Bus/Rail Integration Plan for the Farrington Highway Station Group Final

April 2014

Prepared for: 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 ...... 1 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 the Farrington Highway Station Group ...... 6 2.1 Factors Affecting the FHSG Bus/Rail Integration Plan ...... 6 2.2 Characteristics of FHSG Station Areas ...... 8 3 Bus Networks Serving FHSG Stations ...... 10 3.1 Current Bus Network in FHSG Station Areas ...... 10 3.2 Planned Bus Network in FHSG Station Areas ...... 11 3.3 Bus Route Changes from FEIS ...... 15 4 Recommended Bus Facilities at FHSG Stations ...... 16 4.1 West Loch Station ...... 16 4.1.1 Bus Services ...... 17 4.1.2 Bus/Rail Integration Features ...... 19 4.1.3 Integration of Other Modes ...... 25 4.2 Waipahu Transit Center Station ...... 26 4.2.1 Bus Services ...... 26 4.2.2 Bus/Rail Integration Features ...... 28 4.2.3 Integration of Other Modes ...... 34 4.3 Leeward Community College Station ...... 35 4.3.1 Bus Services ...... 35 4.3.2 Bus/Rail Integration Features ...... 36 4.3.3 Integration of Other Modes ...... 36 4.4 Pedestrian Connections at FHSG Stations ...... 38

Appendix

Appendix A—Compendium of Design Criteria

Final Bus/Rail Integration Plan for the Farrington Highway Station Group Page i Project April 2014 Figures

Figure 3-1: 2030 Bus Network Serving FHSG Stations ...... 12 Figure 4-1: West Loch Station TheBus and TheHandi-Van Layout—2017 ...... 22 Figure 4-2: West Loch Station TheBus and TheHandi-Van Layout—2019 through 2030...... 23 Figure 4-3: Waipahu Transit Center Station TheBus and TheHandi-Van Layout— 2017...... 31 Figure 4-4: Waipahu Transit Center Station TheBus and TheHandi-Van Layout— 2019 through 2030 ...... 32 Figure 4-5: Leeward Community College Station Site Layout—2019 through 2030...... 37 Figure 4-6: Wayfinding Example at an LRT Stop (Portland, Oregon) ...... 38

Tables

Table 2-1: 2030 Passenger Volumes by Route and Station ...... 7 Table 2-2: 2030 Daily Passenger Volumes by Mode of Access at Farrington Highway Station Group Stations ...... 7 Table 3-1: Current Bus Routes Serving FHSG Areas ...... 11 Table 3-2: Phasing of Bus Service at FHSG Stations ...... 13 Table 3-3: 2030 Service Characteristics of Bus Routes Serving FHSG Stations ...... 14 Table 3-4: 2030 Expected Bus Route Changes Compared to FEIS Appendix D ...... 15 Table 4-1: West Loch Station Bus Volumes by Year ...... 17 Table 4-2: West Loch Station Bus Operations in the Year 2017 ...... 20 Table 4-3: West Loch Station Bus Operations in the Years 2019-2030 ...... 21 Table 4-4: West Loch Station Site Requirements in 2030—Other Modes ...... 26 Table 4-5: Waipahu Transit Center Bus Service Changes by Year ...... 27 Table 4-6: Waipahu Transit Center Bus Operations in the Year 2017...... 29 Table 4-7: Waipahu Transit Center Bus Operations in the Years 2019-2030...... 30 Table 4-8: Waipahu Transit Center Station Site Requirements in 2030 ...... 35

Page ii Final Bus/Rail Integration Plan for the Farrington Highway Station Group April 2014 Honolulu Rail Transit Project Acronyms and Abbreviations

ADA Americans with Disabilities Act 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 FHSG Farrington Highway Station Group FTA Federal Transportation Administration GEC General Engineering Contract HART Honolulu Authority for Rapid Transportation Koko Head toward Diamond Head/east LCC Leeward Community College makai toward the sea mauka toward the mountains NB northbound OTS O‘ahu Transit Services Project Honolulu Rail Transit Project SB Southbound TOD transit-oriented development UH University of Hawaiދi WB Westbound

Final Bus/Rail Integration Plan for the Farrington Highway Station Group Page iii Honolulu Rail Transit Project April 2014

1 Introduction

1.1 Background

The Honolulu Rail Transit Project (Project) involves a 20-mile rail line located between East Kapolei and with a total of 21 stations. The Honolulu Authority for Rapid Transportation (HART) of the City and County of Honolulu is responsible for the design, construction, and operations of the Project. Bus will play a very important role in the transit system. The Project travel demand forecasting model indicates that, at some rail stations, more than 70 percent of 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, , Airport, Dillingham, and Kaka‘ako—plus a separate plan of . These integration plans are intended to provide information on bus access, including on- and off-street facilities as well as service characteristics of routes serving the stations. Key information items include: 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. 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

Final Bus/Rail Integration Plan for the Farrington Highway Station Group Page 1 Honolulu Rail Transit Project April 2014 developed and refined as part of the Project Final EIS, and provide a major basis for each bus/rail integration plan. 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 Bus/Rail Integration Plans

The information in this report addresses bus/rail integration items through 2030. Recommendations are presented for Project implementation phasing in 2017, 2019, and beyond.

The focus of the bus/rail integration plans for each station is a set of recom- mended bus-related facilities as well as facilities to serve other modes. The integration plans also provide supporting information for these facilities, including expected route-specific bus volumes at each station. The following items are included in each bus/rail integration plan: 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. 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.

Page 2 Final Bus/Rail Integration Plan for the Farrington Highway Station Group April 2014 Honolulu Rail Transit Project 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 characteristics of bus stops and connections between these stops and station entrances will need to comply with requirements of the Americans with Disabilities Act (ADA). 1.5 Monitoring of Factors Affecting Bus/Rail Integration Plans

Bus facility needs at rail stations reflect several factors, such as travel demand forecasts, roadway and land use plans, relevant policies, and any special circumstances, including how access will be affected by changing land use and related roadway networks in station areas. Any updates to the project travel forecasting model 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 the Farrington Highway Station Group Page 3 Honolulu Rail Transit Project April 2014 Other key considerations affecting bus and other access modes to Project station 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 the Farrington Highway Station Group 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 the Farrington Highway Station Group Page 5 Honolulu Rail Transit Project April 2014 2 Bus/Rail Integration Plan Overview for the Farrington Highway Station Group

The recommended bus facilities at each station in the Farrington Highway Station Group (FHSG) 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 report for the FHSG, information on the bus network is provided for 2030. However, to reflect Project phasing and other factors affecting service implementation, bus route information is presented for other time horizons: 2017 (interim Project opening between East Kapolei and ) and 2019 (the full Project opening between East Kapolei and Ala Moana). 2.1 Factors Affecting the FHSG Bus/Rail Integration Plan

There are several factors which affect the recommended bus-related facilities for FHSG stations. For example, the plans reflect previous efforts at estimating potential access needs at Project stations. The Station Access and Modal Interface Report identified key access-related characteristics of station areas, including the following: 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 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) x Estimated daily station passenger demand by mode of access as identified by travel forecasting model results The daily number of passengers using the bus stops serving the West Loch and Waipahu Transit Center Stations has been estimated for both boarding and alighting riders for 2030 (Leeward Community College Station will not have bus stops). Table 2-1 summarizes the data by route. While many passengers will connect with rail service, some will be traveling to nearby destinations and others will transfer between buses to complete their trip. This is especially true for those riders using bus routes connecting at West Loch and Waipahu Transit Center Stations. These stations will have transit centers that are designed to allow timed connections between routes.

