Bus/Rail Integration Plan for the West Oahu Station Group

Bus/Rail Integration Plan for the West O‘ahu Station Group Final Update

April 2014

Prepared for: Honolulu Authority for Rapid Transportation

AUTHORITY 10, 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 Intermodal Facilities ...... 3 1.7 Direction for Planning and Design of Non-Bus Intermodal Facilities ...... 4 2 Bus/Rail Integration Plan Overview for the West O‘ahu Station Group (WOSG) ...... 5 2.1 Factors Affecting the WOSG Bus/Rail Integration Plan ...... 5 2.2 Characteristics of WOSG Station Areas ...... 7 3 Bus Networks Serving WOSG Stations ...... 8 3.1 Current Bus Network in WOSG Station Areas ...... 8 3.2 Planned Bus Network in WOSG Station Areas ...... 8 3.3 Bus Route Changes from FEIS ...... 10 4 Recommended Bus Integration Facilities at WOSG Stations ...... 13 4.1 East Kapolei Station...... 13 4.1.1 Bus Services ...... 13 4.1.2 Bus/Rail Integration Features ...... 16 4.1.3 Integration of Other Modes ...... 25 4.2 UH West O‘ahu Station...... 26 4.2.1 Bus Services ...... 26 4.2.2 Bus/Rail Integration Features ...... 28 4.2.3 Integration of Other Modes ...... 39 4.3 Ho‘opili Station ...... 39 4.3.1 Bus Services ...... 40 4.3.2 Bus/Rail Integration Features ...... 40 4.3.3 Integration of Other Modes ...... 40 4.4 Pedestrian Connections at WOSG Stations ...... 43

Appendix

Appendix A—HHCTCP Design Criteria Chapter 6 Civil

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page i Honolulu Rail Transit Project April 2014 Update Figures

Figure 3-1: 2030 Bus Network Serving WOSG Stations ...... 9 Figure 4-1: East Kapolei Station On-street Bus and TheHandi-Van Stop Layout— 2017...... 19 Figure 4-2: East Kapolei Station Bus and TheHandi-Van Stop Layout—2019 through 2030 ...... 20 Figure 4-3: Kualaka‘i Parkway, just makai of the East Kapolei Station location ...... 24 Figure 4-4: UH West O‘ahu Station Bus and the TheHandi-Van Stop Layout— 2017...... 33 Figure 4-5: UH West O‘ahu Station Bus and TheHandi-Van Stop Layout with Interim Transit Center—2019 ...... 34 Figure 4-6: UH West O‘ahu Station Bus and TheHandi-Van Stop Layout with Permanent Off-street Transit Center and Park & Ride—2019-2030 ...... 38 Figure 4-7: Ho‘opili Station Bus and TheHandi-Van Stop Layout—2025–2030 ...... 42 Figure 4-8: Wayfinding Example at an LRT Stop (Portland, Oregon) ...... 43

Tables

Table 2-1: 2030 Summary of Passenger Volumes at Bus Stops by Station Location ...... 5 Table 2-2: Daily Demand by Mode of Access at West O‘ahu Station Group Stations, 2030 ...... 6 Table 3-1: Phasing of Bus Service at WOSG Stations ...... 10 Table 3-2: 2030 Bus Routes Serving West O‘ahu Station Group Stations ...... 11 Table 3-3: 2030 Expected Bus Route Changes Compared to FEIS Appendix D ...... 12 Table 4-1: East Kapolei Station Bus Volumes by Year...... 14 Table 4-2: East Kapolei Station 2017 Bus Operations ...... 17 Table 4-3: East Kapolei Station 2019-2030 Bus Operations ...... 18 Table 4-4: East Kapolei Station Site Requirements in 2030—Other Modes ...... 25 Table 4-5: UH West O‘ahu Bus Volumes by Year ...... 26 Table 4-6: UH West O‘ahu Station 2017 Bus Operations without Transit Center ...... 29 Table 4-7: UH West O‘ahu Station 2019 Bus Operations with Interim Off-street Transit Center ...... 30 Table 4-8: UH West O‘ahu Station 2030 Bus Operations with Permanent Transit Center ...... 31 Table 4-9: UH West O‘ahu Station Site Requirements in 2030 ...... 39 Table 4-10: Ho‘opili Station 2030 Bus Operations ...... 41

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

ADA Americans with Disabilities Act DHHL Department of Hawaiian Home Lands DPP Department of Planning and Permitting, City and County of Honolulu DTS Department of Transportation Services, City and County of Honolulu EB eastbound ‘Ewa toward the west FEIS Final Environmental Impact Statement GEC General Engineering Contract HART Honolulu Authority for Rapid Transportation Koko Head toward Diamond Head makai toward the sea mauka toward the mountains NB northbound ORTP O‘ahu Regional Transportation Plan OTS O‘ahu Transit Services Project Honolulu Rail Transit Project SB southbound TOD transit-oriented development UH University of Hawaiދi UHWO University of Hawaiދi West O‘ahu WB westbound WOSG West O‘ahu Station Group

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page iii Honolulu Rail Transit Project April 2014 Update

1 Introduction

1.1 Background

The Honolulu Rail Transit Project (Project) involves a 20-mile rail line 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. Buses will play a very important role in the transit system. The Project travel demand forecasting model estimates that at some rail stations, more than 70 percent of the total daily rail riders will be connecting to or from buses.

While the June 2010 Final Environmental Impact Statement (FEIS) provided general bus requirements at each station, more detailed bus/rail integration plans will help guide final design and define on-street bus facility needs at each rail station. These bus/rail integration plans will provide station designers, public agencies, and other interested parties with guidance on the location of bus stops (both on- and off-street) near each rail station. Seamless integration of bus and rail service will help maximize the project’s ability to meet its goals and objectives. 1.2 Purpose of Bus/Rail Integration Plans

Bus/rail integration plans are being prepared for each station design group— West O‘ahu, Farrington Highway, Kamehameha Highway, Airport, Dillingham, and Kaka‘ako—plus a separate plan of Ala Moana Center Station. These integration plans are intended to provide information on bus access, including on- and off-street facilities as well as service characteristics of routes serving the stations. Key information items include: 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 roadways 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.

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 1 Honolulu Rail Transit Project April 2014 Update x Review information from the Project Station Access and Modal Interface Report (August 2011), which provided recommendations for phasing of bus/rail integration elements and other items. x Review travel forecasting modeling assumptions and project refinements for impacts to expected bus-rail transfer patronage. 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 volumes of buses by route during peak-demand periods at each station, including 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 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 Bus Rail Integration Plan (BRIP) for the West O‘ahu Station Group 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. 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.

Page 2 Final Bus/Rail Integration Plan for the West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project 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 the West O‘ahu 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.

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.

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 3 Honolulu Rail Transit Project April 2014 Update 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.

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.

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 West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project 2 Bus/Rail Integration Plan Overview for the West O‘ahu Station Group (WOSG)

The recommended bus facilities at each station in the WOSG reflect the planned bus network that will support the Project. Characteristics of this bus network have been incorporated in the travel forecasting model used in the FEIS for the Project. In the bus/rail integration report for WOSG, information on the bus network is provided for 2030. To reflect Project phasing and other factors affecting service implementation, however, bus route information is also presented for other time horizons: 2017 (interim Project opening between East Kapolei and Aloha Stadium) and 2019 (the full Project opening year with the full system between East Kapolei and Ala Moana Center). 2.1 Factors Affecting the WOSG Bus/Rail Integration Plan

There are several factors which affect the recommended bus-related facilities for WOSG 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 Current and potential future land use patterns x Current and future non-motorized access features, such as sidewalk conditions 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 near rail stations (Table 2-1); passengers include bus/rail and bus/bus transfers as well as trips starting/ending in the station area

Table 2-1: 2030 Summary of Passenger Volumes at Bus Stops by Station Location Number of Passengers Boarding and Alighting Bus Stops by Station Route East Kapolei Station UHWO Station Hoދopili Station C/93 — 9,830 — 40 — 2,350 — 41/419 1,480 2,330 — 411/417 2,240 2,400 — 418 330 — — 421 860 130 340 422 560 — 280 Totals 5,470 17,040 620 Source: Travel Forecasting Model

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 5 Honolulu Rail Transit Project April 2014 Update x Estimated breakdown of daily station demand by mode of access as identified in the travel demand forecasting model

The results of the travel demand forecasting model also provided major direction for determining bus and other access requirements at stations. Table 2-2 provides an overview of estimated daily demand by access mode at WOSG stations in 2030. The travel forecasts indicate that buses will be the dominant access mode at WOSG stations except at the Ho‘opili Station. Access to the East Kapolei Station will be primarily by bus with 69 percent of daily demand. The extent of bus access to the University of Hawai‘i (UH) West O‘ahu Station is even higher than at East Kapolei Station, with 76 percent of the rail passengers arriving by bus. At the Hoދopili Station, walk and bike will be the dominant access mode with a 77-percent share of daily demand. 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.

