Bus/Rail Integration Plan for Ala Moana Center Station Final

April 2014

Prepared for: Honolulu Authority for Rapid Transportation

Table of Contents

1 Introduction...... 1 1.1 Background...... 1 1.2 Purpose of Bus/Rail Integration Plans ...... 1 1.3 Basis for Bus/Rail Integration Plans ...... 2 1.4 Contents of Bus/Rail Integration Plans ...... 2 1.5 Monitoring of Factors Affecting Bus/Rail Integration Plans ...... 3 1.6 Direction for Planning and Design of Bus Facilities ...... 3 2 Bus/Rail Integration Plan Overview for Ala Moana Center Station ...... 6 2.1 Factors Affecting the AMC Bus/Rail Integration Plan...... 6 2.2 Characteristics of AMC Station Area...... 8 3 Bus Networks Serving Ala Moana Center Station ...... 9 3.1 Current Bus Network in AMC Station Area ...... 9 3.2 Planned Bus Network in AMC Station Area ...... 9 3.3 Bus Route Changes from Project FEIS...... 15 4 Recommended Bus Facilities at Ala Moana Center Station ...... 21 4.1 Bus Services at AMC Station ...... 21 4.1.1 Bus Services ...... 22 4.1.2 Other Operational Considerations ...... 26 4.2 Bus/Rail Integration Features ...... 27 4.3 Bus Facilities in 2019/2030 ...... 36 4.3.1 All On-Street Bus Operations ...... 36 4.3.2 Off-Street and On-Street Bus Operations ...... 37 4.3.3 Bus Staging Area ...... 39 4.4 Integration of Other Modes ...... 44 4.4.1 Pedestrian Access ...... 44 4.4.2 Bike Sharing Facilities...... 44 4.4.3 General-Purpose Vehicle Access ...... 45 4.5 Pedestrian Connections at AMC Station ...... 45

Appendix

Appendix A—HHCTCP Design Criteria Chapter 6 Civil

Final Bus/Rail Integration Plan for Ala Moana Center Station Page i Honolulu Rail Transit Project April 2014 Figures

Figure 3-1: 2030 Bus Network Serving AMC Station...... 12 Figure 3-2: Inset of 2030 Bus Network Serving AMC Station—WITHOUT Off-Street Transit Center Scenario ...... 13 Figure 3-3: Inset of 2030 Bus Network Serving AMC Station—WITH Off-Street Transit Center Scenario ...... 14 Figure 4-1: Ala Moana Station TheBus and TheHandi-Van Layout WITHOUT Proposed Off-Street Transit Center—2019/2030 ...... 32 Figure 4-2: Ala Moana Station TheBus and TheHandi-Van Layout WITH Proposed Off-Street Transit Center—2019/ 2030 ...... 33 Figure 4-3: Ala Moana Station TheBus and TheHandi-Van Layout WITHOUT Proposed Off-Street Transit Center—2019/2030 (enlargement of station entrance area)...... 34 Figure 4-4: Ala Moana Station TheBus and TheHandi-Van Layout WITH Proposed Off-Street Transit Center—2019/2030 (enlargement of station entrance area) ...... 35 Figure 4-5: Proposed AMC Bus Staging Area Location ...... 40 Figure 4-6: Proposed Bus Staging Extension between Kona and Waimanu Streets ...... 43 Figure 4-7: Wayfinding Example at an LRT Stop (Portland, Oregon) ...... 46

Tables

Table 2-1: 2030 Daily Passenger Volumes at AMC Station by Route ...... 7 Table 2-2: 2030 Daily Passenger Volumes by Mode of Access at Ala Moana Station...... 7 Table 3-1: Current and 2030 Bus Routes Serving AMC ...... 10 Table 3-2: Phasing of Bus Service at AMC Station ...... 11 Table 3-3: 2030 Service Characteristics of Bus Routes at AMC Station ...... 16 Table 3-4: 2030 Expected Bus Route Changes Compared to FEIS (Appendix D) ...... 18 Table 4-1: Ala Moana Center Station Bus Volumes by Year ...... 23 Table 4-2: Ala Moana Center Station Bus Operations in 2019/2030 WITHOUT Proposed Off-Street Transit Center ...... 28 Table 4-3: Ala Moana Center Station Bus Operations in 2019/2030 WITH Proposed Off-Street Transit Center ...... 30

Page ii Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project Acronyms and Abbreviations

ADA Americans with Disabilities Act AMC Ala Moana Center 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 FTA Federal Transportation Administration GEC General Engineering Contract GGP General Growth Properties HART Honolulu Authority for Rapid Transportation KHSG Kamehameha Highway Station Group Koko Head toward Diamond Head/east LCC Leeward Community College makai toward the sea mauka toward the mountains NB northbound NEX Navy Exchange Shuttle ORTP 2Ӂahu Regional Transportation Plan OTS 2ދahu Transit Services Project Honolulu Rail Transit Project SB Southbound TDM Transportation Demand Management TOD transit-oriented development UH University of Hawai‘i WB Westbound WRCS WaikƯNƯ Regional Circular Study

Final Bus/Rail Integration Plan for Ala Moana Center Station 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 at some rail stations, more than 70 percent of total daily 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 meets 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. Although it is included in the Kaka‘ako Station Group, a separate report is being prepared for Ala Moana Center (AMC) Station because of its importance and complexity as a major transit hub.

The integration plans for AMC and other rail stations 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: x Delineation of on- and off-street bus facilities in each station area, including types of stops (e.g., single or multiple bus bays). x Guidance and background information to HART, the Department of Trans- portation Services (DTS) of the City and County of Honolulu, and other interested parties for development and coordination of on-street stops. x Guidance to DTS and O‘ahu Transit Services (OTS) for operations planning of bus routes serving Project stations.

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 1 Honolulu Rail Transit Project April 2014 1.3 Basis for Bus/Rail Integration Plans

Key steps for preparing bus/rail integration plans include the following: x 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 developed and refined as part of the Project Final EIS, and provide a major basis for each bus/rail integration plan. x 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. x 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. x Develop tables showing bus volumes by route during peak-demand periods at each station, including bus volumes under each Project phase. x Identify bus facilities based on future bus and roadway networks in each station area as well as estimated bus and passenger volumes. x Confirm bicycle parking facilities at each station; initial estimates are identified in the Station Access and Modal Interface Report (August 2011). x Review bus/rail facilities with general engineering contract (GEC) designers prior to submittal of bus/rail integration plans for HART review. x Review bus/rail facilities and service assumptions with HART and DTS prior to submittal of bus/rail integration plans. 1.4 Contents of the Bus/Rail Integration Plan

The information in this Bus Rail Integration Plan (BRIP) for AMC Station addresses bus/rail integration items through 2030. Recommendations are presented for Project implementation in 2019 and beyond.

The focus of the BRIP is a set of recommended bus-related facilities as well as facilities to serve other modes. The integration plan also provides 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: x Location of bus stops at each station, both on-street and, in some cases, at off-street transit centers. x Assignment of bus routes to reflect the alignments and passenger volumes of each route serving project stations, as well as characteristics of roadway facilities.

Page 2 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project x Size and operational characteristics of bus stops that reflect the types of buses expected to be assigned to routes serving Project stations. x Location of stops for TheHandi-Van vehicles. x Locations in station areas for wayfinding signage to provide directions for those riders transferring between bus and rail. x 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 charac- teristics 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 AMC and other 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 update 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.

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 3 Honolulu Rail Transit Project April 2014 Other key considerations affecting other access modes to Project stations include: x Street crossings should be as minimal as possible for on-street bus stops. x 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. x 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). x 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.

Page 4 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project Other key considerations affecting other access modes to Project stations include: x 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. x 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. x 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.

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 5 Honolulu Rail Transit Project April 2014 2 Bus/Rail Integration Plan Overview for Ala Moana Center Station

The recommended bus facilities at Ala Moana Center (AMC) Station reflect the planned bus network that will support the Project. Characteristics of this bus network were used by the travel forecasting model for the Project FEIS. In the bus/rail integration plan (BRIP) for AMC Station, information on the bus network is provided for both 2019 and 2030. To reflect factors affecting service implemen- tation, bus information is also presented for 2019 (the full Project opening between East Kapolei and Ala Moana).

In addition to the bus-rail integration facilities proposed by the Project, the City is separately pursuing the development of an off-street bus transit facility at the Ala Moana Center. As discussed in the WaikƯNƯ Regional Circulator Study (WRCS)2, this transit center would include a dedicated platform and turnaround for high frequency bus services to WaikƯNƯ and UH MƗnoa, and would connect directly to the rail station concourse. This BRIP includes scenarios both with and without this proposed off-street transit center. Further information on the findings from the WRCS is provided in Section 3.3. 2.1 Factors Affecting the AMC Bus/Rail Integration Plan

There are several factors that affect the recommended bus-related facilities for the AMC Station. For example, the BRIP plan reflects 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: x Scale and type of current and potential future land uses, x Current and future non-motorized access features, such as sidewalk condi- tions and bicycle paths and lanes, x Natural and human-produced site constraints, as well as other barriers to station access, and x 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).

2 WaikƯNƯ Regional Circulator Study (June 2013); City and County of Honolulu Department of Transportation Services Public Transit Division, June 2013.