Page 6 Final Bus/Rail Integration Plan for the Farrington Highway Station Group April 2014 Honolulu Rail Transit Project Table 2-1: 2030 Passenger Volumes by Route and Station Number of Passengers Boarding and Alighting Bus Stops by Station Route West Loch Waipahu Transit Center 40 5,100 1,070 42 3,280 415 50 — 3,200 98A 420 — 415 465 — 421 1,130 — 422 465 — 432 10 260 433 — 570 434 610 165 Totals 11,480 5,680 Source: Travel Forecasting Model

Reviewing the combined passenger volumes for the bus stops helps identify the need for bus stop characteristics and amenities such as passenger shelters, waiting space dimensions, and signage.

Travel forecasting model results also provided direction for determining bus and other access requirements at stations. Table 2-2 provides an overview of estimated daily number of passengers accessing the FHSG stations in 2030 by mode. Local bus access is the dominant mode except at the Leeward Community College Station, where pedestrian access is expected to predominate. Access to the West Loch Station will be primarily by bus with approximately 4,000 passengers or 76 percent of daily demand at the station. The extent of local bus access to the Waipahu Transit Center Station is comparable to West Loch, with 73 percent of the rail passengers arriving by bus.

Table 2-2: 2030 Daily Passenger Volumes by Mode of Access at Farrington Highway Station Group Stations Station Total Bus Park-and-Ride Walk/Bike Kiss & Ride Other Passenger Volumes Daily Share of Daily Share of Daily Share of Daily Share of Daily Share of Demand Total Demand Total Demand Total Demand Total Demand Total West Loch 5,300 4,020 76% 0 0% 670 13% 500 9% 110 2% Waipahu 3,090 2,260 73% 0 0% 550 18% 230 7% 50 2% Transit Center Leeward 3,200 300 9% 0 0% 2,850 89% 40 1% 10 .03% Community College Source: Travel Forecasting Model

Final Bus/Rail Integration Plan for the Farrington Highway Station Group Page 7 Honolulu Rail Transit Project April 2014 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. The nearest station with a park-and-ride facility is Pearl Highlands, although the city does operate a small park-and-ride facility at Royal Kunia. Facilities identified in the integration plan for the FHSG will support transfers among bus routes. Transfers between buses are easily accommodated at the existing on-street Waipahu Transit Center located on Hikimoe Street.

The bus/rail integration plans reflect the Final EIS preliminary engineering, module concept station design efforts (Spring 2012), and best estimates of capacity needs for bus service and other access modes. These integration plans will be updated as necessary. The plans also consider the bus/rail integration needs with respect to construction phasing scenarios. 2.2 Characteristics of FHSG Station Areas

The West Loch Station will be located on Farrington Highway just Koko Head of Leo‘ole and Leoknj Streets. Land use in the vicinity of West Loch Station consists of a mix of residential and commercial development with residential being primarily located mauka of Farrington Highway and the commercial along Farrington Highway and makai of the highway. Station entrances will be located on both sides of the highway and connected with a pedestrian concourse. The West Loch Station will serve as the primary access to rail for the ‘Ewa Beach and West Loch neighborhoods located makai. The Station will also serve as the primary access to rail for Village Park, Royal Kunia, and West Waipahu.

The Waipahu Transit Center Station will be located on Farrington Highway just ‘Ewa of Mokuola Street. Stations entrances will be located on both sides of the highway and connected with a pedestrian concourse. The station area includes commercial, light industrial and residential land uses. The mauka station entrance will be adjacent to the heavily used Waipahu Transit Center located on Hikimoe Street. Waipahu Transit Center Station will be the primary rail connection for the neighborhoods of Waikele, Waipiދo and East Waipahu.

The Leeward Community College Station will have a single entrance located on the mauka edge of the campus. Access to the rail station platform will be via a below-grade pedestrian passage. Leeward Community College is the principal land use within the station area; students and faculty will comprise the majority of demand. There is an existing multi-family residential complex located Koko Head of the campus that could benefit from the proximity to the rail station. Interstate H-1, Farrington Highway, and Waiawa Interchange isolate the campus from the Waipahu and Pearl City neighborhoods. Waiawa Road provides the only roadway access to the station and campus (to/from Farrington Highway).

Future access at the FHSG station will also be affected by potential land use and network changes. Land use in the West Loch and Waipahu Transit Center

Page 8 Final Bus/Rail Integration Plan for the Farrington Highway Station Group April 2014 Honolulu Rail Transit Project Station areas is expected to become denser and more transit-oriented as various elements of the Waipahu Neighborhood Transit Development Plan come to fruition over the long term. Future land use changes in the Leeward Community College Station area may include additional residential and institutional development.

The Pearl Harbor Bike Path is located about 1/3 mile makai of the Farrington Highway Station Group. Although access to the path from Leeward Community College is currently not provided, it could become available with the addition of a second access road (identified in the TOD plan for Leeward Community College). This second access road would connect the LCC campus to Waipi‘o Access Road.

Final Bus/Rail Integration Plan for the Farrington Highway Station Group Page 9 Honolulu Rail Transit Project April 2014 3 Bus Networks Serving FHSG Stations

This section describes both the current and planned bus route networks serving the Farrington Highway Station Group (FHSG). The FHSG includes two stations in Waipahu, a mature suburban neighborhood with a high concentration of transit riders, and one station at Leeward Community College on the border of Waipahu and Pearl City. Waipahu has a high level of bus service well utilized by local residents. Leeward Community College, currently served by one bus route (Route 73), is isolated from the adjacent residential communities of Waipahu and Pearl City, with just one access road that often becomes congested when school is in session.

Future bus services in ‘Ewa Beach and Waipahu will be oriented towards the West Loch and Waipahu Transit Center rail stations. Services will continue to operate on clocked headways (or consistent departure times) allowing community circulation. New community circulator routes will connect Waipahu with Kapolei and other planned development on the ‘Ewa Plain. Buses will also connect Waipahu with Royal Kunia and Mililani via Waipiދo. 3.1 Current Bus Network in FHSG Station Areas

Current bus operations in the vicinity of the West Loch and Waipahu Transit Center Stations are composed of rapid bus, suburban trunk, and community circulators providing all day service seven days a week. Leeward Community College is served by one suburban feeder route operating on weekdays only with service ending before 6:00 PM (Route 73).

Bus routes currently providing service to the three stations are shown in Table 3-1. The routes directly serve the station areas or are within one block of the West Loch and Waipahu Transit Center station entrances. Routes A, 40, 42 and 62 serve Leeward CC from stops on Farrington Highway, about one-third mile from the campus. Route 73 directly serves the Campus.

Waipahu is currently served by three community circulator routes that access residential and commercial areas of Waipahu and Waipiދo. These routes (432, 433 and 434) meet rapid bus and suburban trunk routes at both West Loch and Waipahu Transit Center Stations. In the future, passengers will be able to transfer to rail service at these two locations.

Page 10 Final Bus/Rail Integration Plan for the Farrington Highway Station Group April 2014 Honolulu Rail Transit Project Table 3-1: Current Bus Routes Serving FHSG Areas Farrington Highway Stations Current Bus Waipahu Transit Leeward Routes West Loch Center Community College A E W1 40 42 43 44 62 73 81 432 433 434

3.2 Planned Bus Network in FHSG Station Areas

The future bus route network for FHSG stations has been developed to com- plement the Project’s phased implementation, with the initial phase (East Kapolei to Aloha Stadium) opening in 2017. Changes to current routes will be accomplished to match those openings. In most cases, these changes will not occur until the full rail system is operational in 2019.

The bus network identifies service features, including bus access at stations for the year 2030, the planning horizon year in the Project FEIS. Figure 3-1 shows the future bus network that will be serving stations in the FHSG. The estimated volume of peak-hour bus trips at each station reflects the estimated demand for bus services as identified in the travel demand forecasting model. Accordingly, design characteristics of bus facilities at stations also should reflect the 2030 bus network.