Table 2-2: Daily Demand by Mode of Access at West O‘ahu Station Group Stations, 2030 Bus Park-and-Ride Walk/Bike Kiss & Ride Other Total Daily Daily Share Daily Share Daily Share Daily Share Daily Share of Station Demand Demand of Total Demand of Total Demand of Total Demand of Total Demand Total East Kapolei 7,270 5,040 69% 1,430 20% 420 6% 380 5% 0 0% UH West O‘ahu 6,240 4,750 76% 680 11% 550 9% 260 4% 0 0% Hoދopili 1,800 130 7% 0 0% 1,390 77% 230 13% 50 3% Source: Travel Forecasting Model

In addition to providing interface between bus and rail, facilities identified in the integration plan for the WOSG will also support transfers between bus routes. For example, at the UH West O‘ahu Station, transfers will occur between local and regional bus service. These transfers will need to be accommodated along with new ones relating to bus/rail access.

The bus/rail integration plans reflect the Final EIS preliminary engineering, current (April 2014) station design efforts, and best estimates of capacity needs for bus service and other access modes. These integration plans will be updated as necessary. These plans also consider the bus/rail integration needs with respect to the construction phasing scenarios. Because the permanent park-and- ride facilities may not be available at the UH West O‘ahu Station during the initial rail opening between East Kapolei and Aloha Stadium, for example, an on-street bus stop concept is provided.

Page 6 Final Bus/Rail Integration Plan for the West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project 2.2 Characteristics of WOSG Station Areas

The East Kapolei Station will be located at the intersection of Kualaka‘i Parkway and Keahumoa Parkway/Road F approximately 0.75 mile mauka of Kapolei Parkway, an existing east-west arterial road that connects the Villages of Kapolei with ‘Ewa Villages, ‘Ewa Gentry, and ‘Ewa Beach. Currently, the area surrounding the East Kapolei Station is mostly open fields. However, land use is expected to change significantly in the coming years as various development proposals move forward. The 120,000-square-foot Kroc Community Center has been built and is operational. Phase II of the Department of Hawaiian Home Lands (DHHL) East Kapolei development, which includes multi-family housing, is well underway.

The UH West O‘ahu Station will be located at the intersection of Kualaka‘i Parkway and Campus Drive approximately 0.5 mile makai of Farrington Highway and one mile makai of the H-1 Freeway (Exit 3). The station will ultimately have two entrances located on each side of the parkway. The station is mainly surrounded by open fields. Although several buildings associated with the new UH West O‘ahu campus have opened since 2011, construction of the campus is still ongoing. Land use in the station area is expected to change significantly in the coming years to become a mix of residential, commercial, and institutional developments. Current development plans show residential mixed-use development as part of the UH West O‘ahu Master Plan.

The Ho‘opili Station will be located makai of Farrington Highway and Koko Head of Kualaka‘i Parkway. The street network for the Ho‘opili development is planned to be an urban grid pattern with small blocks and narrow streets, making it easy for pedestrians and bicyclists to reach the station. Bikeways are a planned part of the development. The close proximity of mixed-use development near the station will encourage walking and biking as evidenced in the station access numbers (see Table 2-2 above).

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 7 Honolulu Rail Transit Project April 2014 Update 3 Bus Networks Serving WOSG Stations

This section describes both current and planned bus route networks serving the WOSG station areas. Since communities and road systems in the station areas are still under development, current bus service is sparse. Future bus network development reflects planned service to support the rail project as well as transit needs in West O‘ahu communities. 3.1 Current Bus Network in WOSG Station Areas

Currently, there is limited bus service coverage in the three WOSG station areas; for example, there is no bus service in the East Kapolei Station area. The only TheBus service, Route 40, serves Farrington Highway and the UH West O‘ahu via the campus access road. The route uses the access road and turnaround. The internal roadway network is not yet completed to allow additional bus service at this time. Currently, Route 40 operates on Farrington Highway about a quarter mile mauka from the planned location of the Ho‘opili Station. 3.2 Planned Bus Network in WOSG Station Areas

The future bus route network for WOSG stations recognizes that the Project will be implemented in phases with the initial phase (East Kapolei to Aloha Stadium) opening in 2017. The network also recognizes service features, including bus access at stations for the year 2030, the planning horizon year in the Project FEIS. In some station areas, the routing of bus routes cannot be finalized since the road system is still under development; for example, the routing of routes 421/422. Also, these routes do not need the Hoދopili Station to be in place in order to serve the nearby community and other WOSG stations.

Within the WOSG area, several bus routes will be serving multiple rail stations. Accordingly, riders transferring between buses and rail service will have a choice regarding which station to use. This choice may involve consideration of physical conditions at each station. For example, riders transferring from bus route 41/419 to rail service in 2019 could use either the East Kapolei or UH West O‘ahu Stations. Although the East Kapolei Station might be the first opportunity to transfer to the rail system for riders coming from Ewa Beach, for example, they might instead chose to make the transfer at the UH West O‘ahu Station. This would avoid the street crossings and relatively longer walks at the East Kapolei Station. This is discussed further in Section 4.2.2.

Figure 3-1 shows the bus network that will serve rail stations in the WOSG. The volume of peak-hour bus trips at each Project 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. Since some routes will be phased over time, not all bus- related facilities need to be in place at the initial phases of Project development.

Page 8 Final Bus/Rail Integration Plan for the West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project LEGEND PILI TATION HRTP Guideway 'op i I - HRTP Station development) CJ HRTP Park-and-Ride and/or Bus Transit Center Bus Routes Serving the West O'ahu Station Group (WOSG) Thicker lines denote greater service frequency during peak period C Makaha Beach - UH West O'ahu 20 min peak; 30 min midday 40 Makaha -Ala Moana Center 15 min peak; 20 min midday 41/419 Makaiwa Hills - Ewa Beach 15 min peak; 30 min midday ■■■■■■ 93 Makaha Towers - UH West O'ahu via H-1 10min peak 411/41r Makakilo - Kapolei Transit Center 15 min peak; 30 min midday 418* Kapolei Transit Center- East Kapolei Station •"•" 30 min peak and midday •"•" 421* 'Ewa - West Loch via 'Ewa Villages """J•"♦ •· 15 min peak; 30 min midday (service begins 2025) •" 422 'Ewa - West Loch via DHHL East Kapolei II •"•" 15 min peak; 30 min midday (service begins 2025)

Route Route Transft

Figure 3-1: 2030 Bus Network Serving WOSG Stations

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 9 Honolulu Rail Transit Project April 2014 Update Table 3-1 identifies phasing of bus service at the East Kapolei and UH West O‘ahu Stations that corresponds to Project implementation. Table 3-2 identifies service characteristics of each route in 2030, including areas served, service frequencies, vehicle features and Project stations that will be accessed. More detailed bus service information is provided in Chapter 4 below under each station discussion.

Bus operations are constantly changing to reflect passenger demand, land use changes and roadway improvements. Some Project assumptions have changed which also may impact bus feeder and connection services. A number of these changes have occurred since the FEIS. Table 3-3 presents those changes.

One major bus service change impacts two routes: C and 416. Route 416, dependent upon the extension of Ali’inui Drive to Kapolei, will be folded into Route C services and deleted as an independent route. This change avoids duplication of services and minimizes passenger transfers for those intending to travel to and from Ko ‘Olina from the Waianae Coast. Route C will serve UHWO Station and terminate service at the transit center. The route will not serve the East Kapolei Station.

Two other minor changes are identified for Routes 40 and 422. Route 40 will serve the UHWO Transit Center via internal UH West O‘ahu campus roads providing service to the campus and new developments. Route 422 will serve the Ho‘opili Station via new roads.

Table 3-1: Phasing of Bus Service at WOSG Stations Maximum Number of Buses Serving Station Area in Peak Hour Station 2014 2017 2019 East Kapolei 0 8 20 UH West O‘ahu 0 12 30 Ho‘opili 0 0 0 Source: Bus operations on Project FEIS (Appendix D) and current DTS Public Schedules (1-2014)