Page 6 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project Estimated daily station passenger demand by Table 2-1: 2030 Daily mode of access was identified by travel fore- Passenger Volumes at AMC casting model results. The daily number of Station by Route passengers using the bus stops serving the Number of Daily AMC Station has been estimated for both Passengers boarding and alighting passengers for 2030. Route Boarding and Alighting 3 Table 2-1 summarizes the data by route for A 1,270 AMC station. 3 810 The majority of these passengers will be 5 1,390 connecting with rail; however, some 6 3,660 passengers will be traveling to nearby 7X 7,430 destinations or are transferring between 8A 13,590 buses to complete their trip. Reviewing the 8B 3,030 combined passenger volumes for each bus 9 2,300 stop assists in identifying needed bus stop 13 1,710 characteristics and amenities. 17 940 18 670 Travel forecasting model results also provided 23 380 direction for determining bus and other 40 570 access requirements at AMC station. 52 570 Table 2-2 provides an overview of estimated daily number of passengers at the station in 88A 40 2030 by mode of access. The travel forecasts Totals 38,360 indicate that buses will be the dominant Source: Travel Forecasting Model access mode at AMC Station with approxi- mately 22,600 riders and almost 79 percent of total demand. Walk/bike will be the second largest mode of access at the AMC Station. The large daily volume of non-motorized travel underscores the importance of sufficient sidewalks and facilities for bike parking in the station area.

Table 2-2: 2030 Daily Passenger Volumes by Mode of Access at Ala Moana Station4 Total Bus Park-and-Ride Walk/Bike Kiss & Ride Other Daily Share Share Share Share Share Boardings Daily of Daily of Daily of Daily of Daily of Demand Total Demand Total Demand Total Demand Total Demand Total 22,610 17,790 79% 0 0% 3,680 16% 890 4% 250 1% Source: Travel Forecasting Model

3 Project FEIS (June 2010); bus routes reflect the bus service plan that was included in the FEIS/Appendix D. However, Routes 8A and 8B are new, post-FEIS routes proposed in the June 2013 Waikiki Regional Circulator Study, which splits Route 8 into two routes serving the Knjhiǀ Avenue corridor and Fort DeRussy separately. 4 Travel Forecasting Model for Rail Project; February 2012 results

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 7 Honolulu Rail Transit Project April 2014 Kiss-and-ride activities are assumed to occur on-street. 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.

Facilities identified in the BRIP for AMC Station will support transfers among bus routes. However, transfers between buses at AMC currently take place on-street with most occurring on Kona Street. Kona Street is part of the AMC complex and is owned by General Growth Properties (GGP).

The BRIP for AMC Station also reflects the current (Fall 2013) station design efforts, which grew out of the module concept plans, and best estimates of capacity needs for bus and other access modes. This BRIP will be updated as necessary. 2.2 Characteristics of AMC Station Area

The AMC Station will be located on an elevated guideway above the intersection of Kona and Kona Iki Streets. This station will serve as the eastern terminus of the full 21-station Project until future rail extensions are provided to either UH 0Ɨnoa or Waikiki.

With the station in place at AMC, substantial numbers of passengers will be expected to transfer between bus and rail, particularly during peak periods. During AM and PM peak periods, high transfer volumes will occur from rail to buses destined to Waikiki and UH MƗnoa.5 As is the case with existing opera- tions at AMC, bus service will use on-street positions located on Kapi‘olani Boulevard, Ala Moana Boulevard, and Kona Street. However, a potential exception to an all on-street scenario is a new off-street facility located near Kona and Kona Iki Streets. This off-street facility is discussed further in Section 4.

Other characteristics of the AMC station area that need to be recognized by the BRIP involve potential new land use developments in the immediate vicinity of the rail station. These developments include conversion of the previous Sears store into a new multi-level, 650,000 SF complex of retail activities anchored by a Bloomingdale’s department store (the Ewa Wing Expansion project)6, additional parking on the ‘Ewa side of AMC to support the mall expansion, and the proposed high-rise Samkoo Hawaii residential complex in the vicinity of Kapiދolani Boulevard and Kona Iki Street.

5 The PM peak period will be heavier because of the added personal business, shopping, tourist trips that occur between AMC and Waikiki 6 Slated for opening in 2015

Page 8 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project 3 Bus Networks Serving Ala Moana Center Station

This section describes both current and planned bus route networks serving the AMC station area. Makiki, MƗnoa, and WaikƯNƯ are mature communities that are already served by bus routes connecting to AMC. Several bus routes operate on Kapi‘olani and Ala Moana Boulevards connecting AMC to Downtown Honolulu, KaimukƯ, Liliha, Kalihi, and Honolulu International Airport, as well as East Honolulu, Windward, North Shore, and ‘Ewa destinations.

The future bus network supports the rail project by providing enhanced bus services connecting to AMC Station, particularly with major employment and educational destinations in Waikiki and MƗnoa. The future bus network also recognizes that, with the rail service, some routes that serve the AMC station area will be eliminated or restructured. 3.1 Current Bus Network in AMC Station Area

TheBus currently operates 25 routes in the AMC station area. Bus stops in the AMC station area are located along Ala Moana Boulevard, Pi‘ikoi Street, Kona Street, Mahukona Street, Atkinson Drive, and Kapiދolani Boulevard. Routes along Kona Street encircle AMC using a clockwise flow.

AMC has been the major transportation hub for Honolulu for over four decades. Although the DTS has been recently shifting routes off of Kona Street or truncating routes outside of Ala Moana center in order to mitigate construction activities at the shopping center and improve operational efficiency, the overall role of AMC as a transit rider destination to shop or as a place to transfer to another bus has remained unchanged. TheBus routes are currently organized into groups based upon major destinations: Aiea/Pearl City, Central O‘ahu, Leeward O‘ahu, Windward, Town and WaikƯNƯ. TheBus has two major concen- trations of service at AMC—at mauka and makai bus stops along Kapi‘olani and Ala Moana Boulevards and at a series of four bus stops along the makai side of Kona Street. 3.2 Planned Bus Network in AMC Station Area

This section provides further information on the planned bus network serving the AMC Station. The AMC Station will be operational in 2019 and several changes to current bus routes will be made to support rail service. An overriding consi- deration relating to these changes is the ability of the bus network at AMC to effectively meet the large volumes of bus/rail transfers that will occur with Project implementation.

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 9 Honolulu Rail Transit Project April 2014 Table 3-1 identifies the location of future (2030) bus routes at AMC Station as well current (2013) locations. The table identifies the primary (major concen- trations of rider activity) stop location such as Kona Street. Ala Moana Boulevard is identified as the secondary (relatively minor passenger activities) stop location for those routes circling the AMC complex. Any layover or recovery functions occur along the Kona Street stops. There are 19 routes serving these two major concentrations of bus stops on Kona Street. Some, but not all, routes serve both locations. Currently, Routes 19 and 20 serve Kona Street in the eastbound direction to WaikƯNƯ and Ala Moana Boulevard in the westbound direction. Four additional routes provide service along Kapi‘olani Boulevard and two additional ones along Ala Moana Boulevard.

Table 3-1: Current and 2030 Bus Routes Serving AMC Locations of Current Recommended Locations of 2030 Bus Routes Serving AMC Bus Routes Serving AMC Kapi‘olani Ala Moana Kapi‘olani Ala Moana Bus Routes Blvd Kona Street Blvd Blvd Kona Street Blvd A C S 3 5 6 S S 7 (future 7X) 8 S 8A 8B S 9 13 17 18 19 20 23 S S 40 S S 42 52 S S 53 S 55 S 56 S 57 S 57A S 62 S 65 S 88A S S 98A Sources: Current (October 2013) bus service at AMC and bus operations included in the Project FEIS (Appendix D) = Primary Stop S = Secondary Stop

Page 10 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project The routes serving AMC in 2013 generate approximately 1,600 daily bus trips. In 2030, the total number of bus routes will decrease; however, the number of daily bus trips will remain at about 1,600 or 2013 levels.

Table 3-2 identifies phasing of bus service at the AMC Station that corresponds to Project implementation. The table shows that, in 2017, 75 bus trips will serve AMC in the peak AM hour. In 2019 and 2030 with rail, there will be 99 peak hour bus trips expected. It should be noted that the interim Project opening in 2017 will not include the AMC Station.

Table 3-2: Phasing of Bus Service at AMC Station Maximum Number of Bus Trips Serving Station in AM Peak Hour 2017 2019 2030 80 99 99 Source: Bus operations on Project FEIS (Appendix D)

Figure 3-1 shows the bus network that will serve AMC station area. The volume of peak-hour bus trips reflects the estimated demand for bus services as identified for the travel demand forecasting model. Design characteristics of bus facilities at the AMC Station should also reflect the bus network that should be in place at the 2019 full opening of the Project. Many of the routes traveling west and to the north shore will supplement the rail system, while bus routes to the east are not enhanced with greater frequency or through provision of express bus service; for example, Route 23.

Figure 3-2 and Figure 3-3, respectively, identify a closer view of 2019-2030 bus service in the Ala Moana Center Station area with and without the proposed off- street bus transit center. The various bandwidths shown in the maps represent the service frequency of each route.