Table 3-2 identifies phasing of bus service for the FHSG. More detailed bus service information is provided under each station discussion. Since some routes will be phased over time, not all bus-related facilities need to be in place for the initial phase of the HRTP. Leeward Community College will not have direct bus service. Also, the nearest bus service to the LCC campus will be provided by Route 40 on Farrington Highway at Waiawa Road. More detailed bus service information for each FHSG station is included in Section 4.

Final Bus/Rail Integration Plan for the Farrington Highway Station Group Page 11 Honolulu Rail Transit Project April 2014 Figure 3-1: 2030 Bus Network Serving FHSG Stations

Page 12 Final Bus/Rail Integration Plan for the Farrington Highway Station Group April 2014 Honolulu Rail Transit Project Table 3-2: Phasing of Bus Service at FHSG Stations Maximum Number of Buses Serving Station in Peak Hour Station 2017 2019 2030 West Loch 26 37 45 Waipahu Transit Center 22 28 28 Leeward Community College 0 0 0 Source: Bus operations included in the Project FEIS (Appendix D)

Table 3-3 identifies service characteristics of each route in 2030. Waipahu has a high frequency of bus service and a large transit-captive market. Currently, 11 fixed routes offer limited-stop, local, commuter express and community circulator services. CityExpress! Route A has its terminus at Leoknj Street and Farrington Highway. This is a limited-stop service providing connections to and the University of at MƗnoa seven days a week. CountryExpress! Route E connects ‘Ewa Beach with downtown Honolulu, providing service in Waipahu.

Local bus service currently serving Waipahu Transit Center Station includes Routes 40, 42, 43 and 44 connecting Waipahu with other regions. Waipahu is served by a set of community circulator routes—432, 433 and 434. These operate within Waipahu and run via the existing on-street bus transit center along Hikimoe Street. Waipahu is served by three peak-period, peak-direction express services. Two of these, Routes W1 and W2 provide express services to , seven days a week. The third peak express, Route 81, serves downtown Honolulu.

With the implementation of rail, existing local routes are either discontinued or reclassified as a feeder service where the local routes serve the same alignment as the fixed guideway. The exception is for routes deemed essential to provide local bus service along the guideway alignment (e.g., Route 40). Peak-period, peak-direction express bus routes operating along the guideway alignment will be discontinued and community circulator routes will be reoriented and extended to serve the rail stations.

Final Bus/Rail Integration Plan for the Farrington Highway Station Group Page 13 Honolulu Rail Transit Project April 2014 Table 3-3: 2030 Service Characteristics of Bus Routes Serving FHSG Stations Service Frequencies Maximum Service Peak Hour Base Period Vehicle Transit Centers and Rail Route Coverage Routing Description (minutes) (minutes) Size (feet) Stations Served 40 Connects Route 40 will serve current alignment to UHWO 15 20 60 Waianae TC, Kapolei TC, Waianae campus Road A, continuing on internal UHWO UHWO TC, West Loch Station, Coast with roads to Road B, and UHWO TC, where the Waipahu TC, Pearl Highlands Kapolei route returns to Farrington Highway. Station, Pearlridge Station, continuing to Aloha Stadium Station, Pearl Downtown Harbor Station, Middle Street Honolulu Station, Kapalama Station, Station, Iwilei Station, Ala Moana Station 42 Connects Route 42 is modified to serve ‘Ewa and ‘Ewa 10 30 45 ‘Ewa Beach Beach neighborhoods, connecting them to West with Waipahu Loch Station and Waipahu Transit Center The full Route 42 alignment to Waikiki is maintained for owl services when the fixed-guideway is not operating. 50 Connects Westbound from Mililani Transit Center the 15 30 45 Mililani Transit Center, Koa Mililani, Koa route will operate on Meheula, serving the park- Ridge Transit Hub, Waipahu Ridge, Waipiދo and-ride lot, H-2 South to Koa Ridge, traveling Transit Center with Waipahu through the new development to Waipiދo, left on Moaniani, left Waipiދo Uka, left Lumikula, right Lumiދaina, left Managers Drive to right on Hikimoe. 98A Connects Route is reoriented to Waipahu via Kunia Road 20 — 60 West Loch Station Kunia, Royal from Kunia to circle through Royal Kunia and Kunia and Village Park via Route 434 alignment to West Village Park Loch Station via Kunia Road to Farrington with West Highway. Loch Transit Center 415 Connects Route 415 proceeds from Kapolei Transit 15 30 45 Kapolei Transit Center, West Kalaeloa and Center continuing via WƗkea the route serves Loch Transit Center Ocean Pointe new commercial retail center in Kalaeloa, with West traveling along Roosevelt, to right on Coral Sea Loch Transit Road to left on Ewa area road (new road) to Center Ocean Pointe Marina to left on Kapolei Parkway, right on Geiger to left on Fort Weaver Road, left on Old Fort Weaver Road, right on Farrington to the West Loch Transit Center and Station. 421 Connects Route 421 operates from West Loch Station 15 30 45 West Loch Transit Center, Waipahu, serving Hoދopili via local road network, UHWO Hoދopili, UH West Transit Hoދopili, ‘Ewa TC and EK Stations, continuing along Kinoiki Center, East Kapolei and East Street, serving new regional shopping center at Kapolei Kapolei Parkway, continuing on Renton Road to Fort Weaver Road and West Loch Station. Route operates as a two-way loop. 422 Connects Route 422 operates from West Loch Station 15 30 40 West Loch Transit Center, Waipahu, serving Hoދopili via local road network, East Hoދopili, East Kapolei Hoދopili and Kapolei Station via East-West Road and new East Kapolei regional shopping center at Kapolei Parkway. 432 Connects Route 432 operates along its current alignment 30 30 45 West Loch Transit Center, East and extending on the western end to terminate at Waipahu Transit Center West the West Loch Transit Center. Waipahu 433 Connects Koa Route will be extended to the Koa Ridge Transit 30 30 45 Koa Ridge Transit Hub, Ridge, Waipiދo Hub just mauka of Ka Uka Blvd in the Koa Waipahu Transit Center and Waipahu Ridge Development.

Page 14 Final Bus/Rail Integration Plan for the Farrington Highway Station Group April 2014 Honolulu Rail Transit Project Table 3-3: 2030 Service Characteristics of Bus Routes Serving FHSG Stations (continued) Service Frequencies Maximum Service Peak Hour Base Period Vehicle Transit Centers and Rail Route Coverage Routing Description (minutes) (minutes) Size (feet) Stations Served 434 Connects Route 434 will be extended to serve Royal 15 30 45 West Loch Station, Royal Kunia Kunia Development. From Kupuna Loop on Waipahu Transit Center and Village Route 434 the route turns right onto Kupuohi Park with providing service to commercial area, right onto Waipahu Anonui circling through new development connecting to Anoiki, left to Anonui, right onto Kupuohi returning to regular route along Kupuna Loop to Waipahu. In the peak periods only, (during weekday, school days), the route will provide tripper services to Waipahu High School via Farrington Highway to right on Awanui Street, left on Awalia Street, left on Waipiދo Point Access Road, left on Kahualii to left on Farrington to Waipahu Transit Center. Source: Bus operations included in the Project FEIS (Appendix D); weekday frequencies are averaged for the time period Note: Listed weekday frequencies are averaged for the time period.

3.3 Bus Route Changes from FEIS

Bus operations are constantly changing to reflect passenger demand, land use changes and roadway improvements or changes. Project assumptions have changed which also may impact bus feeder and connection services. A number of these changes have occurred for the FHSG stations since the Project FEIS was published.

The two changes are shown in Table 3-4. Routes 40 and 422 will have alignment changes to serve rail stations. Route 40 will serve the University of Hawai‘i West 2ދahu Station while Route 422 will operate on internal Hoދopili development roads to serve the Hoދopili Station. Two other changes will occur that are not shown in the table. New Routes 421 and 422 are intended to serve new developments. Therefore, these routes will not be implemented in 2019. They are expected to be in service by 2025.