Page 10 Final Bus/Rail Integration Plan for the West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project Table 3-2: 2030 Bus Routes Serving West O‘ahu Station Group Stations Service Frequencies Rail Peak Base Maximum Stations Hour Period Vehicle Served in Route Service Coverage Routing Description (minutes) (minutes) Size (feet) WOSG 40 Connects Route 40 will serve current alignment to UH West 15 20 60 UH West Waianae Coast O‘ahu campus Road A, continuing on internal UH O‘ahu with Kapolei West O‘ahu roads to Road B, and UH West O‘ahu continuing to Transit Center, where the route returns to Farrington Downtown Highway. Honolulu 41/419 Connects ‘Ewa Route 41 modifies current alignment to serve Kroc 15 30 45 UH West Beach with Center via Kualaka‘i Parkway, left onto Road F, and O‘ahu, Kapolei and right onto internal UH West O‘ahu roads to East Makaiwa Hills Farrington Highway and Kapolei Transit Center. Kapolei Interlined with Route 419 serving Makaiwa Hills. C/93 Connects Route 93 is modified to terminate at UH West O‘ahu 10 30 60 UH West Waianae Coast Transit Center from Waianae Coast via H-1. O‘ahu with UH West Route 93 provides peak-period express service; O‘ahu Transit Route C, which provides the mid-day connections, Center supplementing Route 40 service, will also serve Ko 'Olina when Aliދinui Drive is extended to Kapolei. 411/ Connects Route 411 operates along its current alignment 15 30 40 UH West 417 Makakilo with interlining with Route 417 at Makakilo Drive and Ala O‘ahu, Kapolei Hoi. The route continues via Makakilo Drive East extension to Kualaka‘i Parkway, returning to Kapolei Kapolei Transit Center via Kapolei Parkway. Route operates as a two-way loop. 418 Connects ‘Ewa, Route 418 serves Kapolei Transit Center, Villages of 30 30 40 East Kalaeloa and Kapolei and Kalaeloa, connecting to ‘Ewa and East Kapolei Kapolei Kapolei Station operating as a two-way loop. Route will interline with new Route 416 when Aliދinui Road is available. 421 Connects Route 421 operates from West Loch Station serving 15 30 45 Hoދopili, Waipahu, Hoދopili via local road network, UH West O‘ahu UH West Hoދopili, ‘Ewa, Transit Center and East Kapolei Stations, continuing O‘ahu, and East Kapolei along Kinoiki Street, serving new regional shopping East center at Kapolei Parkway, continuing on Renton Kapolei 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 serving 15 30 40 Hoދopili, Waipahu, Hoދopili via local road network, East Kapolei Station East Hoދopili, and East via Keahumoa Parkway and the new regional Kapolei Kapolei shopping center at Kapolei Parkway. Note: Listed weekday frequencies are averaged for the time period.Bus Route Changes from FEIS

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 11 Honolulu Rail Transit Project April 2014 Update Table 3-3: 2030 Expected Bus Route Changes Compared to FEIS Appendix D Change Characteristics

Route Description Justification Deleted Alignment Span Serviceof Service Frequency StationsServed C Route C will serve Ko ‘Olina when Ali‘inui Drive is No Yes No Yes Yes Avoid service duplication extended to Kapolei diverting from Farrington and minimize passenger Highway. The route will continue from Kapolei transfers. Provide easier Transit Center to its terminus at UHWO Transit connection for intending Center. The route will not serve East Kapolei passengers. Station. Additional peak period trips will be added to the Ko ‘Olina to UHWO Transit Center section of the route to accommodate expected demand. 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.

416 Route 416 service will be provided by Route C Yes — — — — See Route C when Ali’inui Drive is extended to Kapolei. 422 Route 422 will provide service to the Ho’opili No Yes No No Yes Provide additional service Station on roads provided by new development. to Ho’opili Station Source: Current (April 2014) service levels for TheBus operations in WOSG area

Page 12 Final Bus/Rail Integration Plan for the West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project 4 Recommended Bus Integration Facilities at WOSG Stations

The following sections describe the recommended bus integration facilities at the WOSG stations. The extent of bus access at the East Kapolei and UH West O‘ahu Stations indicates the importance of providing convenient rail/bus integration at these locations. While some station design features vary from those identified in the Station Access and Modal Interface Report prepared in 2011, the extent of access by various modes is still the same. The variance in design features between the Station Access and Modal Interface Report and the WOSG bus/rail integration plan reflect the fact that bus/rail integration plans address a phasing of Project implementation in 2017 and 2019. The Station Access and Modal Interface Report only addresses the access facilities in station areas that are expected to be in place by 2030.

The recommended bus facilities at each station in the WOSG reflect the planned bus network that was included in the travel forecasting model used in the Project FEIS. The integration plans presented in the following sections are phased to recognize corresponding implementation phases of the Project. For each WOSG station, this report provides tables that identify bus-related needs for Project implementation phases as well as 2030 needs for bus and other access modes. 4.1 East Kapolei Station

The East Kapolei Station is a suburban terminus station that will attract passengers from the nearby residential ‘Ewa and Kapolei communities. Bus service from nearby communities that are not within walking distance of the station will be critical to ensure projected ridership levels.

Planned bus service at the East Kapolei Station (to/from ‘Ewa Beach, ‘Ewa Gentry, ‘Ewa Villages, Kapolei Transit Center, Kalaeloa, and the future DHHL East Kapolei II development (see Figure 3-1 in Section 3.2 above) will involve intermediate stops for each route. Since none of the routes will be terminating at the station, buses can be easily accommodated at on-street stops designed for 45-foot and 60-foot buses. 4.1.1 Bus Services

Table 4-1 presents the bus routes that will serve the East Kapolei Station in 2017 (interim opening), 2019 (full opening), and 2030; the routes reflect the bus network identified on Figure 3-1 (in Section 3.2 above) for the WOSG. The various connecting bus routes to/from the East Kapolei Station have been designed to converge on Kualaka‘i Parkway, Kapolei Parkway, and Renton Road to provide more frequent service in areas not within walking distance of the rail station. The table also shows the routes, direction, and maximum number of buses serving the station in the peak hour.

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 13 Honolulu Rail Transit Project April 2014 Update In addition to accessing the rail station, the bus routes identified in Table 4-1 will serve emerging commercial and residential developments that are either being planned or are under construction. They will, therefore, be implemented only when demand warrants. Bus services will increase from 8 bus trips in 2017 when the station initially opens to 36 bus trips in the peak hour in 2030 to serve the station.

Table 4-1: East Kapolei Station Bus Volumes by Year Route Maximum Number of Buses per Hour by Year2 Number Direction 2014 2017 2019 2030 41/419 Southbound 0 2 4 4 41/419 Westbound 0 2 4 4 411/417 Northbound 0 2 4 4 411/417 Westbound 0 2 4 4 418 Eastbound 0 0 2 2 418 Westbound 0 0 2 2 421 Eastbound 0 0 0 4 421 Westbound 0 0 0 4 422 Eastbound 0 0 0 4 422 Westbound 0 0 0 4 Totals 0 8 20 36 Source: Bus operations included the Project FEIS (Appendix D) and current DTS Public Schedules (January 2014) Routes 41 and 411 currently provide 30-minute service, but do not serve the East Kapolei Station area.

The following route-specific changes are noted which will affect access at the East Kapolei Station: x Route 41 will change its alignment to serve Kroc Center, Kualaka‘i Parkway, and the UH West O‘ahu campus before continuing to Kapolei. Route 41 will interline with new Route 419 when Makaiwa Hills, a master planned community leeward of Makakilo, is developed. Route 41 will operate on Kualaka‘i Parkway until Road F and other internal UH West O‘ahu roads are available. x Route 411 will extend its alignment to serve Villages of Kapolei (current Route 41 alignment), continuing on Roosevelt and Geiger Road to Kapolei Parkway (until Route 418 is implemented), and continuing to Kualaka‘i Parkway to serve Kroc Center. Route 411 will interline with Route 417 when Makakilo Drive is extended Koko Head. x Route 418 will serve the station by 2019 after further development takes place in Kalaeloa.

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

Page 14 Final Bus/Rail Integration Plan for the West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project The following bus routes (shown on Figure 3-1 in Section 3.2 above) are expected to serve the East Kapolei Station in future years: x Route 41/419 ‘Ewa Beach/Kapolei/Makaiwa Hills (SB/WB)—Route 41 will differ from the current alignment to provide connecting service from ‘Ewa Beach and Kapolei to the Kroc Center, East Kapolei Station, and UH West O‘ahu Station. The route will operate along Kualaka‘i Parkway until Road F and other internal UH West O‘ahu roads are available. The route will interline with new Route 419 when Makaiwa Hills is developed. Initially, the route will offer 30-minute peak and off-peak service. In 2019, service will increase to 15-minute peak and 30-minute off-peak. x Route 411/417 Makakilo/Kapolei Transit Center (NB/WB)—Route 411 will extend its current alignment from the Kapolei Transit Center to serve the Villages of Kapolei (current Route 41 alignment) continuing on Roosevelt Avenue and Geiger Road to Kapolei Parkway, serving Kroc Center, the East Kapolei Station, and terminating at the UH West O‘ahu Station. When Route 418 is implemented, Route 411/417 will provide service from the Kapolei Transit Center to East Kapolei Station via Kapolei Parkway, continuing to Makakilo (serving UH West O‘ahu Station) via the continuation of Makakilo Drive when built. Initially, the route will offer 30-minute peak and off-peak service. In 2019, service will increase to 15-minute peak and 30- minute off-peak. This route will operate as a two-way loop. x Route 418 Kapolei Transit Center/Kalaeloa/East Kapolei Station (EB/WB)—New Route 418 is a two-way loop providing service between the Kapolei Transit Center, the Villages of Kapolei, and new developments in Kalaeloa. The route serves the East Kapolei Station returning to Kalaeloa via new internal UH West O‘ahu roads. The route is expected to enter service in 2019 and will provide 30-minute peak and off-peak coverage. Due to expected low rider demand in 2017, Route 418 will not be in service for the 2017 interim opening of the Project; instead the service area will be covered by Route 411 in 2017. 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 (serving West Loch Station) and Ho‘opili with the future DHHL shopping center (Ka Makana Ali‘i) and ‘Ewa Villages. The route will operate as a two-way loop and provide 15-minute peak and 30-minute off-peak service. The route will operate one block west of the station entrance. x Route 422 Ho‘opili/East Kapolei (EB/WB)—This new route, expected to enter service in 2025, will connect Waipahu (serving West Loch Station) and the future DHHL shopping center (Ka Makana Ali‘i) and will provide 15-minute peak and 30-minute off-peak service.