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 11 Honolulu Rail Transit Project April 2014 Figure 3-1: 2030 Bus Network Serving AMC Station

Page 12 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project Figure 3-2: Inset of 2030 Bus Network Serving AMC Station—WITHOUT Off-Street Transit Center Scenario

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 13 Honolulu Rail Transit Project April 2014 Figure 3-3: Inset of 2030 Bus Network Serving AMC Station—WITH Off-Street Transit Center Scenario

Page 14 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project Table 3-3 identifies characteristics of each bus route in 2030, including service areas, frequencies, and vehicle features for buses that will serve the AMC station area. Although bus trips at AMC in the AM peak hour will increase between 2017 and the 2019 Project opening, the number of bus routes will decrease from 25 to 16. Of those routes, 12 will serve Kona Street, 3 will operate on Kapiދolani Boulevard and 1 will remain on Ala Moana Boulevard. Even with rail replacing a number of bus routes, AMC will still operate as a major bus transit center. Routes providing local bus stop coverage along Kapi‘olani and Ala Moana Boulevards will still connect to AMC after the 2019 Project opening. In addition, existing mauka/makai bus services will provide opportunities for passengers to connect between AMC and large residential neighborhoods outside the one-half mile station walking area, including Makiki, MƗnoa Valley, and PƗlolo Valley.

AMC will provide the major link for those transferring between the rail station and WaikƯNƯ (both the Knjhiǀ Avenue corridor and Fort DeRussy) as well as UH 0Ɨnoa. To meet the expected high volumes of transferring passengers, limited stop connector routes (described in the WRCS study) will provide 3 to 8-minute peak period service to these major destinations. During the off-peak, these routes will provide 8-minute service to WaikƯNƯ via Knjhiǀ Avenue (Route 8A) and 20-minute service to UH MƗnoa (Route 7X). Additional bus service to these destinations will be provided by other routes that will serve all local bus stops. Institutional shuttle bus services such as the Rainbow Shuttle operated by UH may also provide supplemental service to AMC. 3.3 Bus Route Changes from Project FEIS

Bus operations are constantly changing to reflect passenger demand, land use changes, and roadway improvements. Project assumptions have also changed and these may impact bus feeder and connection services. A number of these changes have affected the AMC station since the Project FEIS was published. The route-specific information shown in Table 3-4 reflects those changes. As further discussed in the following sections, the service changes include those that occurred in 2012 as well as recommendations coming from the WRCS.

In 2012, the City’s Department of Transportation Services (DTS) implemented a large number of changes to buses operating in the AMC station area. These service changes affected Routes 13, 17, 18 operating in the AMC area. Some of those changes included new bus connections that were also identified in the FEIS, but will use different route alignments. These changes are included in this BRIP.

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 15 Honolulu Rail Transit Project April 2014 Table 3-3: 2030 Service Characteristics of Bus Routes at AMC Station Service Frequencies Peak Base Maximum Service Hour Period Vehicle Route Coverage Routing Description (minutes) (minutes) Size (feet) A Connects Middle The route is modified to operate from the Middle 10 15 60 Street Transit Street Transit Center to UH MƗnoa along its current Center with UH alignment. Will serve AMC via Kapi‘olani 0Ɨnoa Boulevard. 3 Connects KaimukƯ This route will operate along its current alignment to 12 12 45 with Downtown downtown Honolulu where it will be truncated. Salt Lake service will be provided by Route 31 via Lagoon Drive Station and Route 311 via Honolulu International Airport Station. 5 Connects MƗnoa The route will continue to operate along its current 20 60 40 Valley and Makiki alignment. with AMC 6 Connects MƗnoa, The route will continue to operate along its current 10 10 40 UH MƗnoa, AMC alignment providing 20-minute peak period service with Downtown to MƗnoa and Pauoa. and Pauoa 7X New route This new route will provide limited-stop service to 4 20 60 connecting UH UH MƗnoa via AMC, Kona Iki, right onto Kapi‘olani 0Ɨnoa with AMC to left on University Avenue, right on Dole, left on East-West Rd, left on Maile Way and left on University to return to Ala Moana Station via Kapi‘olani and left onto Kona Iki to the TC. 8A New route New route providing limited-stop service to WaikƯNƯ 3 8 60 connecting via AMC, Kona Iki, right onto Kapi‘olani, right onto WaikƯNƯ with AMC KalƗkaua Avenue to Knjhiǀ Avenue and left onto Kapahulu. 8B New route New route providing limited stop service to WaikƯNƯ 8 10 60 connecting via AMC, Kona Street, left onto Pi‘ikoi, left onto Ala WaikƯNƯ with AMC Moana Blvd, right onto KƗlia Road to Saratoga. 9 Connects PƗlolo This route is modified to serve PƗlolo Valley 15 30 40 Valley with AMC (replacing current 9S) and connecting to AMC via Waiދalae Avenue to Kapi‘olani, left onto Kona Iki and left onto Kona, returning via left onto KƗheka and right onto Kapi‘olani. 13 Connects Liliha This route will operate along its current alignment 15 15 60 with WaikƯNƯ and serving AMC via Kapi‘olani Boulevard. UH MƗnoa 17 Connects Makiki The route will continue to operate along its current 30 30 40 with AMC alignment. 18 Connects AMC The route will continue to operate along its current 30 30 40 with Makiki, UH alignment. 0Ɨnoa, KƗhala Mall and Aina Haina

Page 16 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project Table 3-3: 2030 Service Characteristics of Bus Routes at AMC Station (continued) Service Frequencies Peak Base Maximum Service Hour Period Vehicle Route Coverage Routing Description (minutes) (minutes) Size (feet) 19 Connects the Route 19 is modified to terminate at the Honolulu 15 15 60 Honolulu International Airport. Westbound from WaikƯNƯ, the International route will follow its current alignment to left on Airport with Rodgers to the Airport. The route returns along WaikƯNƯ Route 19’s current alignment to WaikƯNƯ with the exception that the route does not circle Ala Moana Center to serve Kona Street. Instead, it will remain on Ala Moana Boulevard. 23 Connects Hawaii The route will continue to operate along its current 30 30 40 Kai with WaikƯNƯ alignment. Many of the routes traveling west and to and AMC the north shore will supplement the rail system, while bus routes to the east are not enhanced with greater frequency or express buses, i.e. #23. 40 Connects Route 40 will serve its current alignment to UH 20 20 60 Waianae Coast West O‘ahu campus Road A, continuing on internal with Kapolei UH West O‘ahu roads to Road B, and UH West continuing to O‘ahu Transit Center, where the route returns to Downtown Farrington Highway and continues along its current Honolulu alignment to AMC. 52 Connects North Route operates along its current alignment from 30 30 60 Shore, Wahiawa North Shore to downtown Honolulu. In downtown and Mililani with the route is modified from King Street to right on Downtown Punchbowl to left on Ala Moana Boulevard to AMC. Honolulu 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. 88A Connects North The route will continue to operate along its current 30 -- 45 Shore and alignment. Windward communities with downtown and AMC Note: Listed weekday frequencies are averaged for the time period.

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 17 Honolulu Rail Transit Project April 2014 Table 3-4: 2030 Expected Bus Route Changes Compared to FEIS (Appendix D) Change Characteristics

Route Description Justification Deleted Alignment Span ofService Service Frequency StationsServed 7 The route will have a minor access change No Yes No No No The WRCS found this into AMC. It will travel westbound from alignment to provide Kapi‘olani Blvd. to left onto Kona Iki to the more direct service and transit center. The route returns to UH MƗnoa save operating time by via Kona Iki and right onto Kapi‘olani avoiding Kona Street Boulevard. congestion. 8A/B Routes 8A and 8B will replace Route 8. No Yes No Yes No The WRCS found these Route 8A will serve a limited number of stops alignments to provide between Kapahulu Ave. and AMC via Knjhiǀ more direct and Ave. to KalƗkaua Ave. and Kapi‘olani Blvd. frequent service using The route will return to WaikƯNƯ via the same fewer buses. alignment. Route 8B provides the Ala Moana Blvd. and KƗlia Road connection to AMC via Ala Moana Blvd. to right on Piދikoi and right on Kona St. to the new passenger platform. The route returns to WaikƯNƯ via Kona St. to left on Piދikoi and left onto Ala Moana Blvd. The routes will access Kona Street (or the proposed off-street bus platform if that option is constructed) directly from Kona Iki7. 13 Route 13 will continue along its current No Yes No No Yes The FEIS service alignment to UH MƗnoa via Kapi‘olani Blvd. assumptions included a and WaikƯNƯ. The route will serve AMC from bus route connecting Kapi‘olani Blvd but will be modified to turn UH MƗnoa and WaikƯNƯ. right onto KalƗkaua Ave. from Kapi‘olani Blvd This new Route 13 to serve the bus stop at ‘Ena and KalƗkaua alignment was Avenue. The route will return to Kapi‘olani implemented by DTS in Boulevard via a left turn from KalƗkaua 2012 to provide that Avenue. service along Kapahulu Avenue. Route 13 will also provide additional local stop coverage on Kapi‘olani Boulevard replacing Route 52 (see below).

7 As recommended in the WaikƯNƯ Regional Circulator Study (June 2012); without a new off-street facility, the route would access the AMC station area via a westbound stop on Kona Street.

