be connected to the Interisland Terminal via the following:
A new elevated walkway located between the station concourse and International Parking Garage (on level 3)
An existing pedestrian bridge across Rodgers Boulevard to the Terminal (via the Interisland Parking Garage) on level 6.
The station will be connected to the Overseas Terminal through a new elevated walkway between the station concourse and the Overseas Terminal Parking Garage (on level 3). The connection will continue into the terminal (at Lobby 4 and 5) via an existing pedestrian bridge across Rodgers Boulevard.
Circulation related to the station will need to consider new developments related to the Honolulu International Airport Modernization Plan. These developments include a mauka expansion of the Interisland Terminal, additional employee parking, a Consolidated Rental Car Facility (CONRAC), new cargo and maintenance facility, and widened taxi lanes. The Airport Modernization Plan is scheduled for completion by the third quarter of 2017.
4.2.1 Bus Services
Table 4-3 presents the bus routes that will serve the Honolulu International Airport Station area in 2017, 2019 (full opening), and 2030. Route changes will occur in 2019 when the full rail system is operational to Downtown and Ala Moana Center. The table shows the routes, direction, and maximum number of buses serving the station in the peak hour.
With the opening of the full rail system in 2019, bus service along the departures level of the airport terminal roadway would be maintained via Route 19. Other routes along Nimitz Highway, except for Route 40, would be replaced by the rail service. Route 31X would be shifted to serve the Lagoon Drive rail station instead of the Airport.
Table 4-3: Honolulu International Airport Station Bus Service Changes by Year
9 Westbound 4 4 0 0 9 Eastbound 3 3 0 0
19 Westbound 2 2 0 0 19 Eastbound 2 2 4 4 20 Westbound 1 1 0 0 20 Eastbound 2 2 0 0
31X Eastbound 1 1 0 0 40 Westbound 2 2 3 3 40 Eastbound 2 2 3 3 42 Westbound 2 2 0 0 42 Eastbound 2 2 0 0 62 Westbound 2 2 0 0 62 Eastbound 3 3 0 0 311 Northbound 0 0 4 4
New Route 311 will provide a direct connection between the Airport Station, Salt Lake, and Moanalua. This will improve regional connectivity, as there are currently no direct bus connections from Salt Lake neighborhoods to the airport employment complex.
The following describes new bus routes (previously shown on Figure 3-1, Section 3.2), existing routes that will change to serve the HIA Station and routes that will be replaced with rail service:
Route 9 Pearl Harbor/Kaimuk (EB/WB)—Route 9 will operate its current alignment until 2019 when service west of Ala Moana Center will be replaced by rail and Route 312. This route will provide Pearl Harbor with circulator service from the Aloha Stadium Station.
Route 19 Hickam Field/Waik (EB/WB)—Route 19 will operate its current alignment until 2019 when service to Hickam Field will end and be truncated at Honolulu International Airport. Hickam Field will be served by Route 313, a circulator providing access to the PHNB Station. Frequencies on Route 19 will increase to every 15 minutes (peak and off-peak) between the Airport and Waik . The route will operate along its current alignment but will serve Ala Moana Center via Ala Moana Boulevard instead of Kona Street.
Route 20 Pearlridge/Waik (EB/WB)—Route 20 will operate its current alignment until 2019 when service will be replaced by rail.
Route 31X Tripler/Middle Street Transit Center/Airport (EB/WB)—Route 31X will operate along its current alignment until 2019 when it will be replaced by rail and circulator Route 302. Route 302 will connect Tripler Medical Center with the Middle Street Transit Center.
Route 40 M kaha/Ala Moana Center (EB/WB)—Route 40 will continue its current alignment and provide overnight local stop service along the most of the rail alignment from UH West O‘ahu Station to Ala Moana Center Station. The route will continue to provide 30-minute peak and off-peak service until 2019 when more frequent 20-minute peak and off-peak service will be introduced.
Route 42 ‘Ewa Beach/Waik (EB/WB)—Route 42 will continue to operate along its current alignment until 2019 when it will be truncated at Waipahu Transit Center Station. Service Koko Head of Waipahu will be replaced by the rail line.