Table 3-4: 2030 Expected Bus Route Changes Compared to FEIS Appendix D Change Characteristics

Route Route Justification Deleted Alignment Span ofService Service Frequency StationsServed 40 Route 40 will directly serve the UHWO Transit No Yes No No Yes Service to new campus Center via UH West O‘ahu campus internal roads diverting from Farrington Highway. 422 Route 422 will provide service to the Hoދopili No Yes No No Yes Provide additional service Station on roads provided by new development. to Hoދopili Station

Final Bus/Rail Integration Plan for the Farrington Highway Station Group Page 15 Honolulu Rail Transit Project April 2014 4 Recommended Bus Facilities at FHSG Stations

The following sections describe the recommended facilities for bus/rail integration at the FHSG stations. The extent of planned bus access at the West Loch, Waipahu Transit Center, and Leeward Community College Stations indicates the importance of providing convenient rail/bus integration at these locations. While station design features may have changed 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 each station in the FHSG reflect the bus network that will support the HRTP. Characteristics of this bus network have been incorporated in the travel forecasting model used in the FEIS for the HRTP. The integration plans presented in the following sections are phased to recognize the partial and full opening phases of the HRTP. However, all design features concerning bus access ultimately address long-term needs. For each FHSG station, this report provides tables that identify needs for bus and other access modes in the year 2030.

Changes to land use and streets can affect bus access in FHSG station areas. HART will monitor changes to land use and streets in the FHSG station areas, including amendments, revisions, and updates to the Waipahu Neighborhood TOD Plan and Leeward Community College Long Range Development Plan as they pertain to bus/rail integration and Project facility needs. Additionally, HART will keep track of any changes in the overall state land use designation of the FHSG station areas. 4.1 West Loch Station

West Loch Station will attract passengers not only from adjacent residential areas, but from communities not within walking distance, including ‘Ewa Beach and Royal Kunia. This station will not have park-and-ride facilities; however, a small kiss-and-ride lot will be provided. Accommodating bus service will be critical in assuring projected ridership levels.

The West Loch Station site is bounded by Farrington Highway, Leo‘ole Street, and Leonui Street. To the west, Fort Weaver Road and Kunia Road provide crucial mauka-makai accessibility to/from the H-1 Freeway and the West Loch Station. Farrington Highway—a major arterial that runs east-west through the center of Waipahu—provides regional and sub-regional access in the West Loch Station area. Farrington Highway is divided with four lanes in the vicinity of the Project, with intersections that are generally signalized and have protected left turns.

Page 16 Final Bus/Rail Integration Plan for the Farrington Highway Station Group April 2014 Honolulu Rail Transit Project 4.1.1 Bus Services

There are 10 current bus routes in close proximity to the West Loch Station site including several that terminate in the area and others that provide trunk services along Farrington Highway. The current bus system will be rerouted and enhanced with community circulators that will connect the ‘Ewa and Waipahu communities with West Loch Station as previously shown in Figure 3-1. Some routes will be truncated or discontinued since they would duplicate major portions of the rail service. Discontinued service will include Routes E, 43, 81 and W1. Current Route 44 will be replaced with service on Routes 42, 415 and 421.

Table 4-1 presents the bus routes that will serve the West Loch Station in 2017 (interim opening), 2019 (full opening), and 2030; the routes reflect the bus network identified above for the FHSG. The table shows the routes, direction, and maximum number of buses serving the station in the peak hour. In addition to accessing the rail station, the bus routes identified in Table 4-1 will serve commercial and residential developments that are either being planned or under construction at this time. They will therefore enter service only when demand warrants. Bus services increase from 28 buses today to 45 bus trips in the peak hour in 2030 to serve the station. Community circulators will operate on enhanced schedules to provide convenient access to the fixed guideway especially during the peak periods. The following bus routes are expected to serve the West Loch Station in 2030 (new routes and changes to existing routes are noted): x Route 40 Honolulu/MƗkaha (EB/WB)—No major alignment changes are planned for the route in the vicinity of West Loch Station. The route is expected to operate with 15- minute intervals in the peak periods between the Waipahu Transit Center station and Wai‘anae with twenty minute midday service. The route will operate 20-minute service between Waipahu TC and downtown Honolulu. x Route 42 ‘Ewa Beach (NB/SB)—Route 42 will be modified to operate between ‘Ewa Beach and Waipahu only. This change is expected to occur with the full system opening in 2019. It will no longer connect ‘Ewa Beach to WaikƯNƯ except when the rail system is closed such as in the late evening hours (12:00 AM to 4:00 AM). The route will provide 10-minute service in the peak and thirty minute service in the off-peak periods. x Route 98A Kunia Village/Royal Kunia/Waipahu (NB/SB)—This route will be modified to connect Kunia, Royal Kunia, and Village Park with the Station providing peak period, peak direction service during the weekdays.

Final Bus/Rail Integration Plan for the Farrington Highway Station Group Page 17 Honolulu Rail Transit Project April 2014 Table 4-1: West Loch Station Bus Service Changes by Year Route Maximum Number of Buses in Peak Hour by Year Number Direction 2014 2017 2019 2030 A Eastbound 4 0 0 0 E Westbound 2 2 0 0 E Eastbound 2 2 0 0 40 Westbound 2 2 4 4 40 Eastbound 4 2 4 4 42 Westbound 3 3 6 6 42 Eastbound 2 2 6 6 43 Eastbound 2 2 0 0 44 Outbound 1 1 0 0 W1 Eastbound 0 2 0 0 81 Eastbound 2 4 0 0 98A Inbound 0 0 3 3 415 Inbound 0 0 4 4 421 Inbound 0 0 0 4 422 Inbound 0 0 0 4 432 Eastbound 2 2 2 2 434 Westbound 2 2 4 4 434 Eastbound 0 0 4 4 Totals 28 26 37 45 Source: Bus operations included in the Project FEIS (Appendix D) and current DTS Public Schedules (January 2014) Peak hour is 7:00 AM for 2014 and 6 AM for 2017, 2019 and 2030.

x Route 415 Ocean Pointe/‘Ewa/Waipahu (EB/WB)—This new route will connect new and planned developments of Kalaeloa and Ocean Pointe with West Loch Station providing all day service. x Route 421 Ho‘opili/UH West O‘ahu/East Kapolei (EB/WB)—This new route, expected to enter service in 2025, will connect Waipahu and Ho‘opili with ‘Ewa. Implementation of this route may occur earlier. x Route 422 Ho‘opili/East Kapolei (EB/WB)—This new route, expected to enter service in 2025, will connect Waipahu and Ho‘opili. Implementation of this route may also occur earlier. x Route 432 East-West Waipahu (EB/WB)—This route connects East and West Waipahu and will be modified to serve the new rail station. x Route 434 Village Park/Royal Kunia (NB/SB)—This route will be modified to serve new development in Royal Kunia connecting with Village Park and Waipahu. New service is depicted in Figure 3-1 as the large upper loop. The route alignment may be modified when service is implemented to provide more direct residential coverage.

Page 18 Final Bus/Rail Integration Plan for the Farrington Highway Station Group April 2014 Honolulu Rail Transit Project 4.1.2 Bus/Rail Integration Features

The bus/rail integration plan for the West Loch bus/rail integration plan consists of two phases:

1. For the 2017 interim Project opening, two stops will be located on eastbound Farrington Highway and one stop on westbound Farrington Highway. Also, two stops will be provided for buses at an off-street transit center. Two other off-street locations will served kiss-and-ride demand as well as TheHandi-Van and private shuttles.

2. For the full 2019 opening, two additional off-street bus stops will be provided to accommodate the planned added bus service that will access the West Loch Station.