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 15 Honolulu Rail Transit Project April 2014 Update 4.1.2 Bus/Rail Integration Features

The bus network described in Section 4.1.1 above provides direction for recommended bus-rail integration facilities at the East Kapolei Station. The bus- rail integration plan for the East Kapolei Station consists of the following three phases for bus access (all entirely on-street): 1. For the 2017 interim Project opening, a simple configuration of three stops located on Kualaka‘i Parkway northbound (NB) and Keahumoa Street westbound (WB) near the station entrance 2. For the full 2019 opening, the addition of stops on both sides of Road F, as well as a stop on Kualaka‘i Parkway southbound (SB) (contingent on enhanced pedestrian access to the makai-side station entrance) 3. In 2025–2030, the addition of on-street stops on Keahumoa Parkway and Road D for local Ho‘opili service

The five routes serving the East Kapolei Station (seven routes with interlining) will generate a maximum of 36 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 and surrounding land uses in the area develop. None of the bus routes serving the station will terminate or layover at the East Kapolei Station; all five routes will pass by the station on either Kualaka‘i Parkway or Keahumoa Parkway/Road F, and none will stop at the station for more than one minute. Therefore, all connecting bus routes to the East Kapolei Station could be accommodated in conventional on-street facilities.

With the service characteristics identified for each route, bus-related facilities can be defined for the East Kapolei Station. Table 4-2 and Table 4-3 identify 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 years 2017, 2019, and 2030. 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. 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 stop (where only one bus is expected to use the stop at any given time). The notes in the tables describe the size of buses at the platooned stops.

Page 16 Final Bus/Rail Integration Plan for the West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project Table 4-2: East Kapolei Station 2017 Bus Operations Bus Stop Locations Bus Operational Characteristics Implementation

Bus Stop Bus Stop New ID Stop Existing Location Direction Type to Distance Walk Approximate (feet) Entrance Station Crossed Streets of Number Walk during Route MaximumVehicle Size (feet) Peak PeriodBusesMaximum per Hour BaseBuses PeriodHour per Weekday BusesNumberof PossibleConnection Timed TypicalStop Duration (minutes) Design S1 3 — Kualaka‘i Parkway Northbound Farside on-street linear 160 None 41 60 2 2 26 No 1 Guideway platooned bus bay 411 40 2 2 34 No 1 designer Total at bus — 4 4 60 — — stop S2 3 — Keahumoa Westbound Nearside on-street linear 280 None 41 60 2 2 27 No 1 DTS Parkway platooned bus berth 411 40 2 2 34 No 1 Total at bus — 4 4 61 — — stop S3 3 — Kualaka‘i Parkway Northbound Farside on-street linear 60 None TheHandi- 26 Varies Varies — — 10- Guideway platooned bus bay Van 15 designer Sources: Bus Stop Locations are recommended per review of station design and expected operational considerations; Bus Operational Characteristics are from the service plans prepared for the Project FEIS (Appendix D) Note: 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.

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 17 Honolulu Rail Transit Project April 2014 Update Table 4-3: East Kapolei Station 2019-2030 Bus Operations Bus Stop Locations Bus Operational Characteristics Implementation

Bus Stop Bus Stop New ID Stop Existing Location Direction Type Distance Walk Approximate (feet) Entrance Station to Crossed Streets of Number Walk During Route EstimatedDailyNumberof PassengersUsing Stop MaximumVehicle Size (feet) Peak PeriodBusesMaximum per Hour BaseBuses PeriodHour per Weekday BusesNumberof PossibleConnection Timed TypicalStop Duration (minutes) Design S1 3 — Kualaka‘i Parkway Northbound Farside on-street linear 160 None 411/417 1,120 40 4 2 47 No 1 Guideway platooned bus bay designer S2* 3 — Keahumoa Westbound Nearside on-street single stop 280 None 422 280 40 4 2 43 No 1 DTS Parkway S3 3 — Kualaka‘i Parkway Northbound Farside on-street single stop 60 None TheHandi- — 26 Varies Varies — No 10-15 Guideway Van designer S4 3 — Kualaka‘i Parkway Southbound Nearside on-street linear 520 1 major 411/417 1,120 40 4 2 47 No 1 Guideway platooned bus bay arterial designer S5* 3 — Keahumoa Eastbound Farside on-street single stop 300 1 collector 422 280 40 4 2 43 No 1 DTS Parkway S6 3 — Road F Eastbound Nearside on-street linear 400 1 major 41/419 740 45 4 2 49 No 1 DTS platooned bus berth arterial; 1 418 165 40 2 2 31 No 1 collector Total at 905 — 6 4 80 — — stop S7 3 — Road F Westbound Farside on-street linear 375 1 major 41/419 740 45 4 2 49 No 1 DTS platooned bus berth arterial 418 165 40 2 2 31 No 1 Total at 905 — 6 4 80 — — stop S8* 3 — UH West O‘ahu Northbound Nearside on-street single bus 1,200 1 major 421 430 45 4 2 43 No 1 DTS Road D berth arterial S9* 3 — UH West O‘ahu Southbound Farside on-street single bus 1,200 1 major 421 430 45 4 2 43 No 1 DTS Road D berth arterial; 1 minor arterial 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) Notes: *Begins operation in 2025 1. 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. 2. The daily number of passengers using the bus stops serving the East Kapolei Station has been estimated for both boarding and alighting passengers at the identified bus stop for each route. 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 for 2030, with bus stops as nodes in the network.

Page 18 Final Bus/Rail Integration Plan for the West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project LEGEND UH West O'ahu Campus (future) HRTP Station Building w HRTP Station Platform er: I- Bus Position 50 feet =i in Bus Routes Serving East Kapolei Station 2016 LL Colors indicate routes serving each stop Route 41 NB/SB Kapolei Transit Center- 'Ewa Beach LL 2 buses phpd; max vehicle size 60' ■ Route 41 1 NB/SB 0 Makakilo - UHWO - Kapolei Transit Center 2 buses phpd; max vehicle size 40' <( ■ TheHandi-Van 0 Maximum vehicle size 26' er: ■ pphd = peak period buses per hour per direction Wayfind ing Wayfinding signs between station * entrance/exit and bus stop recommended Bicycle Rack Location ~ 20 spaces (opening) / 70 spaces (2030)

Guideway ------,------==1 i - -i-t :I ___ _ --- ~ ------Station Entr~nce"~ __ _·-_: :_-_-_=:_:_~~---=--=--= ------each - --: ----and Building ____ _ 11 kilo KALOI CHANNEL

-- --- To DHHL East Kapolei II Development Kroc Center (under construction/ ! Figure 4-1: East Kapolei Station On-street Bus and TheHandi-Van Stop Layout—2017

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 19 Honolulu Rail Transit Project April 2014 Update I I LEGEND Route 41 /419 To Makaiwa Hills + II ■ I HRTP Station Building HRTP Station Platform c::::::::J Bus Position Route 421 (off map) Route 418 ~--~I To/from West Loch via 'Ewa Villages To Kapolei TC Bus Routes Serving East Kapolei Station in 2019-2030 and DHHL Shoping Center LL via Kapolei Colors indicate routes serving each stop I Linear single bus berths for 45' buses Route 41/419 SB/WB Route 422 EB/WB (service begins 2025) Makaiwa Hills - 'Ewa Beach 'Ewa - West Loch Station via DHHL East Kapolei II (up to 60') on Road D approximately 4 buses phpd ; max vehicle size 45' 4 buses phpd ; max vehicle size 40' 1,200 feet 'Ewa/mauka of the station ■ Route 41 1/41 7 NB/WB ■ TheHandi-Van entrance Makakilo - Kapolei Transit Center Maximum vehicle size 26' 4 buses phpd; max vehicle size 40' Route 41 /419 pphd = peak period buses per hour per direction To 'Ewa Beach ■ Route 418 EB/WB ■ Kapolei Transit Center - East Kapolei Sta. via Kalaeloa Wayfinding Route 418 2 buses phpd; max vehicle size 40' To Kapolei TC Wayfindlng signs between station Route 421 EB/WB (service begins 2025) enlrance/exit and bus stop recommended via 'Ewa Gentry ■ 'Ewa - West Loch via 'Ewa Villages Bicycle Rack Location 4 buses phpd; max vehicle size 45' Road F 20 spaces (opening)/ 70 spaces (2030) is planned by others and not yet built Linear platooned bus berths for 45' and 60' buses; concrete pads·------recommended Linear platooned bus bays for --- two 60' buses ------