Route 62/51 Wahiawa/Aloha Stadium (EB/WB)—Route 51, renamed from current Route 62, will continue its current alignment in 2017. In 2019, the route will be truncated at Aloha Stadium Station will not serve the ASG stations.
Route 311 Moanalua/Salt Lake/Airport (NB)—Route 311 provides new mauka/makai service to Honolulu International Airport Station from Salt Lake and Moanalua. The route will enter service in 2019 providing 15-minute peak and 30-minute off peak service. The route will provide a direct connection to the high-density residential areas of Salt Lake. Route 311, which will replace current Route 16 service to Moanalua, will increase service availability from peak period only to all day.
4.2.2 Operational Considerations
Honolulu International Airport is currently undergoing a modernization program that will add new terminals, parking facilities and roadways. Bus service to the Airport assumes the presence of a bus stop adjacent to the rail station entrance to serve passengers from Salt Lake and Moanalua. New Route 311, which will serve Salt Lake/Moanalua on 12-minute intervals during peak periods, would require dwelling of 2–5 minutes for layover purposes at the Honolulu International Airport Station bus stop. Route 19 would layover at the existing stop in front of the Interisland Terminal on Rodgers Boulevard (the upper departures level) of the Airport.
4.2.3 Bus/Rail Integration Features
The bus/rail integration plan for the Honolulu International Airport Station consists of one phase for bus access that will commence in 2019. Three stops will serve the station with one shared stop (preferably an off-street bus bay on the current economy parking lot site) directly in front of the mauka station entrance for TheBus and TheHandi-Van. Two stops on the Rodgers Boulevard upper departures road in front of the Interisland Terminal and Overseas Terminal are existing ones serving buses operating to/from Waik via Nimitz Highway. In addition, one new off-street stop serving TheBus and TheHandi-Van will be located adjacent to the mauka entrance.
Bus Facilities in the Years 2019 to 2030
The recommended features of the 2019-2030 Honolulu International Airport Station Bus/Rail Integration Plan are shown in Table 4-4 and on Figure 4-2. These include two on-street bus berths and one off street bus bay for the TheBus—all with concrete pads and wayfinding signs to/from the station entrance. The characteristic of each stop are as follows:
S1 is a new stop and will require accommodation for one 45-foot vehicle and one 25-foot TheHandi-Van in an off-street linear platooned bus bay adjacent to the mauka station entrance.
S2 is an existing stop and will require accommodation for a 60-foot linear platooned bus berth.
Table 4-4: Honolulu International Airport Station Bus Operations in the Years 2019-2030 Bus Stop Location Bus Operational Characteristics Implementation
Bu s S
ox im
Mauka/Ground-Level — Off-Street Linear
Platooned Bus 25 None 311 2,000 45 4 2 41 No 2 Station Designer
Station Entrance Bay TheHandi- Van
— 26 Varies Varies — No 10- 15
S2 — 913 Interisland Terminal Rodgers Boulevard/ Airport Departures
Eastbound On-Street Linear Platooned Bus
Berth
S3 — 914 &
Eastbound On-Street Linear Platooned Bus
Berth
19 840 60 4 4 78 No 5 Existing
Sources: Bus Stop Locations are recommended per review of station design and expected operational considerations; Bus Operational Characteristics are from the service plans prepared for the Project FEIS (Appendix D) 1. Route 19 will serve current bus stops located on the upper level of the airport (departures). Route 311 will serve an off-street bus bay in front of the mauka ground-level station entrance; buses will arrive via Ala ‘Auana Street SB (realigned) and depart via Ala Onaona Street EB. Route 40 will provide nearby service on Nimitz Highway. 2. TheHandi-Van will require a dedicated loading zone near the station entrance on Ala ‘Auana Street to accommodate one vehicle with dwell times of 10-15 minutes. 3. The table does not include accommodation for bicycle parking at the station entrance which is currently projected to be 20 spaces for system opening increasing to 60 by 2030. 4. Bus stop duration will vary throughout the day, more time will be required in the peak periods when passenger activity is heaviest. Wheelchair operations will add to the typical stop duration time. 5. Alternate on-street location for S1 is Ala Onaona Street EB Koko Head of Ala ‘Auana Street; bus bay for up to one 60-foot bus and one TheHandi-Van recommended.