The 14 bus routes listed in Table 4-1 will generate a maximum of 45 bus trips during the peak hour by the year 2030. The routes and their operating characteristics will change in response to how the rail system will and surrounding land uses in the area develop. This includes buses serving on-street stops adjacent to the station on Farrington Highway and the off-street transit center that will be included in the station design. With the bus service characteristics identified for each route, bus-related facilities can be defined for the West Loch Station. Table 4-2 identifies the bus routes, the bus stop description and type, and the operational characteristics of the routes, including maximum vehicle size and peak and base period buses per hour for the 2017 interim Project opening. Table 4-3 provides comparable information for the 2019/2030. The tables also show typical dwell time or duration the bus will remain at the stop.

The approximate walk distance to the station entrance along with the number of streets and lanes that the intending passenger would cross are also 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 in 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. The bus stop type includes the position of the stop, such as nearside (before an intersection) or farside (after passing through an intersection), platooned stop for multiple bus arrivals where buses depart the stop in the order in which they arrive, or single dedicated stop (where only one bus is expected to use the stop at any given time). The term “bus bay” generally refers to either a bus pull-out if an on-street stop or a saw-tooth designed stop within an off-street transit center. The term “linear bus berth” generally refers to a straight curb.

Final Bus/Rail Integration Plan for the Farrington Highway Station Group Page 19 Honolulu Rail Transit Project April 2014 Table 4-2: West Loch Station Bus Operations in the Year 2017 Bus Stop Locations Bus Operational Characteristics Implementation

Bus Stop New Stop ID Stop Existing Location Direction Type to Distance Walk Approximate (feet) Entrance Station Crossed Streets of Number Walk During Route (feet) Size Vehicle Maximum Number Hour Maximum Peak of Buses Hour per Buses Period Base Buses of Number Weekday Connection Timed Possible Duration Stop Typical (minutes) Design S1 — 464 Farrington Westbound On-street linear platooned bus berth 50 None E 60 2 2 35 No 1 DTS (existing) Highway 40 60 2 2 45 No 1 42 60 3 2 39 No 1 434 45 2 2 27 No 1 W1 60 0 — 3 No 1 Total at — 12 8 149 — — bus stop S2 — 669 Farrington Eastbound On-street linear single bus berth 100 None E 60 2 2 34 No 1 DTS (existing) Highway 42 60 2 2 36 No 1 Total at — 4 4 70 — — bus stop S3 3 — Farrington Eastbound On-street linear single bus berth 280 1 driveway 40 60 2 2 45 No 1 DTS Highway crossing W1 60 2 — 6 No 1 (restore existing stop) Total at — 4 2 51 — — bus stop TC1 3 — Transit Center Eastbound Off-street linear single bus berth 25 None 43 40 2 2 21 Yes 5 Station designer TC2 3 — Transit Center Eastbound Off-street linear single bus berth 50 None 432 45 2 2 37 Yes 2 Station designer TC3 3 — Transit Center Westbound Off-street linear single bus berth 120 None 44 40 1 1 20 Yes 5 Station designer TC5 3 — Kiss-and-Ride Lot — Off-street linear single berth for private shuttles 80 None Private 45 2 — — No Varies Station designer Shuttles TC6 3 — Kiss-and-Ride Lot — Off-street linear platooned berth for Handi-Vans 50 None TheHandi- 26 Varies Varies — No 10-15 Station designer Van Source: 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. The transit center will provide dedicated TheBus stops to accommodate 1 60-foot, 2 45-foot vehicles and 1 40-foot vehicle. 2. Bus stop positions S1 and S2 require accommodation of multiple vehicles for platooned arrival/departure. These positions are currently in use. S1, westbound, will require no changes; S2, eastbound, will be shortened to accommodate the entrance to the transit center; S3, eastbound, is a reactivated stop on the farside of the transit center entrance to provide additional capacity due to the shortened curb space for S2. 3. Space should be designated for one tour bus/private shuttle/school bus position at TC6. 4. Table does not include identification of a minimum of 20 kiss-and-ride spaces, 8 kiss-and-ride loading/unloading zones, 2 taxi spaces and 2 City/TheBus supervisor/shift change vehicle spaces. These requirements are expected to be necessary for the full Project opening in 2019. 5. Bus stop duration will vary throughout the day, more time will be required in the peak periods when passenger activity is heaviest. Wheelchair operations will add to the typical stop duration time.

Page 20 Final Bus/Rail Integration Plan for the Farrington Highway Station Group April 2014 Honolulu Rail Transit Project Table 4-3: West Loch Station Bus Operations in the Years 2019-2030 Bus Stop Locations Bus Operational Characteristics Implementation in in Buses per Hour per Buses Buses Stop ID Stop of Streets Crossed Streets of imate Walk Distance Walk imate Hour Maximum

Location Direction Type Design Bus Stop New Stop Existing Approx (feet) Entrance to Station Number Walk During Route of Number Estimated Using Stops Passengers 2030 (feet) Size Vehicle Maximum Peak of Number Period Base Buses of Number Weekday Connection Timed Possible Duration Stop Typical (minutes) S1 — 464 Farrington Westbound On-street linear platooned bus berth 50 None 40 2,050 60 4 3 64 No 1 DTS (existing) Highway 42 1,640 45 6 2 53 No 1 434 305 45 4 2 37 No 1 Total at 3,995 — 14 7 154 — — bus stop S2 — 669 Farrington Eastbound On-street linear single bus berth 100 None 42 1,640 45 6 2 53 No 1 DTS (existing) Highway 434 305 45 4 2 40 No 1 Total at 1,945 — 10 4 93 — — bus stop S3 3 — Farrington Eastbound On-street linear single bus berth 280 1 40 3,050 60 4 3 62 No 1 DTS (existing) Highway driveway TC1 3 — Transit Center Southbound Off-street linear single bus berth 25 None 415 465 45 4 2 37 Yes 5 HART TC2 3 — Transit Center Westbound Off-street linear single bus berth 50 None 421 1,130 45 4 2 43 Yes 5 HART TC3 3 — Transit Center Westbound Off-street linear single bus berth 120 None 422 465 40 4 2 43 Yes 5 HART TC4 3 — Transit Center Northbound/ Off-street linear single bus berth (shared) 170 1 98A 420 60 3 — 6 Yes 3 HART Eastbound driveway 432 10 45 2 2 37 Yes 2 Total at 430 — 5 2 43 — — bus stop TC5 3 — Kiss-and-Ride — Off-street linear single berth for private 80 None Private — 45 2 — — No Varies HART Lot shuttles Shuttles TC6 3 — Kiss-and-Ride — Off-street linear platooned berth for Handi- 50 None TheHandi — 26 Varies Varies — No 10-15 HART Lot Vans -Van 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. The transit center will provide dedicated TheBus stops to accommodate 1 60-foot, 2 45-foot vehicles and 1 40-foot vehicle. 2. Bus stop positions S1 and S2 require accommodation of multiple vehicles for platooned arrival/departure. These positions are currently in use. S1, westbound, will require no changes; S2, eastbound, will be shortened to accommodate the entrance to the transit center; S3, eastbound, is a reactivated stop on the farside of the transit center entrance to provide additional capacity due to the shortened curb space for S2. 3. Space should be designated for one tour bus/private shuttle/school bus position at TC6. 4. Table does not include identification of a minimum of 20 kiss-and-ride spaces, 8 kiss-and-ride loading/unloading zones, 2 taxi spaces and 2 City/TheBus supervisor/shift change vehicle spaces. These requirements are expected to be necessary for the full Project opening in 2019. 5. Bus stop duration will vary throughout the day, more time will be required in the peak periods when passenger activity is heaviest. Wheelchair operations will add to the typical stop duration time. 6. Route 421 and 422 will enter service in 2025