Enhanced pedestrian safety measures ., .. KUALAKA ' I •' . -·'"'" "''"'''"'' ,, ••,, ""''"'' I~ I ... , 11-r-----,---; TheHandi-Van Supervisor Parking

~~~~u~_bay !~r 26 '_~~------~;~1:k!!:1~4~------~-~-~------.... ----t--'--.-,---~---,,,.,.----r""Station Platform ,, , --,;=;. _- ~-=-----=:".-~- : --- ' ' ---- ' ==--==--==--==~==--=-:----=~~~i3l~::::Jl=.t-=~c_-::.J5~~~# · =~" r1 ~ ------Guideway ~;~:s~2L~ch via ____L_ ~~--;~~ti~~i~~~i~~~""--_-:-=._-:: ~ ---~ ~ ---=--- k:i: DHHL Shopping Center 0 >- KALOI CHANNEL ~

Figure 4-2: East Kapolei Station Bus and TheHandi-Van Stop Layout—2019 through 2030

Page 20 Final Bus/Rail Integration Plan for the West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project Bus Facilities 2017

Figure 4-1 presents the 2017 interim opening on-street TheBus and TheHandi- Van requirements identified in Table 4-2. TheBus and TheHandi-Van stops are color coordinated to show which routes are expected to use each stop. For example, Route 422 will use bus stop S2 and S5 as shown in the cyan color, matching the bus stops with the route descriptions in the legend. Bus stops S6 and S7 will be used by two routes as shown with a split color—yellow for Route 418 and purple for Route 41/419.

Several considerations should be noted regarding the location and features of on-street bus stops at the East Kapolei station area in 2017. These considerations are: x Bus stops S1 and S2 require accommodation of multiple vehicles (two 60-foot vehicles at S1 and 60-foot and 45-foot vehicles at S2) for platooned arrival/ departure. x Although located on a bridge, there should be adequate structural support for bus stop S2 on Keahumoa Parkway; also, the sidewalk near stop S2 will have adequate capacity to accommodate riders transferring between the stop and the station entrance.3 x For stops on Keahumoa Parkway, provision of concrete bus pads will need to consider the thickness of the existing pavement; provision of these pads will be needed as part of a contract separate from the current (April 2013) scope of work for WSOG stations. x Route 41 serving Kapolei Transit Center and ‘Ewa Beach will operate on Kualaka‘i Parkway until Road F and other UH West Oދahu roads are available. Southbound Route 41 buses to ‘Ewa Beach will turn left on Keahumoa Parkway, then u-turn to serve S2 adjacent to the station building. x Route 411 will travel to Makakilo exclusively via Kapolei Parkway until the extension of Makakilo Drive to Kualakaދi Parkway opens. Route 411 buses to Makakilo will turn left on Keahumoa Parkway, then u-turn to reach S2 adjacent to the station building. x TheHandi-Van will use an on-street stop unless an off-street position is available. 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 Timed connections will not occur at any stop.

3 The Keahumoa Parkway bridge over Kaloi Channel has a series of reinforced concrete box culverts that will provide adequate structural support for design loading. The bridge was designed for AASHTO highway traffic (HL-93), which is more than adequate to accommodate buses.

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 21 Honolulu Rail Transit Project April 2014 Update On Kualaka‘i Parkway, one linear platooned stop will be located adjacent to the station entrance (S1). This bus stop will accommodate two 60-foot vehicles to meet 2017 interim opening needs. On Keahumoa Parkway, a linear platooned stop will be located adjacent to the station building and below the station platform (S2). This bus stop will also accommodate two 60-foot vehicles to meet 2017 interim opening needs. Interim service on Route 41 to ‘Ewa Beach and Route 411/417 to Makakilo will turn around Keahumoa Parkway before stopping at S2, which will be positioned adjacent to the station entrance to eliminate pedestrian crossings in the short-term.

Bus Facilities 2019–2030

The recommended features of the 2019–2030 East Kapolei bus/rail integration plan are shown on Figure 4-2 above. For this phase of Project development, several considerations affect the features of on-street bus stops in the East Kapolei station area. These considerations are: x All single bus stops will accommodate a 60-foot vehicle. x Bus stops S1 and S4 require accommodation of multiple vehicles (two 60-foot vehicles) for platooned arrival/departure. x Bus stops S6 and S7 require accommodation of multiple vehicles (one 60-foot and one 45-foot) for platooned arrival/departure. x TheHandi-Van will use an on-street stop unless an off-street position is available. 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 Timed connections will not occur at any stop. x The proximity of a bus stop to the station entrance is partly based on estimated passenger demand for each bus route at the station in 2030, as shown in Table 4-3 above. Where possible, bus stops/routes with heavier passenger are located nearer the station entrance.

Recommended features include the following: x Accommodating a total of five bus routes (seven routes with interlining) with a maximum of 36 buses during the peak hour by the year 2030, with the following recommended linear on-street bus stops: On Kualaka‘i Parkway NB and SB, two linear platooned stops would be located adjacent and opposite the station entrance (S1 and S4); S2 would be accessible by a crosswalk on Kualaka‘i Parkway. Both stops would accommodate two 60-foot vehicles to meet 2017 interim opening needs. Full bus bays are recommended for the high design speed of Kualaka‘i Parkway.

Page 22 Final Bus/Rail Integration Plan for the West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project On Road F eastbound (EB) and WB, a future road would serve the UH West O‘ahu campus and planned development, and two linear platooned stops would be located across Kualaka‘i Parkway approximately 500 feet ‘Ewa of the station entrance (S6 and S7); these stops would serve two routes (one of them interlined) and would be accessible by crosswalks on Kualaka‘i Parkway and Road F. Both stops would accommodate two vehicles (one 60-foot vehicle and one 45-foot vehicle). On Keahumoa Parkway EB and WB, two single vehicle stops would be located approximately 250 feet makai of the station entrance (S2 and S5); these stops would serve just one route, and access to S5 would require passengers to use the Keahumoa Parkway crosswalk. Both stops would accommodate a 60-foot vehicle. On Road D NB and SB, two single stops would be located approximately 1,200 feet ‘Ewa/mauka of the station entrance (S8 and S9). Concrete pads are recommended for all TheBus stops. Kualaka‘i Parkway has a concrete surface for both travel lanes in addition to a shoulder area and, therefore, does not require concrete pads. For stops on Keahumoa Parkway, provision of concrete bus pads will need to consider the thickness of the existing pavement; provision of these pads will need to be part of a contract separate from the current (April 2014) scope of work for WSOG stations. x Accommodation for TheHandi-Van positions and bicycle parking: Providing a dedicated TheHandi-Van position on Kualaka‘i Parkway adjacent to the station entrance (S3) Providing bicycle parking for at least 20 bicycles near the station entrance with the ability to accommodate up to 70 bicycles by 2030 Providing wayfinding signs between the station entrance and exit to direct passengers to bus stops S6–S9 on Keahumoa Parkway and Road F. (Section 4.4 below provides further discussion of wayfinding and other pedestrian connections at WOSG stations.)

As is the case with bus stops for the 2017 phase of the Project, bus stops to support service in 2019–2030 will be located on the shoulders of Kualaka‘i Parkway and on Keahumoa Parkway/Road F. The design characteristics of the bridge over Kalo‘i Channel will be sufficient to accommodate the weight of buses that will be using bus stops S5 and S6. Also, the sidewalks located on this bridge will be sufficient to accommodate the anticipated passenger volumes transferring between the buses and the station entrance.

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 23 Honolulu Rail Transit Project April 2014 Update Transfers and Wayfinding

The location of connecting bus routes—particularly those farther away from the station entrance—may not be intuitive to passengers disembarking at the East Kapolei Station. Therefore, wayfinding signs between the station entrance and various bus routes/stops are recommended. Recommended locations for wayfinding signs are shown on Figure 4-2 above at the rail station entrance and at the more distant bus stop locations. The recommended bicycle rack location is shown near the station entrance in the plaza.

For some riders, transferring between bus routes and rail service will involve crossing arterials such as Kualaka‘i Parkway (Figure 4-3). This parkway has a wide cross-section and, although crosswalks will be provided, other pedestrian- related safety provisions would still need to be considered. Examples include wide crosswalks to ensure that pedestrians do not stray beyond the crosswalk. Also, a pedestrian refuge island should be considered for a location halfway across Kualaka‘i Parkway to help create more pedestrian-friendly environment (the existing median is narrow and could be extended to the planned crosswalks shown on Figure 4-1 and Figure 4-2 above). Over the longer term, as traffic volumes on Kualaka‘i Parkway continue to grow, above-grade crossing options will warrant consideration.