Figure 4-2: Honolulu International Airport On- street TheBus and TheHandi-Van Layout—2019-2030
S3 is an existing stop and will require accommodation for a 60-foot linear platooned bus berth.
Bus stop duration will vary throughout the day; more time will be required in the peak periods when passenger activity is the heaviest. Wheelchair and bicycle operations will add to the typical stop duration time.
The daily number of boarding and alighting passengers using the bus stops serving the Honolulu International Airport Station has been identified in Table 4-4 at each bus stop for each route. The route activity has been split between inbound and outbound stops and rounded. The majority of these passengers are connecting with rail; however, some will connect with nearby destinations, or transfer between buses, or will walk to the airport. Estimates are based on the 2030 travel forecasting model results, with bus stops identified as nodes in the network.
Recommended features include the following:
Concrete pads for all TheBus stops.
A dedicated TheHandi-Van position co-located with the off-street TheBus position at S1.
Bicycle parking for at least 20 bicycles near the station entrance with the ability to accommodate up to 60 bicycles.
Wayfinding signs between the station entrance and stops S1 and S2 on Rodgers Boulevard, which are located some distance from the station entrance. (Section 4.5 below provides further discussion of wayfinding and other pedestrian connections at ASG stations.)
4.2.4 Integration of Other Modes
Over one-half (53 percent) of passengers using the Honolulu International Airport Station will walk or bike to/from the station. The majority of these trips (70 percent, or 2,360 passengers daily) will be transferring to/from the Airport. Because of this, effective wayfinding signage (e.g., trailblazers, on-pavement striping) between the Airport terminals and rail station will be essential.
Airport-to-rail pedestrian connections should accommodate rail passengers connecting to three airline terminals. These include:
The Overseas Terminal, which includes domestic departures/arrivals and international departures, currently makes up the majority of Airport activity
The International Arrivals Building, where incoming passengers on international flights pass through US Customs and Immigration and collect their luggage in a secure, standalone facility with its own exit
The Interisland Terminal, where flights to/from the neighbor islands arrive and depart, and where check-ins for most Hawaiian Airlines flights occur. The
mauka expansion of the Interisland Terminal, which is expected to be completed by 2019, will increase the number of transfers between rail and the airport
Passengers connecting between rail and Overseas Terminal will access the terminal through a new concourse-level elevated walkway adjoining the mauka/‘Ewa corner of the Overseas Parking Garage (at Level 4). After walking through the garage (preferably, on a dedicated walkway protected from autos), passengers will use an existing elevated walkway that crosses Rogers Boulevard to directly connect with the Overseas Terminal at Level 3. An elevator at the end of the Rodgers Boulevard sky bridge will allow passengers to access the Lobby 4/5 check-in area on the second floor or the baggage claim area on the first floor. As with all connections between rail and the terminals, clear signage and wayfinding will be key to promote optimal integration between new and existing facilities.
The connection to the International Arrivals Building will require clearly marked ground-level signage and wayfinding from the station entrance. Traffic volumes on Ala Auana Street will increase with the opening of the CONRAC. With CONRAC, Ala ‘Auana Street may become too busy for pedestrians to cross mid- block. Therefore, the preferable pedestrian connection to the station may involve walking approximately 150 feet Koko Head from the International Arrivals entrance/exit to a new crosswalk on Rodgers Boulevard across from US Department of Agriculture office (recommended only and not in any existing plans). This would allow passengers to access the station without crossing the realigned Ala ‘Auana Street. Improved sidewalks on the Koko Head side of Ala ‘Auana Street and wayfinding (either signage or perhaps on-pavement striping and iconography that delineates the best walk route) will greatly improve ground- level pedestrian access from the International Arrivals Building to the Honolulu International Airport Station.
Pedestrian access to the Interisland Terminal is more complex. Accessing the Interisland Terminal from the station will require passengers to walk ‘Ewa along a new elevated walkway from the station concourse to the sixth level of the International Parking Garage. From there, passengers walk through the garage to an existing moving sidewalk and sky bridge over Rodgers Boulevard to the Interisland Terminal Garage. After walking through the Interisland Terminal Garage, passengers take a final elevator down to the Interisland Terminal check- in area (Lobby 3).