Final Bus/Rail Integration Plan for the Farrington Highway Station Group Page 21 Honolulu Rail Transit Project April 2014 Figure 4-1: West Loch Station TheBus and TheHandi-Van Layout—2017

Page 22 Final Bus/Rail Integration Plan for the Farrington Highway Station Group April 2014 Honolulu Rail Transit Project Figure 4-2: West Loch Station TheBus and TheHandi-Van Layout—2019 through 2030

Final Bus/Rail Integration Plan for the Farrington Highway Station Group Page 23 Honolulu Rail Transit Project April 2014 Bus Facilities 2017

The recommended features of the 2017 West Loch bus/rail integration plan are shown on Figure 4-1 and detailed in Table 4-2. The main difference between the 2017 interim plan and the 2019-2030 full opening plan (discussed in the next section) is that fewer bus positions will be needed at the off-street transit center in 2017. Route 98A to Royal Kunia, for example, will not enter service until 2019, while Routes 421 and 422 serving Ho‘opili and the ‘Ewa Plain are not expected to enter service until 2025. Facilities at West Loch Station in 2017 include: x A bus transit center adjacent to the station entrance to accommodate two in- service vehicles (TC2 and TC4 will each serve two routes). x A kiss-and-ride lot accessible through Leo‘ole Street accommodating a taxi loading zone, kiss-and-ride drop off, private shuttle loading and unloading, and a TheHandi-Van position. x An existing on-street linear platooned bus berth on westbound Farrington Highway in front of mauka station entrance. x An existing on-street linear platooned bus bay on eastbound Farrington Highway in front of the makai station entrance. x A restored existing linear single bus berth on eastbound Farrington Highway.

x Wayfinding signs within the station (particularly at the concourse level) and near the station entrances directing passengers to the various bus connections

Bus Facilities 2019–2030

The recommended features of the 2019–2030 West Loch bus/rail integration plan are shown on Figure 4-2 and detailed in Table 4-3. The West Loch Station will include additional facilities for the full Project opening in 2019 impacting bus connections. These include: x A bus transit center adjacent to the station entrance to accommodate four in- service vehicles. x A kiss-and-ride lot accessible through Leo‘ole Street accommodating a taxi loading zone, kiss-and-ride drop off, private shuttle loading and unloading, and a TheHandi-Van position. x An existing on-street linear platooned bus berth on westbound Farrington Highway in front of mauka station entrance. x An existing on-street linear platooned bus bay on eastbound Farrington Highway in front of the makai station entrance. x A restored existing linear single bus berth on eastbound Farrington Highway.

Page 24 Final Bus/Rail Integration Plan for the Farrington Highway Station Group April 2014 Honolulu Rail Transit Project x Wayfinding signs within the station (particularly at the concourse level) and near the station entrances directing passengers to the various bus connections The daily number of passengers using the bus stops serving the West Loch Station has been estimated for both boarding and alighting passengers at the identified bus stop for each route (Table 4-3). The route activity has been split between inbound and outbound bus stops and rounded. The majority of these passengers are connecting with rail; however, some passengers are connecting with nearby destinations or are transferring between buses. Estimates are based on the 2030 travel forecasting model results, with bus stops identified as nodes in the network.

Additional recommended features include the following: x A concrete pad for the restored stop at S3. x A dedicated TheHandi-Van position will be located within the kiss-and-ride lot near the makai station entrance (TC6) x Bicycle parking will be provided for at least 20 bicycles divided between the makai and mauka station entrance with the ability to accommodate up to 50 bicycles. x Wayfinding signs within the station (particularly at the concourse level) directing passengers to their desired bus connection.

4.1.3 Integration of Other Modes

Table 4-4 identifies the vehicle parking requirements for other modes at the West Loch Station. Pedestrians and bicyclists accessing West Loch Station will comprise of 670 riders or 13 percent of total daily station demand at the station. The bus transit center and kiss-and-ride lot are designed to minimize walk distances to and from the station entrances. Bicycle racks will be divided between the mauka and makai station entrance and accommodate 20 bicycles in 2017 with space reserved for 50 spaces in 2030.

A new crosswalk and curb ramp is recommended across the entrance into the bus transit center driveway from Farrington Highway eastbound. This pedestrian crossing is especially important because it connects bus stop S3 (Route 40 to Ala Moana) with the makai station entrance. To accommodate pedestrian and bicycle access, improvements to existing sidewalks and miscellaneous enhancements to the pedestrian environment in the station area may be necessary, particularly along Farrington Highway.

Final Bus/Rail Integration Plan for the Farrington Highway Station Group Page 25 Honolulu Rail Transit Project April 2014 Table 4-4: West Loch Station Site Requirements in 2030—Other Modes Vehicle Parking Park-and-ride 0 Kiss-and-ride 20 Kiss-and-ride loading zone 2 Supervisor 1 Taxi 2 Tour bus/ Private shuttle 1 Source: Station Access and Modal Interface Report, 2011 and Travel Forecasting Model (March 2012 update) 4.2 Waipahu Transit Center Station

Like West Loch Station, Waipahu Transit Center is considered an origin station because it will attract passengers from not only close proximity residential areas, but from communities much further away. Since this station will not have park- and-ride facilities and land use densities will likely continue to remain low in the near-to-medium term. Accommodating other access modes, particularly local bus service, will be critical in assuring projected ridership levels. 4.2.1 Bus Services

Table 4-5 presents the bus routes that will serve the Waipahu Transit Center Station in 2017 (interim opening), 2019 (full opening), and 2030. The table shows the routes, direction, and maximum number of buses serving the station in the peak hour. The table shows the routes, direction and maximum number of buses serving the station in the peak hour. Some routes, such as Route A, will continue to operate during interim service. With the full Project opening in 2019, the route will be truncated at Aloha Stadium. Bus services decrease from 28 buses today to 28 buses in the peak hour in 2019 to serve the station.

Page 26 Final Bus/Rail Integration Plan for the Farrington Highway Station Group April 2014 Honolulu Rail Transit Project Table 4-5: Waipahu Transit Center Bus Service Changes by Year Route Maximum Number of Buses in Peak Hour By Year Number Direction 2014 2017 2019 2030 A Westbound 4 0 0 0 A Eastbound 4 0 0 0 E Westbound 2 2 0 0 E Eastbound 2 2 0 0 40 Westbound 2 2 4 4 40 Eastbound 4 2 4 4 42 Westbound 3 3 6 6 42 Eastbound 2 2 0 0 43 Westbound 0 0 0 0 43 Eastbound 1 1 0 0 50 Northbound 0 0 4 4 432 Westbound 2 2 2 2 432 Eastbound 2 2 2 2 433 Eastbound 2 2 2 2 434 Westbound 2 2 4 4 Totals 32 22 28 28 Source: Bus operations identified in the Project FEIS (Appendix D)

The following bus routes, shown previously in Figure 3-1, are expected to serve Waipahu Transit Center in 2030 (new routes and changes to existing routes are noted): x Route 40 Honolulu/MƗkaha (EB/WB)—No major alignment changes are planned for the route in Waipahu. The route is expected to operate with 15- minute intervals in the peak periods between the Waipahu Transit Center station and Wai‘anae with 20-minute midday service. The route will operate 20-minute service between Waipahu Transit Center and Ala Moana. x Route 42 ‘Ewa Beach (NB/SB)—Route 42 will be modified to operate between ‘Ewa Beach and Waipahu only, terminating at the Waipahu Transit Center. This change is expected to occur with the full system opening in 2019. It will no longer connect ‘Ewa Beach to WaikƯNƯ except when the rail system is closed such as in the late evening hours (12:00 AM to 4:00 AM). The route will provide 10-minute service in the peak and 30-minute service in the off-peak periods. x Route 50 Mililani/Koa Ridge/Waipiދo/Waikele/Waipahu (NB/SB)—This new route will connect Mililani to Waipahu TC providing service for the new Koa Ridge development, continuing through Waipiދo and Waikele.