Figure 4-3: Kualaka‘i Parkway, just makai of the East Kapolei Station location

Page 24 Final Bus/Rail Integration Plan for the West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project In addition to crossing Kualaka‘i Parkway, bus riders transferring to rail service from bus stop S4 (for Routes 411/417) will be walking a considerable distance to reach the crosswalk at Keahumoa Parkway. Consideration should be given to an alternative location closer to Keahumoa Parkway; however, this stop location could interfere with traffic making right turns from Kualaka‘i Parkway to Keahumoa Parkway. A far-side stop could also be considered (‘Ewa of Keahumoa Parkway), but this would require two street crossings to each station entrance. Given the potential walk access issues affecting stop S5, affected riders on Routes 411/417 could opt to access rail service at the UH West O‘ahu Station. At the UH West O‘ahu Station, the stop for these will be located near the station entrance. 4.1.3 Integration of Other Modes

The Project also includes a 900-stall interim park-and-ride lot located near the East Kapolei Station. Table 4-4 summarizes site requirements for other modes, including taxis and kiss-and-ride spaces. Dedicated parking for transit supervisors or driver relief vehicles, would also help to facilitate the relatively high level of bus operations at this station.

Table 4-4: East Kapolei Station Site Requirements in 2030—Other Modes Vehicle Parking Park-and-ride 900 Kiss-and-ride parking4 15 Kiss-and-ride loading zone 2 Other Vehicles Supervisor 1 Taxi 2 Tour bus 0 Private shuttle 0 Source: Station Access and Modal Interface Report (August 2011)

4 Supply of kiss-and-ride parking is governed by available space. A total of 380 kiss-and-ride trips are estimated for East Kapolei Station in 2030. Of these kiss-and-ride trips, 59 will occur during the AM peak hour, which translates to a maximum of approximately one drop-off per minute. The methodology for estimating both kiss-and-ride and park- and-ride demand at the HRTP stations is documented in Section 2.3.5 of the Transportation Technical Report HHCTCP (August 15, 2008)

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 25 Honolulu Rail Transit Project April 2014 Update 4.2 UH West O‘ahu Station

The UH West O‘ahu Station will generate and attract significant transit demand. This demand will be supported by a planned large park-and-ride facility and bus transit center catering to UHWO students and Leeward residents. As an origin station, the station will generate trips from not only planned developments nearby, but also from the Waianae Coast communities farther away. It will also be a destination station since the UH West O‘ahu campus is located adjacent to the station. Accommodating bus connections from areas nearby and at longer distances (from ‘Ewa, Kapolei, Makakilo, Makaiwa Hills, and the Waianae Coast) will be critical to ensure projected ridership levels. Planned connecting bus service at the UH West O‘ahu Station (to/from Waianae, Makaiwa Hills, Makakilo, Kapolei Transit Center, ‘Ewa Villages, ‘Ewa Beach, and Ho‘opili) will include routes with intermediate stops and those that will terminate at the station.

4.2.1 Bus Services

Table 4-5 presents the bus routes that will serve the UH West O‘ahu station area 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 bus routes identified will serve developments that are being planned or under construction and, therefore, will be implemented only when demand warrants. Bus services increase from 12 peak hour buses in 2017 (mainly serving areas nearby) to 30 in 2019 and increasing to 38 in 2030.

Table 4-5: UH West O‘ahu Station Bus Volumes by Year Route Maximum Number of Buses per Hour by Year Number Direction 2014 2017 2019 2030 40 Eastbound 0 2 4 4 40 Westbound 0 2 4 4 41/419 Southbound 0 2 4 4 41/419 Westbound 0 2 4 4 C/93 Eastbound/Westbound 0 0 6 6 411/417 Northbound 0 2 4 4 411/417 Westbound 0 2 4 4 421 Eastbound 0 0 0 4 421 Westbound 0 0 0 4 Totals 0 12 30 38 Source: Bus operations included the Project FEIS (Appendix D) and current DTS Public Schedules (January 2014) Routes C, 40, 41, 93 and 411 currently provide service, but will not serve the UH West O‘ahu Station until 2017.

Page 26 Final Bus/Rail Integration Plan for the West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project The following bus routes (shown on Figure 3-1 in Section 3.2 above) are expected to serve the UH West O‘ahu Station in future years. Initially, the routes will serve the station via internal UH West O‘ahu roads. At that time, Routes 40, C/93, and 411/417 will change alignments to serve the transit center. Route 421 will serve the transit center when it enters service in 2025. x Route 40 MƗkaha/Ala Moana Center (EB/WB)—Route 40 will continue to provide a one-seat bus ride between Waianae and Ala Moana Center. However, it will change its current alignment through the UH West O‘ahu campus by continuing on internal roads to serve the UH West O‘ahu Station, then returning to Farrington Highway via Kualaka‘i Parkway. The route will continue to offer 30-minute peak and off-peak service until 2019 when the route will offer 15-minute peak and 20-minute off-peak service. x Route 41/419 ‘Ewa Beach/Kapolei/Makaiwa Hills (SB/WB)—Route 41 will change its current alignment to provide connecting service from ‘Ewa Beach and Kapolei to the Kroc Center, East Kapolei Station, and UH West O‘ahu Station. The route will serve Kualaka‘i Parkway until Road F and other internal UH West O‘ahu roads are available. The route will interline with new Route 419 when Makaiwa Hills (‘Ewa of Makakilo) is developed. Initially, the route will offer 30-minute peak and off-peak service. In 2019, service will increase to 15-minute peak and 30-minute off-peak service. x Route C/93 MƗkaha/UH West O‘ahu (EB/WB)—Route C/93, which originates in MƗkaha on the Waianae Coast, will begin operations in 2019. Route C serving MƗkaha Beach will operate locally to/from the UH West O‘ahu Station via the Kapolei Transit Center and Farrington Highway and provide all day service with 10-minute peak and 30-minute off-peak service. Route 93 serving MƗkaha Towers will operate as a 10-minute frequency peak-only express via H-1 and Kualaka‘i Parkway. x Route 411/417 Makakilo/Kapolei Transit Center (NB/WB)—Route 411 will extend its current alignment from the Kapolei Transit Center to serve the Villages of Kapolei (current Route 41 alignment) continuing on Roosevelt Avenue and Geiger Road to Kapolei Parkway, serving Kroc Center, the East Kapolei Station, and terminating at the UH West O‘ahu Station. When Route 418 is implemented, Route 411/417 will provide service from the Kapolei Transit Center to the UH West O‘ahu Station via Kapolei Parkway and Kualaka‘i Parkway (serving the East Kapolei Station), continuing to Makakilo via the continuation of Makakilo Drive when built. Initially, the route will offer 30-minute peak and off-peak service. In 2019, service will increase to 15-minute peak and 30-minute off-peak service. x Route 421 ‘Ewa/‘Ewa Villages/West Loch (EB/WB)—This new route, expected to enter service in 2025, will connect Waipahu (serving West Loch Station) with ‘Ewa via Ho‘opili providing 15-minute peak and 30-minute off- peak service. The route will operate along Campus Road in the Ho‘opili development to the UH West O‘ahu Station, continuing ‘Ewa on Road B via the UH West O‘ahu campus, then makai on Road D/J and Kinoiki Street to the future DHHL Shopping Center (Ka Makana Ali‘i).

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 27 Honolulu Rail Transit Project April 2014 Update 4.2.2 Bus/Rail Integration Features

The bus network described in Section 4.2.1 above provides direction for recommended bus/rail facilities at the UH West O‘ahu Station. The bus/rail integration plan for the UH West O‘ahu Station consists of three phases: 1. An entirely on-street bus stop configuration for the 2017 interim opening. 2. A temporary bus transit center and park-and-ride facility if permanent facilities are not in place. New express and limited stop routes from the Waianae Coast will serve the temporary transit center. 3. A permanent park-and-ride facility and bus transit center on the makai/Koko Head side of UH West O‘ahu Station with dedicated off-street bus berths/bays. This facility will have its own station entrance.

The five routes serving UH West O‘ahu Station (eight with interlining) will generate a maximum of 38 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 and surrounding land uses in the area develop. Only one bus route—the C/93 from MƗkaha—will terminate or lay over at the UH West O‘ahu Station.