Page 18 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project Table 3-4: 2030 Expected Bus Route Changes Compared to FEIS (Appendix D) (continued) Change Characteristics

Route Description Justification Deleted Alignment SpanService of Service Frequency StationsServed 17 Route 17 will maintain its current alignment No Yes Yes Yes No The service area and service characteristics providing coverage in the FEIS mauka/makai coverage along Pensacola and for Route 17 will be Keދeaumoku to/from Makiki. covered by Routes 4 and 13; therefore, no change to this route is required. 18 Route 18 will maintain its current alignment No Yes No Yes No The service area and service characteristics providing coverage in the FEIS mauka/makai coverage along Pensacola and for Route 18 will be Keދeaumoku to/from Makiki and UH MƗnoa covered by Route 4 via Wilder Avenue. and, therefore, no change to this route is required. 52 Route 52 has two alignment changes. The No Yes No No Yes Avoids potential bus route will serve Iwilei Station from Dillingham congestion at bus stops Blvd. instead of directly from Ka‘aahi Street. along Kaދaahi Street. The second alignment change occurs in The downtown change downtown. Inbound from King Street, the replaces service from route turns right onto Punchbowl and left onto discontinued Route 42 Ala Moana Blvd. to Pi‘ikoi and Kona Streets and Windward routes to serve Ala Moana Center. The route returns along Ala Moana via Ala Moana Blvd. to right onto South Street Boulevard. serving Civic Center Station and left onto Beretania. Source: Current (October 2013) service levels for TheBus operations in AMC area; recommendations from WRCS.

Waikiki Regional Circulator Study The Project Final EIS assumed high-frequency bus service between AMC and UH MƗnoa/WaikƯNƯ (see Appendix D). To further define the transit service characteristics between Ala Moana Center and WaikƯNƯ, the City initiated the Waikiki Regional Circulator Study (WRCS). This study was conducted indepen- dently of the rail project, and any associated capital improvements will be implemented by the City and its partners as a standalone project.

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 19 Honolulu Rail Transit Project April 2014 The WRCS recommended that Route 8 be rerouted to provide more direct links between AMC and Waikiki. The service would operate with two branches, one serving Knjhiǀ Avenue and the Zoo (8A), with the other branch serving Ala Moana Boulevard and Fort DeRussy (8B). This Preferred Alternative exceeds the service frequency identified in the Final EIS but fewer buses (14 instead of 16 buses).

x Route 8A would originate on the Mauka side of Ala Moana Center, and would operate along Kapi‘olani Boulevard, KalƗkaua Avenue, and Knjhiǀ Avenues to end at a terminal near the Honolulu Zoo. This route would provide direct service to Knjhiǀ Avenue, and would enable about 75 percent of the existing Route 8 riders to bypass the Fort DeRussy and Hobron area—currently, the most time-consuming portion of the existing Route 8. It would be operated with the same number of buses and daily operating hours as service operating today. The route would provide more than triple the service frequency over current levels—3 to 4 minute average headways during peak periods, rather than 12.5 minute today. x Route 8B would operate from Pi‘ikoi, Ala Moana Boulevard and KƗlia ending at a stop in the vicinity of the Fort DeRussy parking lot. Route 8B would provide essential service coverage to the makai area of WaikƯNƯ (Hobron Lane, Hawaiian Village, and Fort DeRussy). Line 8B will also skip most of intermediate bus stops along Ala Moana Boulevard, allowing buses to benefit from the signal timing along this street. Line 8B can be operated with four vehicles on 8 minute headways as compared to the current 12.5 minute headways.

Page 20 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project 4 Recommended Bus Facilities at Ala Moana Center Station

The following sections describe the recommended bus facilities at the AMC Station. Since access by bus is by far the most dominant mode at AMC Station, providing convenient bus/rail integration is necessary for a smooth and seamless bus/rail interface. 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 recommended bus facilities at the AMC Station will support the bus network that will complement the Project.

The recommended bus facilities at AMC Station reflect the planned bus network that was included in the travel forecasting model used in the Project FEIS. The BRIP recommendations presented in the following sections were developed to correspond to the 2019 and 2030 horizon years for the AMC 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.

Further direction for bus access at AMC has been provided through the Waikiki Regional Circulator Study (WRCS). The facilities presented in this section of the AMC Station BRIP report include an option that incorporates an off-street facility as part of bus access at the station. This facility would have characteristics similar to that was identified in the WRCS. However, as previously noted in Section 3.2, an off-street bus facility at AMC was not identified in the Project FEIS. Such a facility would need to secure the necessary environmental clearances and new funding. While the facility is not included in the contract for station construction, it will be included as part of the final design contract (September 2013). 4.1 Bus Services at AMC Station

This section further describes route-specific bus service features in the AMC station area. Bus service, as identified in the Project FEIS, will serve a variety of locations, including UH MƗnoa, MƗnoa Valley, Makiki, KaimukƯ, PƗlolo Valley, WaikƯNƯ, Kalihi, MƗkaha, Liliha, Downtown Honolulu, Pauoa, Nuދuanu, and Wahiawa. The service will include bus routes circulating through neighborhoods and stopping at all local bus stops before traveling to AMC. The section also includes considerations relating to future bus operations in the station area.

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 21 Honolulu Rail Transit Project April 2014 4.1.1 Bus Services

Table 4-1 presents the characteristics of bus routes that will serve the AMC Station area in 2017, 2019, and 2030. The routes operating 2030 reflect the bus network identified on Figure 3-1 (in Section 3.2). The table shows the routes, direction, and maximum number of buses serving the station in the peak hour. The 22 routes serving the AMC station area will generate 99 total bus trips in the peak hour; however, three routes will account for 43 trips or over 50 percent of total peak hour bus volumes at the station. These routes are Route 7X— AMC/UH MƗnoa, Route 8A—AMC/Waikiki via Knjhiǀ Avenue, and Route 8B— AMC/Waikiki via Fort DeRussy.

The following describes new bus routes and how existing bus routes will change to serve the AMC Station. x Route A Middle Street Transit Center/UH MƗnoa (EB/WB)—Route A will be truncated at Aloha Stadium in 2017, with no service continuing ‘Ewa of the stadium. The route will be further truncated in 2019 at the Middle Street Transit Center. In 2019 the route will provide 10-minute peak and 15-minute off-peak service. x Route C MƗkaha/UH West O‘ahu (EB/WB)—Route C, which originates in 0Ɨkaha on the Wai‘anae Coast, will operate along its current alignment to AMC until 2019. In 2019, the route (serving MƗkaha Beach) will operate to/from the UH West O‘ahu Station as its new eastern terminus. Current service between UHWO West O‘ahu and AMC will be deleted. x Route 3 KaimukƯ/Downtown Honolulu (EB/WB)—Route 3 will operate its current alignment to Salt Lake until 2019, when it will connect KaimukƯ with downtown Honolulu. The route will be modified to layover at A‘ala Park using the current A‘ala Park turn back. The route will provide 12-minute peak and off-peak service. x Route 5 MƗnoa Valley/AMC (NB/SB)—Route 5 will operate its current alignment providing 20-minute peak and 60-minute off-peak service. x Route 6 Pauoa/AMC/MƗnoa (EB/WB)—Route 6 will operate its current alignment providing 20-minute peak and off-peak service in each direction. x Route 7X AMC/UH MƗnoa Connector (EB/WB)—New Route 7X (renamed from Route 7 in FEIS Appendix D) will provide limited-stop service between AMC and UH 0Ɨnoa. The route will enter service in 2019 offering the 4-minute peak hour and 20-minute off-peak service.8 If a potential new off- street transit center platform is construction at AMC Station, the route would travel eastbound on Kona Street If an off-street transit center is not available, Route 7X would operate from a westbound bus stop on Kona Street adjacent to the mauka station entrance.

8 Route 7X may not exclusively consist of service provided by TheBus, but rather, a combination TheBus and institutional shuttles such as the Rainbow Shuttle operated by UH.

Page 22 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project Table 4-1: Ala Moana Center Station Bus Volumes by Year Route Maximum Number of Buses in the Peak Hour by Year9 Number Direction 2014 2017 2019 2030 A Westbound 4 4 6 6 A Eastbound 4 4 6 6 C Westbound 2 2 0 0 3 Westbound 5 5 5 5 3 Eastbound 5 5 5 5 5 Northbound 3 3 3 3 6 Westbound 1 1 3 3 6 Eastbound 3 3 3 3 7X Eastbound 0 0 15 15 8 Eastbound 5 5 0 0 8A Eastbound 0 6 20 20 8B Eastbound 0 5 8 8 9 Westbound 3 3 0 0 9 Eastbound 3 3 4 4 13 Westbound 4 4 4 4 13 Eastbound 4 4 4 4 17 Northbound 2 2 2 2 18 Northbound 1 1 2 2 19 Eastbound 2 2 0 0 20 Eastbound 2 2 0 0 23 Eastbound 2 2 2 2 40 Westbound 2 2 3 3 52 Westbound 2 2 2 2 53 Westbound 3 3 0 0 55 Westbound 2 2 0 0 56 Westbound 2 2 0 0 57 Westbound 4 4 0 0 57A Westbound 1 1 0 0 62 Westbound 1 1 0 0 88A Westbound 2 2 2 2 Totals 74 85 99 99

Source: Bus operations included the Project FEIS (Appendix D) Note: Route 19 will serve AMC from Ala Moana Boulevard in both directions.