Final Bus/Rail Integration Plan for the Farrington Highway Station Group Page 27 Honolulu Rail Transit Project April 2014 x Route 432 East-West Waipahu (EB/WB)—This route connects East and West Waipahu and will be modified to serve the new West Loch Transit Center on its western terminus, otherwise no other alignment changes are planned. x Route 433 Waipiދo/Waipahu (NB/SB)—This route will be extended from its current terminus in Waipiދo to the Koa Ridge Transit Hub.

4.2.2 Bus/Rail Integration Features

The mauka station entrance for the Waipahu Transit Center Station is adjacent to the current Waipahu Transit Center on Hikimoe Street. This will allow bus passengers to conveniently access the rail station without a major change to the existing layout and orientation of the existing facility.

With the bus characteristics identified for each route, bus-related facilities can be defined for the Waipahu Transit Center Station. Table 4-6 shows the bus routes, the bus stop description and type, and the operational characteristics of the routes, including maximum vehicle size, as well as peak and base period buses per hour for year 2017. Similar information for 2019/2030 operations is provided in Table 4-7. The tables also shows typical dwell time or duration the bus will remain at the stop. Typical stop duration is a factor to consider in designating the types of stops. The column “Bus Stop” relates to the stop numbers shown in Figure 4-3 and Figure 4-4. The bus stop type is “dedicated” which means that each route serving the station will have a designated position on Hikimoe Street at any given time.

Page 28 Final Bus/Rail Integration Plan for the Farrington Highway Station Group April 2014 Honolulu Rail Transit Project Table 4-6: Waipahu Transit Center Bus Operations in the Year 2017 Bus Stop Locations Bus Operational Characteristics Implementation (minutes) (minutes) of Streets Crossed Streets of imate Walk Distance to Distance Walk imate Hour Maximum Number Maximum Hour

Location Direction Type Buses Design Bus Stop Bus Stop New ID Stop Existing Approx (feet) Station Number Walk during Route (feet) Size Vehicle Maximum Peak of Hour per Buses Period Base Buses of Number Weekday Connection Timed Possible Duration Stop Typical TC1 — 4421 Transit Center Eastbound On-street linear 80 None E 60 2 2 34 Yes 1 DTS (existing) platooned bus berth W1 60 2 — 6 Yes 1 40 60 4 3 45 Yes 1 42 60 2 2 36 Yes 1 43 40 2 2 20 Yes 1 Total at — 12 9 141 — — bus stop TC2 — 4421 Transit Center Eastbound On-street linear single 60 None 434 45 4 2 27 Yes 3 DTS (existing) bus berth TC3 — 4421 Transit Center Eastbound On-street linear single 100 None 432 45 2 2 37 Yes 3 DTS (existing) bus berth TC4 — 4420 Transit Center Westbound On-street linear single 180 1 local 432 45 2 2 37 Yes 3 DTS (existing) bus berth street TC5 — 4420 Transit Center Westbound On-street linear single 160 1 local 433 45 2 2 33 Yes 4 DTS (existing) bus berth street TC6 — 4420 Transit Center Westbound On-street linear 240 1 local E 60 2 2 35 Yes 1 DTS (existing) platooned bus berth street W1 60 0 — 3 Yes 1 40 60 4 3 45 Yes 1 42 60 3 2 39 Yes 1 43 40 2 2 21 Yes 1 Total at — 11 9 143 — — bus stop TC7 3 — Transit Center Eastbound On-street linear single 120 None TheHandi- 26 Varies Varies — No 10- DTS (existing) vehicle berth Van 15 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) Existing bus stop number 1377 (westbound Farrington Highway and Mokuola Street) will be removed.

Final Bus/Rail Integration Plan for the Farrington Highway Station Group Page 29 Honolulu Rail Transit Project April 2014 Table 4-7: Waipahu Transit Center Bus Operations in the Years 2019-2030 Bus Stop Locations Bus Operational Characteristics Implementation in in 2030 Connection of Streets Crossed of Streets imate Walk Distance to Distance Walk imate Hour Maximum Number Maximum Hour

Location Direction Type Buses Design Bus Stop Bus Stop New ID Stop Existing Approx Station (feet) Number duringWalk Route of Number Estimated UsingStop Passengers Size (feet) Vehicle Maximum Peak of Hour Buses per Base Period Buses of Number Weekday Timed Possible (minutes) Duration Stop Typical TC1 — 4421 Transit Center Eastbound On-street linear platooned bus 80 None 40 625 60 4 3 58 Yes 1 DTS (existing) (existing) berth 50 3,200 45 4 2 56 Yes 5 Total at 3,825 — 8 5 114 — — bus stop TC2 — 4421 Transit Center Eastbound On-street linear single bus 60 None 434 165 45 4 2 40 Yes 3 DTS (existing) (existing) berth TC3 — 4421 Transit Center Eastbound On-street linear single bus 100 None 432 130 45 2 2 37 Yes 3 DTS (existing) (existing) berth TC4 — 4420 Transit Center Westbound On-street linear single bus 180 1 local 432 130 45 2 2 37 Yes 3 DTS (existing) (existing) berth street TC5 — 4420 Transit Center Westbound On-street linear single bus 160 1 local 433 570 45 2 2 33 Yes 4 DTS (existing) (existing) berth street TC6 — 4420 Transit Center Westbound On-street linear platooned bus 240 1 local 40 445 60 4 3 64 Yes 1 DTS (existing) (existing) berth street 42 415 45 6 2 53 Yes 3 Total at 860 — 10 5 117 — — bus stop TC7 3 — Transit Center Eastbound On-street linear single vehicle 120 None TheHandi- — 26 Varies Varies — No 10-15 DTS (existing) (existing) berth Van 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) Existing bus stop number 1377 (westbound Farrington Highway and Mokuola Street) will be removed.

Page 30 Final Bus/Rail Integration Plan for the Farrington Highway Station Group April 2014 Honolulu Rail Transit Project Figure 4-3: Waipahu Transit Center Station TheBus and TheHandi-Van Layout—2017

Final Bus/Rail Integration Plan for the Farrington Highway Station Group Page 31 Honolulu Rail Transit Project April 2014 Figure 4-4: Waipahu Transit Center Station TheBus and TheHandi-Van Layout—2019 through 2030

Page 32 Final Bus/Rail Integration Plan for the Farrington Highway Station Group April 2014 Honolulu Rail Transit Project Bus Facilities 2017

Figure 4-4 presented the year 2017 interim Project opening for on-street TheBus and TheHandi-Van requirements. More detailed information on these requirements were previously identified in Table 4-6. TheBus and TheHandi-Van stops are color coordinated to show which routes are expected to use each stop. For example, stop TC2 serving the mauka station entrance is shown with purple marking. The purple is identified as the Route 433 in the figure legend.

Several considerations should be noted relating to the location and features of on-street bus stops in the year 2017. These considerations are: x The existing bus transit center on Hikimoe Street will be readapted for use by the feeder and trunk routes previously listed in Table 4-6; stops will be located near existing shelters where possible. x Up to eight in-service buses will be accommodated, with some service being discontinued by 2019 to be replaced by other service. x The existing farside stop on Farrington Highway EB opposite Mokuola Street will be preserved for use by Routes 40, 42, 432, 433, and W1. x A short term kiss-and-ride parking area and taxi loading zone will be located on Moloalo Street on the mauka side of Farrington Highway. x A new crosswalk and curb ramp will cross Moloalo Street. x TheHandi-Van will stop on-street at TC7 adjacent the main station entrance. x Parking will be provided for at least 20 bicycles divided between both station entrances with the ability to accommodate up to 30 bicycles in 2030. x Wayfinding signs within the station (particularly at the concourse level) and near the station entrance directing passengers to bus connections in the bus transit center on Hikimoe Street and elsewhere on-street. x Bus stop duration will vary throughout the day; more time will be required in the peak periods when passenger activity is heaviest. Wheelchair operations will add to the typical stop duration time. x All single TheBus stops will accommodate a 60-foot vehicle.