With the characteristics identified for each route in the previous section, bus- related facilities can be defined for the UH West O‘ahu Station. Table 4-6 through Table 4-8 identify 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 years 2017, 2019, and 2030. Table 4-6 and Table 4-7 show how the routes will serve the ‘Ewa station entrance from UH West O‘ahu Road B for the opening year of 2017 and the full rail opening in 2019 (assuming the permanent transit center is not yet constructed). Table 4-8 shows service characteristics with a transit center in place by 2019 through 2030.

The tables also show typical stop dwell time or duration the bus will remain at the stop. The column “Bus Stop” relates to the stop numbers shown on Figure 4-4 and Figure 4-5 that are presented in the next section (the prefix S indicates stops located on-street, while the prefix TC indicates stops in 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 stop (where only one bus is expected to use the stop at any given time).

Page 28 Final Bus/Rail Integration Plan for the West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project Table 4-6: UH West O‘ahu Station 2017 Bus Operations without Transit Center Bus Stop Locations Bus Operational Characteristics Implementation

Location Direction Type Route Design Bus Stop Bus Stop New ID Stop Existing to Distance Walk Approximate (feet) Entrance Station During Crossed Streets of Number Walk MaximumVehicle Size (feet) Peak PeriodBusesMaximum per Hour BaseBuses PeriodHour per Weekday BusesNumberof PossibleConnection Timed TypicalStop Duration (minutes) S3 3 — UH West Westbound On-street Linear Single 60 None TheHandi- 26 Varies Varies — No 10- DTS O‘ahu Road B Vehicle Berth Van 15 S4 3 — UH West Westbound Nearside On-street Linear 150 None 411 40 2 2 34 No 1 DTS O‘ahu Road B Platooned Bus Berth 41 60 2 2 26 No 1 Total at — 4 4 60 — — bus stop S5 3 — UH West Eastbound Nearside On-street Linear 400 1 41 60 2 2 27 No 1 DTS O‘ahu Road B Platooned Bus Berth collector S6 3 — UH West Westbound Nearside On-street Linear 380 1 minor 40 60 2 2 45 No 1 DTS O‘ahu Road B Single Bus Berth arterial S7 3 — UH West Eastbound Farside On-street Linear 460 1 40 60 2 2 45 No 1 DTS O‘ahu Road B Single Bus Berth collector; 1 minor arterial 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) Note: 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.

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 29 Honolulu Rail Transit Project April 2014 Update Table 4-7: UH West O‘ahu Station 2019 Bus Operations with Interim Off-street Transit Center Bus Stop Locations Bus Operational Characteristics Implementation

Bus Stop Bus Stop New ID Stop Existing Location Direction Type to Distance Walk Approximate (feet) Entrance Station Crossed Streets of Number Walk During Route MaximumVehicle Size (feet) Peak PeriodBusesMaximum per Hour BaseBuses PeriodHour per Weekday BusesNumberof PossibleConnection Timed TypicalStop Duration (minutes) Design ITC1 3 — Interim Transit Eastbound/ Off-street Linear 150 None C/93 60 6 2 103 Route 5 Station designer Center Westbound Platooned Bus Berth C Yes Route 93 No ITC2 3 — Interim Transit Eastbound/ Off-street Linear 150 None 40 60 4 3 62 Yes 1 Station designer Center Westbound Platooned Bus Berth 411/417 40 4 2 47 Yes 1 Total at — 8 5 109 — — bus stop S1 3 — UH West O‘ahu Southbound Nearside On-street 600 2 minor 41/419 45 4 2 49 No 1 DTS Road D Linear Single Bus Berth arterials (mauka of Road B) S2 3 — UH West O‘ahu Northbound Farside On-street Linear 600 1 minor 41/419 45 4 2 49 No 1 DTS Road D Single Bus Berth (mauka arterial of Road B) S3 3 — UH West O‘ahu Westbound On-street Linear Single 50 None TheHandi- 26 Varie Varie — No 10-15 DTS Road B Vehicle Berth Van s s S4 3 — UH West O‘ahu Westbound Nearside On-street 100 None 40 60 4 3 64 Yes 1 DTS Road B Linear Platooned Bus 411/417 40 4 2 47 Yes 1 Berth Total at — 8 5 111 — — bus stop — 3 — Kualaka‘i Southbound On-street Platooned Bus — N/A Layover 60 4 — — No Varies Guideway Parkway Bay (three 60-foot designer vehicles) Sources: Bus Stop Locations are recommended per review of station design and expected operational considerations; Bus Operational Considerations are from the service plans prepared for the Project FEIS (Appendix D) Note: 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 30 Final Bus/Rail Integration Plan for the West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project Table 4-8: UH West O‘ahu Station 2030 Bus Operations with Permanent Transit Center

Bus Stop Locations Bus Operational Characteristics Implementation

TC1* 3 — Transit Center Westbound Off-street Bus Berth/Bay 400 None 421 65 45 4 2 43 Yes 1 Station designer

TC2 3 — Transit Center Eastbound/ Off-street Bus Berth/Bay 300 None C/93 9,830 60 6 2 103 C- 5 Station designer Westbound (shared) Yes 93- No

40 1,175 60 4 3 62 Yes 1

Total at 11,005 — 10 5 165 — — bus stop

TC3 3 — Transit Center Westbound Off-street Bus Berth/Bay 200 None 40 1,175 60 4 3 64 Yes 1 Station designer

TC4 3 — Transit Center Eastbound Off-street Bus Berth/Bay 100 None 411/417 1,200 40 4 2 47 Yes 1 Station designer

TC5 3 — Transit Center Westbound Off-street Bus Berth/Bay 250 None 411/417 1,200 40 4 2 47 Yes 1 Station designer

TC6* 3 — Transit Center Eastbound Off-street Bus Berth/Bay 350 None 421 65 45 4 2 43 Yes 1 Station designer TC7 3 — Transit Center — Off-street Bus Berth/Bay 150 None TheHandi- — 26 Varies Varies — No 10-15 Station designer (two vehicles, platooned) Van S1 3 — UH West Southbound On-street Single Bus 600 2 minor 41/419 1,165 45 4 2 49 No 1 DTS O‘ahu Road D Berth (mauka of Road B) arterial s S2 3 — UH West Northbound On-street Single Bus 600 1 minor 41/419 1,165 45 4 2 49 No 1 DTS O‘ahu Road D Berth (mauka of Road B) arterial

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 31 Honolulu Rail Transit Project April 2014 Update Table 4-8: UH West O‘ahu Station 2030 Bus Operations with Permanent Transit Center (continued)

Bus Stop Locations Bus Operational Characteristics Implementation

Bus Stop Bus Stop New ID Stop Existing Location Direction Type to Distance Walk Approximate (feet) Station Crossed Streets of Number Walk During Route EstimatedDailyNumberof PassengersUsing Stop MaximumVehicle Size (feet) Peak PeriodBusesMaximum per Hour BaseBuses PeriodHour per Weekday BusesNumberof PossibleConnection Timed TypicalStop Duration (minutes) Design S3 3 — UH West Westbound On-street Linear Single 50 None TheHandi- — 26 Varies Varies — No 10-15 DTS O‘ahu Road B Vehicle Berth Van — 3 — Transit — Off-street Bus 200 None Private — 45 2 — — No Varie Station designer Center Berth/Bay to Shuttles s accommodate two (2) vehicles — 3 — Transit — Out of service parking — None Layover — 60 4 — — No Varie Station designer Center for four (4) 60-foot s buses 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) Notes: *Begins operation in 2025 1. Access to the transit center should be provided from both new development road (Road B/Campus Road) and Farrington Highway. 2. 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. 3. The daily number of passengers using the bus stops serving the UH West O‘ahu Station has been estimated for both boarding and alighting passengers at the identified bus stop for each route. 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 project travel forecasting demand model, with bus stops as nodes in the network.

Page 32 Final Bus/Rail Integration Plan for the West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project 100 feet 11

11 Interim I I Park-and-Ride Lot 11 (location approximate) 11 ..J lJJ 11 11 z z 11 <( ::r: 11 (.) Driveway to Interim Park-and-Ride I I' 0 ··············♦ p ..J 11 <( ~

University of Hawaii CAiMPUS R-OA-0 at West O'ahu Campus ~ To 'Ewa Beach r , I I I I 11 >, I i "' I 11 3: 1 11 ~ I ! '5 , r LEGEND I I Cl I I' I r I HRTP Station Building I ! 11 I i I I I I ~ HRTP Station Platform I I I 11 I ! ~ I c::::::J Bus Position I 11 :,Jc I a:: 11 I Bus Routes Serving UH West O'ahu Station in 2016 I i Colors indicate routes serving each slop 11 <;( I 11 I i Route 40 EBIWB I I Makaha -Ala M:>ana 11 t I :r 11 I i 2 buses phpd; max vehicle size 60' I I j Route 41 SBIWB 11 1 I I I I Kapolei Transit Center- 'Ewa Beach ~ I 2 buses phpd; max vehicle size 45' I ! 11 15 I ■ I I I i I Route 411 NBIWB J Makakilo - Kapolei TC - UHWO I 11 :E I I 2 buses phpd; max vehicle size 40' I i ■ I I TheHandi-Van 11 I I Maximum Vehicle Size 26' ll ,,,, I I i ■ pphd = peak pericxl buses per hour per direction I I Bicycle Rack Location 20 spaces (opening) / 60 spaces (2030) Figure 4-4: UH West O‘ahu Station Bus and the TheHandi-Van Stop Layout—2017

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 33 Honolulu Rail Transit Project April 2014 Update \ / ~ I II \ I \ \ I I I I \ I \ \ Interim Bus Staging Area/Layover ' \ 100feet Park-and-Ride Lot for 60' buses; bus bay recommended \ and Interim Transit Center I \ I\ \ (location approximate) 11 I\ / \ \ 11 I \ \ Route 40 I I I I ..J \ to Ala Moana I I I I Single linear bus berths for up to 60' buses; Route C/93 11 I I ~ \ concrete pads recommended Route 411/417 to Makaha I \ I I :z: \ lo Kapolei TC I I 11 -:i: \ I \ J: ! Permanent Driveway to Park-and-Ride Lot Interim Park-and-Ride 11 o \ and Bus Transit Center and Transit Center (stop locations 0 !: '"" .l\_""" approximate) \ !Koko Head entrance and pedestrian concourse to 'Ewa Beach ' ' lo Makaiwa Hills : i ! (to be built with pa~-and-ride lots t ~ l ! and bus transit center) i l