9 Maximum number of buses identified in the Project FEIS, Appendix D

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 23 Honolulu Rail Transit Project April 2014 x Route 8 AMC/WaikƯNƯ (EB/WB)—Route 8 will operate its current alignment until 2019, when Routes 8A and 8B are fully implemented. x Route 8A AMC/WaikƯNƯ via Knjhiǀ Avenue Connector (EB/WB)—Route 8A will provide limited-stop service between AMC and WaikƯNƯ. The route will operate from a potential new off-street transit center platform via Kona Iki Street, then right onto Kapi‘olani Boulevard, right onto KalƗkaua Avenue, left onto Knjhiǀ Avenue and left onto Kapahulu Avenue to its proposed terminus near Thomas Jefferson Elementary School. The route will follow the same alignment returning to AMC. In 2017, the route will provide 10-minute service improving to 3-minute peak and 8-minute off-peak service in 2019 with the start of rail. If the off-street transit center is not available, Route 8A would operate from an eastbound bus stop on Kona Street near the makai/Koko Head station entrance. x Route 8B AMC/WaikƯNƯ via KƗlia Road/Fort DeRussy Connector (EB/WB)—Route 8B will enter service in 2019 to coincide with rail service. It will provide limited-stop travel along the Ala Moana Boulevard portion of the current Route 8 alignment. From a potential new transit center platform at AMC, the route will turn left onto Kona Street If the off-street transit center is not available, Route 8B would operate from an eastbound bus stop on Kona Street near the makai/Koko Head station entrance. x Route 9 AMC/KaimukƯ (EB/WB)—Route 9 will operate its current alignment until 2019 when its service west of Ala Moana Center will be replaced by rail and Route 312. Route 312 will provide Pearl Harbor circulator service from the Aloha Stadium transit center. Route 9 will enter AMC via Kapi‘olani Boulevard, left onto Kona Iki and left onto Kona Street. The route will provide 15-minute peak and off-peak service. x Route 13 Liliha/WaikƯNƯ/UH MƗnoa (EB/WB)—Route 13 will operate its current alignment providing 15-minute peak and off-peak service. x Route 17 Makiki/AMC (NB/SB)—Route 17 will operate its current alignment providing 30-minute peak and off-peak service. x Route 18 UH MƗnoa/Makiki/AMC (NB/SB)—Route 18 will operate its current alignment providing 30-minute peak and off-peak service. x Route 19 Honolulu International Airport/WaikƯNƯ (EB/WB)—Route 19 will operate its current alignment until 2019 when its service will be truncated at Honolulu International Airport. Hickam Field will be served by circulator Route 313 providing connections from the Pearl Harbor Naval Base Station. Route 19 will increase service to 15-minutes (peak and off-peak) between the Airport and WaikƯNƯ. The route will operate along its current alignment and will remain on Ala Moana Boulevard to serve AMC instead of diverting to Kona Street. x Route 20 Pearlridge/WaikƯNƯ (EB/WB)—Route 20 will operate its current alignment until 2019.

Page 24 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project x Route 23 Hawai‘i Kai/KƗhala Mall/AMC (EB/WB)—Route 23 will operate its current alignment providing 30-minute peak and off-peak service. x Route 40 MƗkaha/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 when the route will offer 20- minute peak and off-peak service. x Route 42 ‘Ewa Beach/Waipahu (EB/WB)—Route 42 will operate along its current alignment until 2019 when it will be truncated in Waipahu. Service east of Waipahu Transit Center will be deleted. x Route 52 North Shore/Hale‘iwa/Downtown Honolulu/AMC (EB/WB)— Route 52 will operate along its current alignment until 2019 when the alignment will change in downtown Honolulu to provide service along Ala Moana Boulevard. From N. King Street, the route turns right onto Punchbowl and left onto Ala Moana Boulevard onto Pi‘ikoi and Kona Streets to serve Ala Moana Center. The route returns via Ala Moana Boulevard then right onto South Street serving Civic Center Station and left onto N. Beretania Boulevard. The route will continue to provide 30-minute peak and off-peak service. x Route 53 Pacific Palisades (EB/WB)—Route 53 will operate along its current alignment until 2019 when it will be replaced with Route 547, connecting Pacific Palisades to the Pearl Highlands Station. x Route 55 North Shore/KƗneދohe/Downtown (NB/SB)—Route 55 will operate along its current alignment until 2019 when it will be truncated in downtown Honolulu serving the Downtown Station via Bishop Street. It will then turn left onto Queen Street and left onto Alakea Street. Service east of downtown will be deleted. . x Route 56 Kailua/KƗneދohe/Downtown (NB/SB)—Route 56 will operate along its current alignment until 2019 when it will be truncated in downtown Honolulu. It will serve the Downtown Station via Bishop Street. It will then turn left onto Queen Street and left onto Alakea Street. Service east of downtown will be deleted.. x Route 57 Waimanalo/Kailua/Downtown (NB/SB)—Route 57 will operate along its current alignment until 2019 when it will be truncated in downtown Honolulu. It will serve the Downtown Station via Bishop Street. It will then turn left onto Nimitz Highway, right onto Richards Drive, right onto Aloha Tower Drive to right onto Bishop Street. Service east of downtown will be deleted. x Route 57A Kailua/Downtown (NB/SB)—Route 57A will operate along its current alignment until 2019 when it will be truncated in downtown Honolulu. It will serve the Downtown Station via Bishop Street to left onto Nimitz Highway. It will then turn right onto Richards Street, right onto Aloha Tower Drive to right onto Bishop Street. Service east of downtown will be deleted.

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 25 Honolulu Rail Transit Project April 2014 x Route 62/51 WahiawƗ/Aloha Stadium (EB/WB)—Route 51, renamed from current Route 62, will continue its current alignment in 2017. Current Route 62 provides a limited number of trips to AMC in the early morning and late afternoon and evening time periods. In 2019, the route will be truncated at Aloha Stadium at its new eastern terminus with service east of the station deleted. x Route 65 KƗneދohe/Downtown Honolulu (NB/SB)—Route 65 will operate along its current alignment. The route provides one late evening trip to Ala Moana Center. This trip will be truncated in Downtown Honolulu in 2019 and replaced with rail service. x Route 88A North Shore Express (NB/SB)—Route 88A will operate along its current alignment providing two A.M. and two P.M. trips. x Route 98A Mililani/WaikƯNƯ (EB/WB)—Route 98A will operate along its current alignment until 2019 when it will be deleted. 4.1.2 Other Operational Considerations

The bus network for AMC Station described in the prior sections generally focuses on all-day services as presented in the Project FEIS. However, bus routings in the AMC station area also need to keep in mind other potential future service changes. These changes could include potential improved bus con- nections between the AMC area and the McCully and Moili‘ili neighborhoods. The following further describe potential service considerations that may impact bus service connections at the AMC station:

During community meetings conducted as part of the City of Honolulu Depart- ment of Planning and Permitting (DPP) Ala Moana Transit Oriented Development (TOD) Project, a number of comments were received from residents in the McCully and Moili‘ili neighborhoods. Residents requested a direct bus route to AMC. The closest bus service is operating along the King Street/Beretania couplet (Route 6) or along Kapi‘olani Boulevard (Routes A, 3 and 9). An oppor- tunity exists to provide that service with the implementation of Connector Route 7X. The route could capture transit passengers in both neighborhoods by traveling from AMC onto Kapi‘olani Boulevard to left onto McCully, continuing on Metcalf to the University. The route would provide two-way service along this alignment.

A number of alternative bus routings are under consideration for serving AMC and nearby destinations. One alternate option would be to interline Route 4 (operates between Nuދuanu and Punahou via Makiki, UH MƗnoa, and KalƗkaua/ McCully in WaikƯNƯ) with Route 8B. Interlining Route 4 and Route 8B would provide an additional opportunity for McCully and Moili‘ili residents to access AMC. The Route 4 terminus in WaikƯNƯ is located at McCully Street and KalƗkaua Avenue. Route 4 would turn left onto KalƗkaua Avenue from McCully, right onto Saratoga Road, right onto KƗlia Road and left onto Ala Moana Boulevard. The

Page 26 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project route could continue to the AMC transit center on Kona Street or continue on Ala Moana Boulevard to right onto Queen Street, left onto Auahi Street and right onto Ward Avenue to serve the Kaka‘ako Station. 4.2 Bus/Rail Integration Features

The bus/rail integration plan for the AMC Station will need to be in place for the 2019 full opening of the Project. As indicated in Section 4.1, 15 routes serving the AMC Station will generate a maximum of 99 bus trips in the peak hour. Also, 11 bus routes serving AMC Station will terminate or layover in the station area. As is currently the case, the layover or staging facility will be located on-street. Recommendations relating to future staging operations at AMC station are further presented in Section 4.3.3.

With the service characteristics identified for each route, bus-related facilities can be defined for the station. Table 4-2 and Table 4-3 identify the routes, the stop description and type, and operational characteristics of the routes, including maximum vehicle size and peak and base period buses per hour for the years 2019 and 2030. The approximate walk distance to the station entrance along with the number of streets and lanes that the intending passenger would cross are provided in the tables. The tables also show typical dwell time or duration the bus will remain at the stop.

The column “Bus Stop” relates to the stop numbers shown on Figure 4-1 and Figure 4-2. Stops identified with an “S” such as S1 are on-street bus stops. Those listed as “TC” are stops located within the transit center that is identified as an option for the AMC Station. 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 a bus pull-out, 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.