Bus Facilities 2019–2030

The recommended bus features of the 2019 to 2030 Waipahu Transit Center bus/rail integration plan are shown in Figure 4-4 and previously detailed in Table 4-7. Information in the figure and table show that there is an increase in community circulator bus routes serving the station. The route activity has been split between inbound and outbound bus stops and rounded. The majority of these passengers are connecting with rail; however, some passengers are connecting with nearby destinations or are transferring between buses.

Final Bus/Rail Integration Plan for the Farrington Highway Station Group Page 33 Honolulu Rail Transit Project April 2014 Estimates are based on the 2030 travel forecasting model results, with bus stops identified as nodes in the network.

Several considerations should be noted relating to the location and features of on-street bus stops in the years 2019 through 2030. These considerations are: x The existing bus transit center on Hikimoe Street will be continue to readapted for use by the feeder and trunk routes previously listed in Table 4-7; stops will be located near existing shelters where possible. x Up to eight in-service buses will be accommodated. x The existing farside stop on Farrington Highway EB opposite Mokuola Street will be preserved for use by Routes 40, 432, and 433. x A short term kiss-and-ride parking area and taxi loading zone will be located on Moloalo Street on the mauka side of Farrington Highway. x A new crosswalk and curb ramp will cross Moloalo Street. x TheHandi-Van will stop on-street at TC7 adjacent the main station entrance. x Parking will be provided for at least 20 bicycles divided between both station entrances with the ability to accommodate up to 30 bicycles in 2030. x Wayfinding signs within the station (particularly at the concourse level) and near the station entrance directing passengers to the bus transit center on Hikimoe Street and other on-street connections. x Bus stop duration will vary throughout the day; more time will be required in the peak periods when passenger activity is heaviest. Wheelchair operations will add to the typical stop duration time. x All single TheBus stops will accommodate a 60-foot vehicle.

4.2.3 Integration of Other Modes

Table 4-8 shows the estimated vehicle parking requirements at the Waipahu Transit Center Station. Estimated pedestrian and bicycle demand at the station will be approximately 550 riders or 18 percent of total daily demand. The transit center and kiss-and-ride lot will minimize much of the walk distance by those transferring to/from buses and those being dropped off at the station. Bicycle racks will be divided between the mauka and makai station entrances and accommodate 20 bicycles in 2017 with space reserved for 30 spaces in 2030. A new crosswalk and curb ramp is recommended across Moloalo Street mauka of Farrington Highway, adjacent to the taxi loading zone and short-term kiss-and- ride parking area.

Page 34 Final Bus/Rail Integration Plan for the Farrington Highway Station Group April 2014 Honolulu Rail Transit Project Table 4-8: Waipahu Transit Center Station Site Requirements in 2030 Vehicle Parking Park-and-Ride 0 Kiss-and-Ride Parking 0 Kiss-and-Ride Loading Zone 1 Supervisor 1 Taxi 0 Tour Bus/ Private Shuttle 2 Other Bicycle 20 /30 Source: Station Access and Modal Interface Report, 2011.

New crosswalks are recommended on Hikimoe Street and Farrington Highway in the vicinity of the station to improve pedestrian access to the station and promote pedestrian safety. Station access to/from the makai side of Farrington Highway is in need of particular attention.

Although not included in any station or guideway construction contract, a fence in the Farrington Highway median would help prevent illegal pedestrian crossings to/from the Moloalo Street entrance. A new crosswalk on the eastbound approach to the Mokolua Street intersection would also enhance pedestrian access and safety to/from the makai side. 4.3 Leeward Community College Station

Almost all of rail passengers are expected to access the LCC Station by walk or bike. The station will have a center platform accessible from an underground gallery/walkway connecting to a single entrance within an existing LCC parking lot located on the makai side of the guideway.

The LCC Station will be located makai of Farrington Highway on the mauka side of the LCC campus. The established street network will make it difficult to access the station from nearby residential areas. For those accessing the station from LCC, the planned public plaza near the station entrance will provide a pedestrian link that will include bicycle parking facilities. 4.3.1 Bus Services

At the time of the station opening, bus routes will not be serving the LCC Station directly. Route 73 currently serves the LCC campus; however, this portion of the route is expected to cease service with the completion of the first construction phase in 2017. Other bus routes will provide service from Farrington Highway, but they will require a 1/2-mile walk between the bus stop and rail station entrance.

Final Bus/Rail Integration Plan for the Farrington Highway Station Group Page 35 Honolulu Rail Transit Project April 2014 The following bus routes are expected to serve the LCC station area indirectly from Farrington Highway: x Route 40 Honolulu/MƗkaha—No major alignment changes are planned for the route nearby LCC. The route is expected to operate with 20-minute intervals in the peak and mid-day periods providing access to LCC from Farrington Highway. x Route 51 Wahiawa—Route 51 is a modified and renamed current Route 62. Route 51 will operate from the Wahiawa Transit Center near California and Cane via California to Kamehameha Highway terminating at Aloha Stadium, serving LCC from Farrington Highway. The route will provide 15-minute service in the peak and midday periods. 4.3.2 Bus/Rail Integration Features

The features of the Leeward Community College bus/rail integration plan include the following items as shown in Figure 4-5: x Loading zone for the TheHandi-Van located adjacent to the walkway to the station entrance. A curb ramp will be provided connecting TheHandi-Van zone to this walkway x A kiss-and-ride loading zone adjacent to the zone for TheHandi-Van. x Bicycle parking for at least 20 bikes at the station entrance with the ability to expand To support pedestrian movements between the station entrance and LCC, the station design should include transition zones that connect the existing campus parking lot and the station loading platform. Also, connections between the station and campus can be supported through a wayfinding system that guides patrons between the station entrance and various points of interest on the LCC campus. 4.3.3 Integration of Other Modes

Pedestrians and bicyclists accessing the station will comprise approximately 2,850 riders or about 90 percent of total daily demand in 2030. The station will see substantial demand coincide with campus activities, such as classes, special events, and the academic calendar. Bike racks should accommodate 20 bicycles in 2017 with space for 30 bicycles by 2030.

Page 36 Final Bus/Rail Integration Plan for the Farrington Highway Station Group April 2014 Honolulu Rail Transit Project Figure 4-5: Leeward Community College Station Site Layout—2019 through 2030

Final Bus/Rail Integration Plan for the Farrington Highway Station Group Page 37 Honolulu Rail Transit Project April 2014 4.4 Pedestrian Connections at FHSG Stations

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 some FHSG stations, however, the walk distances between on-street bus stops and the station entrance could be up to almost 300 feet. These distances and the locations of bus stops in relation to rail station entrances could result in some uncertainty on the part of those transferring between trains and buses. This will be particularly relevant for those riders transferring from rail to bus.

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. 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.

Potential guidance for a wayfinding system can be drawn from other systems with a strong bus/rail interface. Figure 4-6 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 4-6: Wayfinding Project signage design, while limited to the Example at an LRT Stop station right-of-way, can provide important information on the location of bus stops and (Portland, Oregon) connecting routes in station areas. Wayfinding signage beyond the station right-of-way will need to be coordinated with DTS, DPP, and other interested parties.

Page 38 Final Bus/Rail Integration Plan for the Farrington Highway Station Group April 2014 Honolulu Rail Transit Project Appendix A Compendium of Design Criteria

Final Bus/Rail Integration Plan for the Farrington Highway Station Group Honolulu Rail Transit Project April 2014