Taking into consideration that passengers transferring to and from the airport will have luggage, three vertical grade changes may prove cumbersome. Ground- level wayfinding to and from the station as well as revised ground-level pedestrian access (e.g., via the Lei Stands or mauka perimeter of the International Parking Garage) may better serve passengers connecting between the Airport Station and the Interisland Terminal.
Figure 4-3 illustrates the above grade connections between the Honolulu International Airport Station and the Overseas and Interisland Terminals.
4.3 Lagoon Drive Station
4.3.1 Bus Services
Almost three-fourths (73 percent) of passengers will access the Lagoon Drive Station by bus. Table 4-5 presents the bus routes that will serve the Lagoon Drive Station area in 2017, 2019 (full opening), and 2030. The table shows the routes, direction, and maximum number of buses serving the station in the peak hour. Current bus operations are expected to continue until the full Project opening in 2019 when rail will replace some long distance bus routes (Routes 9, 20, 42 and 62) operating east/west along the Nimitz Highway corridor.
The Lagoon Drive station area is not currently served by transit directly. The 28 bus trips in the peak hour listed in Table 4-5 for 2017 are for services operating on Nimitz Highway, which is located approximately 800 feet mauka of the station location. In 2019, of the 22 trips in the peak hour, 8 will directly serve the station, and 14 will serve nearby on Nimitz Highway. The following describe new bus routes (shown on Figure 3-1 in Section 3.1) that will serve the station and identifies those routes that will change operations or be replaced by the rail line:
Route 9 Pearl Harbor/Kaimuk (EB/WB)—Route 9 will operate its current alignment until 2019 when service west of Ala Moana Center will be replaced by rail and Route 312. This bus route will provide Pearl Harbor with circulator service from Aloha Stadium Station.
Route 19 Hickam Field/Waik (EB/WB)—Route 19 will operate its current alignment until 2019 when its service will be truncated at the airport. Hickam Field will be served by circulator Route 313 providing connections from the PHNB Station. Route 19 will increase service to 15-minutes (peak and off- peak) between the Airport and Waik operating on Nimitz Highway within one-half mile of the Lagoon Drive Station.
Route 20 Pearlridge/Waik (EB/WB)—Route 20 will operate its current alignment until 2019 when its service will be replaced by the rail line.
Overseas Terminal Connection
Interisland Terminal Connection
Figure 4-3: Conceptual Above-Grade Pedestrian Connections between Honolulu International Airport Station and Terminals
Table 4-5: Lagoon Drive Bus Service Changes by Year
9 Westbound 4 4 0 0 9 Eastbound 3 3 0 0
19 Westbound 2 2 4 4 19 Eastbound 2 2 4 4 20 Westbound 1 1 0 0 20 Eastbound 2 2 0 0
31X Westbound 0 0 6 6 40 Westbound 2 2 3 3 40 Eastbound 2 2 3 3 42 Westbound 2 2 0 0 42 Eastbound 2 2 0 0 62 Westbound 2 2 0 0 62 Eastbound 3 3 0 0 306 Westbound 0 0 1 1 306 Eastbound 0 0 1 1
Route 31X Salt Lake/Lagoon Drive (NB/SB)—Route 31X will operate along its current alignment until 2019 when it will be restructured to provide direct service from Salt Lake neighborhoods (operating along the Salt Lake portion of today’s Route 3) to the Lagoon Drive Station. Route 302 will also connect Middle Street Transit Center Station with Tripler Medical Center. Starting in 2019 in the AM period, Route 31X will serve Salt Lake and continue to the Lagoon Drive makai station entrance via Lagoon Drive to left on the makai Waiwai Loop road, stopping adjacent to the eastbound station entrance. This will provide a convenient connection to downtown destinations for Salt Lake residents. In addition, the route would pick up rail passengers destined for the employment areas along Koapaka and Ualena Streets, via Waiwai Loop to Koapaka, left on Paiea and left on Ualena, returning to serve a bus stop adjacent to the mauka station entrance (westbound) on Lagoon Drive. This stop would serve as a layover location.
Route 40 M kaha/Ala Moana Center (EB/WB)—Route 40 will continue its current alignment. This route will provide the local stop service between rail stations and when rail is not operating. The route will con

bus/rail integration plan for the airport station group

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