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 27 Honolulu Rail Transit Project April 2014 Table 4-2: Ala Moana Center Station Bus Operations in 2019/2030 WITHOUT Proposed Off-Street Transit Center Bus Stop Locations Bus Operational Characteristics Implementation Buses of Streets Crossed Streets of imate Walk Distance Walk imate Hour Maximum Buses of Number day

Location Direction Type Route Design Bus Stop Stop New ID Stop Existing Approx (feet) Entrance to Station Number Walk During of Number Estimated Using Stop Passengers (feet) Size Vehicle Maximum Peak of Number Hour per Buses Period Base Week Connection Timed Possible Duration Stop Typical (minutes) S1 — 1313 Kona Street Eastbound On-street linear platooned bus 200 1 driveway 40 570 60 3 3 58 No 15 Existing berth (midblock Piikoi and Kona Iki crossing 52 570 60 2 2 36 No 15 Streets) Total at bus 1,140 — 5 5 94 — — stop S3 — 847 Kona Street -- On-street linear single vehicle 10 None TheHandi- — 26 — — — No 10-15 Existing berth (nearside Kona Iki Street) Van S4 — 425 Kona Street Eastbound On-street linear platooned bus 50 None 7X 3,715 60 15 3 87 No 2 Existing berth (farside Kona Iki Street) 8A 13,590 60 20 8 148 Rail 2 8B 3,030 60 8 6 75 Rail 2 Total at bus 20,335 — 43 17 310 — — stop S5 — 426 Kona Street Eastbound On-street linear platooned bus 350 1 local street 9 2,300 40 4 2 45 No 2 Existing berth (nearside Keދeaumoku 88A 40 45 2 -- 4 No 1 Street) Total at bus 2,340 — 6 2 47 — — stop S6 — 760 Kona Street Eastbound On-street linear platooned bus 500 1 local street 5 1,390 40 3 1 26 No 2 Existing berth (farside Keދeaumoku Street) 6 3,660 40 6 3 88 No 2 17 940 40 2 2 30 No 2 18 670 40 2 2 25 No 2 23 380 40 2 2 30 No 2 Total at bus 7,040 — 15 10 199 — — stop S7 3 — Kona Street Westbound On-street split linear platooned 20 None 7X 3,715 60 15 3 65 Rail Drop- Station Designer bus berth (nearside Kona Iki off Street) only S8 — 603 Kapiދolani Eastbound On-street linear platooned bus 500 1 local street 3 405 45 5 5 80 No 1 Existing Boulevard berth (nearside Kona Iki Street; 13 855 60 4 4 67 No 1 uses existing stop) Total at bus 1,260 — 9 9 147 — — stop

Page 28 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project Table 4-2: Ala Moana Center Station Bus Operations in 2019/2030 WITHOUT Proposed Off-Street Transit Center (continued) Bus Stop Locations Bus Operational Characteristics Implementation Buses of Streets Crossed Streets of imate Walk Distance Walk imate Hour Maximum Buses of Number day

Location Direction Type Route Design Bus Stop Bus Stop New ID Stop Existing Approx (feet) Entrance to Station Number Walk During of Number Estimated Stop Using Passengers (feet) Size Vehicle Maximum Peak of Number Hour per Buses Period Base Week Connection Timed Possible Duration Stop Typical (minutes) S9 — 3055 Kapiދolani Westbound On-street linear platooned bus 550 1 principle 3 405 45 5 5 80 No 1 Existing Boulevard berth (nearside Kona iki Street; arterial 13 855 60 4 4 67 No 1 uses existing stop) Total at bus 1,260 — 9 9 147 — — stop S10 — 999 Kapiދolani Eastbound On-street linear platooned bus 800 None A 635 60 6 4 71 No 1 Existing Boulevard berth (midblock between Kona Iki and Ke‘eaumoku Streets; uses existing stop) S11 — 986 Kapiދolani Westbound On-street linear platooned bus 1,000 1 principle A 635 60 6 4 69 No 1 Existing Boulevard berth (nearside Ke‘eaumoku arterial; 1 Streetl uses existing stop) local street 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. Routes 7X & 8 are redefined as UH MƗnoa and WaikƯNƯ Connectors, respectively. Route 8A peak hour maximum number of buses will increase to 20 to synchronize with rail arrivals in the peak period assuming 3-minute peak hour service. 2. Table does not include bus staging area located off-site. 3. Table does not include bus stops on Piދikoi Street or Ala Moana Boulevard.

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 29 Honolulu Rail Transit Project April 2014 Table 4-3: Ala Moana Center Station Bus Operations in 2019/2030 WITH Proposed Off-Street Transit Center Bus Stop Locations Bus Operational Characteristics Implementation Connection Buses of Streets Crossed Streets of imate Walk Distance Walk imate Hour Maximum Location Direction Type Route Design Bus Stop Stop New ID Stop Existing Approx (feet) Entrance to Station Number Walk During of Number Estimated Using Stop Passengers (feet) Size Vehicle Maximum Peak of Number per Buses Period Base Hour Buses of Number Weekday Timed Possible Duration Stop Typical (minutes) TC1 3 — AMC Eastbound Off-street split linear platooned 125 1 driveway 8A 13,590 60 20 8 148 Rail 2 Station Garage bus berth (nearside Kona Iki crossing for 8B 3,030 60 8 6 75 Rail 2 Designer Street under parking structure) ‘Ewa platform Total at 16,620 — 28 14 223 — — bus stop TC2 3 — AMC Eastbound Off-street split linear platooned 125 1 driveway 7X 7,430 60 16 3 87 Rail 2 Station Garage bus berth (nearside Kona Iki crossing for Designer Street under parking structure) ‘Ewa platform S1 — 1313 Kona Eastbound On-street linear single bus 200 1 driveway 40 285 60 3 3 58 No 15 Existing Street berth (nearside Kona Iki crossing Street) S2 — 847 Kona Eastbound On-street linear single bus 10 None 52 285 60 2 2 36 No 15 Existing Street berth (nearside Kona Iki Street) S3 3 — Kona — On-street linear single vehicle 10 None TheHandi- — 26 — — — No 10- DTS Street berth (farside Kona Iki Street) Van 15 S4 — 425 Kona Eastbound On-street linear platooned bus 10 None 9 2,300 40 4 2 45 No 2 Existing Street berth (nearside Keދeaumoku Street) 40 285 60 3 3 58 No 1 52 285 60 2 2 36 No 1 88A 40 45 2 — 4 No 1 Total at 2,910 — 11 7 143 — — bus stop

Page 30 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project Table 4-3: Ala Moana Center Station Bus Operations in 2019/2030 WITH Proposed Off-Street Transit Center (continued) Bus Stop Locations Bus Operational Characteristics Implementation Connection Buses of Streets Crossed Streets of imate Walk Distance Walk imate Hour Maximum Location Direction Type Route Design Bus Stop Stop New ID Stop Existing Approx (feet) Entrance to Station Number Walk During of Number Estimated Using Stop Passengers (feet) Size Vehicle Maximum Peak of Number per Buses Period Base Hour Buses of Number Weekday Timed Possible Duration Stop Typical (minutes) S6 — 760 Kona Eastbound On-street linear platooned bus 500 1 local street 5 1,390 40 3 1 26 No 2 Existing berth (farside Keދeaumoku Street) Stree 6 3,660 40 6 3 88 No 2 17 940 40 2 2 30 No 2 18 670 40 2 2 25 No 2 23 380 40 2 2 30 No 2 Total at 7,040 — 15 10 199 — — bus stop S8 — 603 Kapiދolani Eastbound On-street linear platooned bus 500 1 local street 3 405 45 5 5 80 No 1 Existing Boulevard berth (nearside Kona Iki Street; uses existing stop) 13 855 60 4 4 67 No 1 Total at 1,260 — 9 9 147 — — bus stop S9 — 3055 Kapiދolani Westbound On-street linear platooned bus 550 1 local street 3 405 45 5 5 80 No 1 Existing Boulevard berth (nearside Kona iki Street; uses existing stop) 13 855 60 4 4 67 No 1 Total at 1,260 — 9 9 147 — — bus stop S10 — 999 Kapiދolani Eastbound On-street linear platooned bus 800 None A 635 60 6 4 71 No 1 Existing Boulevard berth (midblock between Kona Iki and Ke‘eaumoku Streets; uses existing stop) S11 — 986 Kapiދolani Westbound On-street linear platooned bus 1,000 1 principle A 635 60 6 4 69 No 1 Existing Boulevard berth (nearside Ke‘eaumoku arterial; 1 local Streetl uses existing stop) street

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 31 Honolulu Rail Transit Project April 2014 Figure 4-1: Ala Moana Station TheBus and TheHandi-Van Layout WITHOUT Proposed Off-Street Transit Center—2019/2030

Page 32 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project Figure 4-2: Ala Moana Station TheBus and TheHandi-Van Layout WITH Proposed Off-Street Transit Center—2019/ 2030

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 33 Honolulu Rail Transit Project April 2014 Figure 4-3: Ala Moana Station TheBus and TheHandi-Van Layout WITHOUT Proposed Off-Street Transit Center— 2019/2030 (enlargement of station entrance area) Page 34 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project Figure 4-4: Ala Moana Station TheBus and TheHandi-Van Layout WITH Proposed Off-Street Transit Center— 2019/2030 (enlargement of station entrance area) Final Bus/Rail Integration Plan for Ala Moana Center Station Page 35 Honolulu Rail Transit Project April 2014 4.3 Bus Facilities in 2019/2030

Figure 4-1 presents the 2019 opening on-street TheBus and TheHandi-Van requirements identified in Table 4-2. Bus facility requirements identified in Figure 4-1 and Figure 4-2 are for the full Project opening in 2019 and for 2030. The requirements shown in Figure 4-1 reflect a scenario involving all on-street bus and TheHandi-Van operations at the AMC Station. Figure 4-1 presents the 2019 opening on-street TheBus and TheHandi-Van requirements identified in Table 4-2. The requirements shown in Figure 4-2 reflect a scenario involving a mix of on-street bus and TheHandi-Van operations at the AMC Station as well as a new off-street transit center located in the vicinity of Kona and Kona Iki Streets. If constructed, this facility will be served Routes serving UH MƗnoa (Route 7X) and WaikƯNƯ (Route 8A and 8B).

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 stop S1 shown in solid 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.

The following sections further describe bus facilities that reflect the two potential scenarios for operations at the AMC Station. The section also includes information of bus staging requirements relating to future bus service in the AMC station area.

4.3.1 All On-Street Bus Operations

A scenario involving all on-street operations at AMC Station will include bus access positions on Kapiދolani Boulevard and Kona Streets. To accommodate the expected high volumes of buses at AMC Station, the configuration of service that is reflected in Figure 4-1 will differ from current operations. A major variation is the placement of bus stops for operations by Routes 7X, 8A, and 8B. Passengers destined Waikiki will use the eastbound bus position at position S4 a short walk from the makai/Koko Head station entrance. Passengers destined for UH MƗnoa will use the split westbound position adjacent to the mauka station entrance. The position is split in order to allow for driveway access in and out of the proposed Samkoo Hawaii Condominium located mauka of the AMC Station; the rear position will be used for drop-off only, and will be used only when the front position is occupied by another bus.

Other key features at for the on-street operations scenario include the following facilities to support bus connections: x On-street bus positions on Kapi‘olani Boulevard (eastbound and westbound); specifically stops S8, S9, S10, and S11. These positions will accommodate Routes A, 3, and 13. Route A is a limited stop service that currently serves Ke‘eaumoku Street only; however, an additional stop at Kona Iki Street (S8

Page 36 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project and S9) should be considered since it is a shorter walk to/from the station entrance. x Five on-street bus positions on Kona Street, most of which will be on the makai side of the street to accommodate eastbound bus service. This stop will accommodate the Route 8A and 8B connectors to Waikiki. x One position for TheHandi-Van will be located on the makai side of Kona Street near Kona Iki Street. This position is near an elevator leading to the rail station platform. x Several routes will terminate at the AMC Station. Accordingly, a staging area, that accommodates at least as many buses as current conditions will need to be available. Existing bus staging on Kona Street between Pi‘ikoi Street and Kona Iki Street will no longer be available in 2019 because of the AMC ‘Ewa wing expansion. Section 4.3.3 further describes staging requirements. x Parking facilities will be provided for at least 20 bicycles near the station entrance by bus stop S7 with the ability to accommodate up to 220 bicycles. x Wayfinding signs between the station entrance and exit to direct passengers to bus stops S5, S6, S8, S9, S10, and S11 are recommended. (Section 4.5 below provides further discussion of wayfinding and other pedestrian connections at the AMC Station.) x 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. x The location of a bus stop in relation to the station entrance is partly based on estimated passenger volume for each bus route in 2030, as shown in Table 4-2. Where feasible, bus routes with heavier passenger use are located closer to the station entrance. 4.3.2 Mix of Off-Street and On-Street Bus Operations

As discussed previously, the Ala Moana Center Station BRIP includes an operational scenario with an off-street bus transit center, as recommended by the WRCS. Figure 4-2, shows a new off-street facility on the makai side of Kona Street in the vicinity of Kona Iki Street. This facility would serve the boarding and alighting of the highest frequency/highest demand routes, including the Waikiki circulator services (Routes 8A and 8B), while other bus routes would continue to use existing stops along Kona Street. The off-street facility is envisioned to have two linear platooned bus stops (TC1 and TC2 in Figure 4-2), with each stop accommodating two 60’ buses.

Other recommended features for the mixed scenario of off- and on-street bus facilities at AMC include the following: x Given the expected high volumes of riders transferring between bus and rail, an escalator should be considered near a potential off-street facility. The

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 37 Honolulu Rail Transit Project April 2014 passenger demand will be particularly concentrated in the AM peak period when large volumes exiting rail passengers will be transferring to buses destined to UH MƗnoa (Route 7X) and WaikƯNƯ (Routes 8A and 8B). x On-street bus stops on Kapi‘olani Boulevard (eastbound and westbound); specifically stops S8, S9, S10, and S11. These positions will accommodate Routes A, 3, and 13. x Four on-street bus stops on Kona Street. All regular service stops will be located on the makai side of Kona; however, a reserve/special use stop (S7) will be provided on the mauka side.10 x One position for TheHandi-Van that will be located on the makai side of Kona Street near Kona Iki Street. This position is near an elevator leading to the rail station platform. x Several routes will terminate at the AMC Station. Accordingly, a staging area, that accommodates at least as many buses as current conditions will need to be available. Existing bus staging on Kona Street between Pi‘ikoi Street and Kona Iki Street will no longer be possible in 2019 because of the AMC ‘Ewa wing expansion. Section 4.3.3 further describes staging requirements. x Parking facilities will be provided for at least 20 bicycles near the station entrance by stop S7 with the ability to accommodate up to 230 bicycles. Additional bicycle parking is recommended for the makai side of the station, with the bus platform recommended in the WRCS being the most ideal location because of the capacity if could provide. Also any provision of bike sharing facilities in the AMC station area will be in addition to the 230 spaces. x Wayfinding signs between the station entrance and exit locations to direct passengers to bus stops. It will be particularly important to have easy to understand and properly positioned signage directing passengers between the station access points and any new off-street facility. (Section 4.5 below provides further discussion of wayfinding and other pedestrian connections at AMC stations.) x 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 proximity of bus stops to the station entrance is partly based on estimated passenger volume for each bus route at the station in 2030, as shown in Table 4-3. Where possible, bus routes with heavier passenger use are located closer to the station entrance.

10 The S7 reserve/special use stop is recommended for major events where heavy volumes of passengers need to be shuttled to/from the rail system.

Page 38 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project 4.3.3 Bus Staging Area

Of the 16 bus routes serving the AMC Station, 11 will terminate at the Ala Moana Transit Center. Currently, bus staging and layover activities occur along Kona Street. There is a need for a staging area off-site to accommodate high- frequency/peak period routes that reflect projected 2019-2030 bus volumes. The staging area is also required to address the goal of improving corridor travel reliability. The existing staging area at Alapai Street and the bus garages in Kalihi-Palama and Pearl City are too far away from Ala Moana Center to supply the station with enough buses to reliably meet peak period needs. Accordingly, a site closer to where bus routes begin their trips will be required.

The volume of buses departing in the peak hours will be the highest at Ala Moana Center compared to the other stations. Buses will be encountering unpredictable traffic congestion delays in the future just as they do today while traveling to Ala Moana Center either as an in-service assignment or as a deadhead vehicle arriving from a bus facility.

The purpose of an Ala Moana off-site bus staging area is to avoid delays. Currently, a bus can deadhead from the Kalihi-Palama Bus Operations and Maintenance Facility to Ala Moana Center in 15 to 20 minutes in light traffic conditions. However, in the afternoon this travel time frequently exceeds 40 minutes. From the Pearl City Bus Operations and Maintenance Facility, a bus can deadhead to Ala Moana Center in 30 minutes in light traffic conditions. However, in the afternoon this travel time can exceed 60 minutes. This variability means that many buses are scheduled with greater travel time than is often necessary to assure the bus is available to enter service at the proper time to maintain schedule reliability.

A potential bus staging area, located about one-quarter mile ‘Ewa from the bus stops on Kona Street (see Figure 4-5 below), will allow buses to expeditiously start service in order to maintain their schedules. Short layovers will also take place at designated bus stops at Ala Moana Center as is done today. However, those layovers will typically be for less than five minutes for buses and/or operators that are within the in-service portions of their assignments and/or experiencing on-time performance conditions. There will not be sufficient curb space along Kona Street for extended parking of those buses that will either experiencing long layovers due to aberrations in traffic conditions or which need pre-positioning before entering service.

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 39 Honolulu Rail Transit Project April 2014 Figure 4-5: Proposed AMC Bus Staging Area Location

The Project FEIS and PE formally identified the need to acquire a narrow parcel of approximately 0.22 acres to accommodate the guideway as it passes mauka- makai between Kona Street and Waimanu Street (at least a portion of the adjacent Koko Head parcel was also identified as ROW needed for guideway). A later iteration of PE identified the parcel as an opportunity for a new street connecting Kona and Waimanu Streets; a full pavement area is indicated in the October 2010 drawing (see area circled in Figure 4-6). Using the new street as a bus staging area was never formally identified in the FEIS, nor were specific details about its operation ever documented. However, the concept has merit as a solution to long deadhead times for buses originating at AMC; it is discussed in further detail in the paragraphs below.

It is recommended that the new street be restricted to buses only during peak hours, at a minimum. With increased bus service to/from WaikƯNƯ on Routes 8A and 8B (different from what is recommended in FEIS Appendix D), potential opportunities to expand the staging area to accommodate up to 12 60-foot buses should be explored; this expansion could occur on all or portions of the adjacent Koko Head parcel, which is at least partly occupied by the guideway. The cross- hatched area shown on Figure 4-5 illustrates the proposed expansion of the bus staging area.

Page 40 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project Operations for an expanded bus staging area would be comparable to what currently occurs at the Alapai Transit Center, though on a somewhat smaller scale. Located on the ground-level of a municipal parking garage, the Alapai staging area accommodates up to 16 buses that are pre-positioned to enter service in the afternoon peak period. The Alapai staging area for 16 buses is configured with two sets of three 240-foot lanes and a total width of about 120- feet. The two curb lanes in each set are used to park buses while the middle lane is a passing zone.

If the Ala Moana Center station staging area is expanded, the Alapai staging area could be used as a template. The dimensions would be for an area that would allow for a 180-foot long by 120-foot wide facility. The proposed street between Kona and Waimanu would have a much narrower width (approximately 50 feet) than the Alapai staging area, but operationally, it would be similar, with stacking of empty buses in two side-by-side lanes and one lane reserved for passing. An expansion of Ala Moana staging area footprint would allow for more stacking lanes, and make it similar to Alapai, albeit with an irregular, not rectangular shape.

The following bullet points summarize recommendations for deployment of buses from Ala Moana Center Station and the proposed off-site staging area: x Pre-positioning of early out-of- service buses—sometimes a deadheading bus will arrive just in time to start service. During other times, buses departing as directed from the bus base will not encounter traffic delays thereby arriving early. Buses arriving early will go to the bus staging area. At the AMC Station, those out-of-service buses Alapai Transit Center Bus Staging Area will pre-position themselves at the new staging area to make a quick, on-time entry into revenue service. High- frequency routes such as Routes 7X, 8A and 8B serving WaikƯNƯ and UH 0Ɨnoa will greatly benefit from this pre-positioning in the new off-site staging area. x Holding of in-service buses operating under dynamic scheduling—Buses arriving as a high-frequency connector route (i.e., Routes 7X, 8A, and 8B) that have an AM peak period inbound run to Ala Moana Center will disembark passengers at the station and continue either to the beginning of the outbound run or re-enter service via the staging area (after holding to meet any scheduling fluctuations). Those runs will be woven into the schedules of Routes 7X, 8A, and 8B.

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 41 Honolulu Rail Transit Project April 2014 x Parking of long layover buses—Long distance routes such as Route 40 and Route 52 will disembark passengers at the rail station (no boardings). If a long layover exceeding ten minutes is built into the schedule, buses will proceed directly to the staging area. x Holding of reserve buses—It will be necessary for buses to be dispatched from a reservoir of reserve vehicles and operators whenever an arriving bus is significantly behind schedule and unable to make an on time departure. This reservoir of buses will be increased during special events. Based upon past experience, this will be a frequent circumstance. Buses deadheading from the bases in Pearl City and Kalihi-Palama will have convenient access to the staging area. Buses destined to AMC will turn onto Pensacola Street, right onto Kona Street and left into the staging area where they will pause until it is time to enter service. Approximately three minutes before the scheduled bus departure time from AMC Station, buses will depart the staging area, turn left onto Waimanu Street, turn left onto Pi‘ikoi Street, right onto Kona Street and enter service at the designated position.

Buses entering staging area could proceed into one of two locations similar to how they do today at the Alapai Transit Center staging area. The first location could be reserved for the high frequency connector buses comparable to the area reserved for buses at Alapai. The second area could be reserved for Country buses comparable to the area reserved for express buses at Alapai.

Consideration should be given to retaining the proposed expansion of the bus staging area as depicted in Figure 4-6. There could be added future needs that have not been fully considered that might be able to take advantage of the bus staging location. These could include a staging location for TheHandi-Van or for the repositioning vehicles needed for the bike sharing program being studied by the DPP. This study is further discussed in Section 4.4.2.

Page 42 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project Figure 4-6: Proposed Bus Staging Extension between Kona and Waimanu Streets

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 43 Honolulu Rail Transit Project April 2014 4.4 Integration of Other Modes

While bus will be the dominant mode of access at AMC Station, substantial volumes of rail passengers will walk or bike. Pedestrian and bicycle access to the AMC station comprises 16 percent of daily demand or approximately 3,700 trips per weekday. Most of these trips will originate mauka of the station. The following sections discuss pedestrian access as well as DTS initiatives relating to potential bike sharing in the AMC station area.

4.4.1 Pedestrian Access

Pedestrian movements could include crossing streets, maneuvering through parking structures, or using sidewalks in the station area. Since the AMC Station will have a concourse, passengers will be able to access it from both the makai and mauka sides. A pedestrian connection from the makai side of the station concourse to Ala Moana Shopping Center will be provided. Well-marked paths through the parking garage to the mall, as well as the ‘Ewa Wing expansion, will be crucial.

On the mauka side of the station, a concourse-level pedestrian connection to the station to the proposed Samkoo Condominium development has been identified. Such connections are strongly encouraged because they promote greater integration between transit and land use.

For some riders, accessing rail service will involve crossing Kapiދolani and Ala Moana Boulevards. Crosswalks are available for these movements, although additional pedestrian-related enhancements could include wider than normal crosswalks and pedestrian-activated signal lights. Pedestrian volumes and traffic conditions could be monitored in the future to identify the need for such improvements. Also, the Ala Moana Neighborhood TOD Plan being developed by DPP identified several recommendations that could promote a more pedestrian- friendly, less car-centric atmosphere in the one-half mile station area. 4.4.2 Bike Sharing Facilities

The City and County of Honolulu is exploring the provision of bike share stations in the AMC station area. These facilities have been implemented in other cities such as Boston, Chicago, New York, Washington, and Minneapolis-St. Paul to encourage greater use of bicycles for everyday urban mobility needs as well as tourism. These facilities can also address the last mile gap that is sometimes faced by transit riders. This gap involves the sometimes long distances between transit stations and riders’ final destinations or location of origins when they start their trip.

For the AMC Station, the last mile gap will affect a large number of rail riders with final destinations in WaikƯNƯ. Most of these destinations are beyond the typical one-half mile or 10-minute walk that characterizes a tolerable walk to/from rail

Page 44 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project stations. Therefore, enhanced bicycle access will help meet at least a portion of the demand that is expected to be using the bus network connecting AMC to WaikƯNƯ. This bike access would also have the advantage of directly reaching WaikƯNƯ locations that may be beyond convenient access by bus services connecting to AMC Station.

The City and County of Honolulu is currently working with consultants to identify approaches to a bike sharing facility in the AMC station area. As further design for the AMC Station progresses, coordination should occur with potential bike share developments. 4.4.3 Other Vehicle Access

Other vehicle needs, such as accommodation for private shuttle vehicles, may emerge in conjunction with a potential development of an off-street transit center at AMC Station. However, vehicle access at the station will not include facilities for general-purpose vehicle access such as park-and-ride and kiss-and-ride. For taxi access, facilities are already in place in Ala Moana Shopping Center and are located in the parking garage near Kona Street and Pi‘ikoi Street. These taxi facilities are also expected to be in place for the 2019 Project opening. The station design does include provision of parking spaces for bus operations supervisors. These spaces will be located on the mauka side of Kona Street between Kona and Ke‘eaumoku Streets, as previously shown in Figure 4-1 and Figure 4-2. 4.5 Pedestrian Connections at AMC Station

Although the siting of on-street bus stops are not included in the Project Compendium of Design Criteria, a key objective of the bus/rail integration plans is to locate on-street bus stops as close as possible to station entrances. Note that bus stops for high-ridership routes are generally placed closer to station entrances than lower-ridership routes. At the AMC Station, however, the walk distances between on-street bus stops and the station entrance could be up to 1,000 feet. These distances could result in some uncertainty on the part of riders those transferring from trains to buses.

To address potential issues relating to pedestrian access between on-street bus stops and station entrances, a wayfinding signage system should be installed. The location, design, and other features of this signage should be developed jointly by HART, DTS, and other interested parties as appropriate. Signage in the AMC station area, for example, could include information on Ala Moana State Park located makai of the station. Development of the wayfinding system could occur as part of the protocols to be established between HART, DTS, OTS and potentially other stakeholders. These protocols will address implementation of bus-related service at rail stations along with related facility improvements.

Final Bus/Rail Integration Plan for Ala Moana Center Station Page 45 Honolulu Rail Transit Project April 2014 Potential guidance for a wayfinding system can be drawn from other systems with a strong bus/rail interface. Figure 4-7 illustrates an example of wayfinding at a light rail transit (LRT) stop in Downtown Portland, Oregon. This sign directs LRT passengers to several on-street bus stops (each having a different collection of bus routes) located in the station area. Signage would also have to be provided to direct bus passengers to the rail station. A potential enhancement to this signage could include a schematic map of the station area inside the station entrance showing the location of bus stops/connecting routes. Figure 4-7: Wayfinding Project signage design, while limited to the Example at an LRT Stop station right-of-way, can provide important (Portland, Oregon) information on the location of bus stops and connecting routes in station areas. Wayfinding signage beyond the station right-of-way will need to be coordinated with DTS and other interested parties such as General Growth Properties.

Page 46 Final Bus/Rail Integration Plan for Ala Moana Center Station April 2014 Honolulu Rail Transit Project Appendix A HHCTCP Design Criteria Chapter 6 Civil

Final Bus/Rail Integration Plan for Ala Moana Center Station Honolulu Rail Transit Project April 2014