University of Hawaii at West O'ahu Campus

LEGEND Planned roadway 1 bridge over Kaloi Channel 11 1 lo be built by olllers 11 HRTP Station Building ia' I I 11 ~, I I _g I IT ~ HRTP Station Platform ,gw ·5 I 1 / / c:::::::::J Bus Position Permanent j et ! Park-and-Ride Lot Bus Routes Seiving UH West O'ahu Station in 2019 / / Colors indicate routes serving each stop 0 Route 40 EBIWB 11 Makaha -Ala Moana 4 buses phpd; max vehicle size 60' s '' 11 :t'. ! I I Route 41/419 SBIWB J d:: I I ! ! 'Ewa Beach/Makaiwa Hills- Kapolei Transit Center / / <( 4 buses phpd; max vehicle size 45' a_ I I ■ Route C/93 Express EB/WB l Makaha Beach - UH West O'ahu 11 ., 6 buses phpd; max vehicle size 60' 1 ■ Route 411/417 NBIWB I I Makakilo- Kapolei Transit Center f // 4 buses phpd; max vehicle size 40' II I ■ TheHandi-Van Maximum Vehicle Size 26' ■ pphd = peak period buses per hour per direction 1 * :!;t:1~~~igns between station I I entrance/exit and bus stop recommended

~ ~Jc;p:~(~pke~i:)Ji~; spaces (2030) Figure 4-5: UH West O‘ahu Station Bus and TheHandi-Van Stop Layout with Interim Transit Center—2019

Page 34 Final Bus/Rail Integration Plan for the West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project On-street Bus Facilities 2017

Figure 4-4 reflects the 2017 interim Project opening for on-street TheBus and TheHandi-Van requirements at the UH West O‘ahu Station as identified in Table 4-6. TheBus and TheHandi-Van stops are color coordinated to show which routes are expected to use each stop. All buses will stop at locations on-street on either Road B or Road D.

Several considerations should be noted relating to 2017 features and location of on-street bus stops in the UH West O‘ahu station area. These considerations are: x Bus demand during interim rail service to Aloha Stadium will be low enough to justify accommodating all stops on-street (on Road B). x All single TheBus stops will accommodate a 60-foot vehicle. x Bus stops S4 and S5 require accommodation of multiple vehicles (one 40 to 45-foot vehicle and one 60-foot vehicle) for platooned arrival/departure. x Bus stops S6 and S7 require accommodation of a single vehicle (one 60-foot vehicle). x Route 40 will serve UH West O‘ahu using Farrington Highway access until internal roads connect to Road B. x Route 411 will terminate at bus stop S4 and use UH West Oދahu campus turnaround to return to Kapolei. 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.

On-street Bus Facilities 2019 with Interim Off-street Transit Center

Figure 4-5 above reflects TheBus and TheHandi-Van requirements at UH West O‘ahu Station as identified in Table 4-7 above for the 2019 full Project extension to Ala Moana Station. Some buses will stop on-street (on Road B and Road D), while routes with higher peak period loads, including Routes C and 93 from Waianae, will stop in a possible interim transit center to be operational before the permanent transit center opens. Bus stop S4 will be used by two routes as shown with a split color—yellow for Route 40 WB to MƗkaha and lime green for Route 411/417 NB to Makakilo. Stops S1 and S2 on Road D will serve Route 41/419 and ‘Ewa Beach and Makaiwa Hills.

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 35 Honolulu Rail Transit Project April 2014 Update Several considerations should be noted relating to 2019 features of on-street bus stops and the interim transit center in the UH West O‘ahu station area. These considerations are: x Bus demand will increase significantly with the full Project opening to Ala Moana Center. Locating some bus stops—ITC1 and ITC2 serving higher demand and longer Waianae Coast routes—in a temporary off-street transit center to accommodate passenger demand. x The provision of the interim off-street transit center will help avoid potential traffic and pedestrian issues that would occur with all on-street bus stops. x All single TheBus stops will accommodate a 60-foot vehicle. x Bus stops S1 and S2 on Road D require accommodation of up to a single 60-foot vehicle; however, service on the Route 41/419 will only need 45-foot buses during the forecast period. x Bus stop S4 requires accommodation of 40 to 45-foot and 60-foot vehicles for platooned arrival and departure. x Route C/93 begins and ends at the UH West O‘ahu interim transit center. x Route 40 will serve UH West O‘ahu using Farrington Highway access until internal roads connect to Road B. x Layover space is needed for staging of Route C/93 Express in the PM peak period. Space will need to accommodate three 60-foot vehicles. A fourth position, when needed, can be accommodated on Road A. x Route 411 NB (serving S4) will turn around and return to Kapolei if Makakilo Drive is not extended to Kualaka‘i Parkway. x Some routes and TheHandi-Van will transition to the interim transit center when it is built. 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.

Recommended locations for wayfinding signs are shown on Figure 4-5 above at the rail station entrance and at the more distant bus stop locations that may be difficult for rail passengers to locate. (Section 4.4 below provides further information on pedestrian connections in station areas, including potential application of wayfinding.)

Page 36 Final Bus/Rail Integration Plan for the West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project Bus Facilities 2019–2030 with Permanent Transit Center

The recommended bus features of the UH West O‘ahu transit center are shown on Figure 4-6. Key access features include the planned permanent park-and-ride lots and off-street transit center located Koko Head/makai of the station platform may be operational by 2019. However, these facilities will require completion of a new station concourse over Kalo‘i Channel. This concourse will connect the station with the off-street bus transit center. The permanent off-street transit center will also require construction of a bridge over the Kalo‘i Channel that will allow buses operating mauka of the station to serve the transit center.

Several considerations should be noted relating to inclusion of a permanent off- street transit center at the UH West O‘ahu Station. These considerations are: x The transit center will provide dedicated TheBus stops to accommodate four 60-foot and two 45-foot vehicles. x Layover space is needed for staging of Route C/93 Express in the PM peak period. Space will need to accommodate four 60-foot vehicles and can be designed for platooned arrival/departure. x Access to the transit center should be provided from both new development road (Road B/Campus Road) and Farrington Highway. 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 Stops TC1 and TC6 will be introduced at a later date (approximately 2025) to accommodate Route 421 to/from the Ho‘opili development. x The proximity of a bus stop to the station entrance is partly based on estimated passenger demand for each bus route at the station in 2030, as shown in Table 4-3 above. Where possible, bus stops/routes with heavier passenger are located nearer the station entrance. x HART will coordinate future development of the permanent park-and-ride/ transit center with any potential transit-oriented development (TOD) plans. A draft TOD plan under consideration by the Department of Planning and Permitting (DPP), for example, suggests that potential future commercial development could be integrated with the park-and-ride and transit center at the UH West O’ahu Station.

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 37 Honolulu Rail Transit Project April 2014 Update \ I \ I \I ' rI, ' I\ \ / \ Taxi Loading I \ I \ Zone I \ Kiss an d Ride I ' 100 feet I \ Loading Zone I \ / Tour Bus/Private Shuttle Loading Zone (two single 1 linear bus berths for 45' buses) \ 41/419 41/419 to 'Ewa Beach to Makaiwa Hills (Road D SB) (Road D NB) Single linear bus berth for 26' buses v' 5! 1111 r------'Ewa Bus stops S1 and S2 are on Road D 1 (not shown); on-street single linear bus I berths with concrete pads for up to 60' I I buses are recommended I I I (#0 I oko Head station entrance nd pedestrian concourse (to be built with park-and-ride lots __::.,___:=-r;= =-".~::--:-:;;---;;::;;-:-:-71-C...C...C...C...:l-:..:..:_:_-~- tl~=tl=m!=I== != and bus transit center) ======------i - ' -+- --f- ~ ad Band Campus Road l l are planned roads lo be buill by a/hers Planned roadway bridge over Kaloi Channel LEGEND

~ HRTP Station Building ~ HRTP Station Platform c::==:::J Bus Position moa••;r Bus Routes Serving UH West O'ahu Station in 2019-2030 Colors indicate routes serving each stop Route 40 EB/WB Route 421 EB/WB (servi ce begins 2025) Permanent Makaha - Ala Moana 'Ewa - West Loch Station via 'Ewa Villages Park-and-Ride Lot 4 buses phpd ; max vehicle size 60' 4 buses phpd ; max vehicle size 40' < : Route 41/419 SB/WB ■ TheHa ndi-Van 'Ewa Beach/Makaiwa Hills - Kapolei TC Maximum Vehicle Size 26' 4 buses phpd ; max vehicle size 45' pphd = peak period buses per hour per direction ■ Route C/93 Express EB/WB ■ Makaha- UH West O'ahu Wayfinding 6 buses phpd ; max vehicle size 60' Wayfinding signs between station ;1 "( ! ,-,, * entrance/exit and bus stop recommended ■ Route 4111417 NB/WB Makakilo- Kapolei Transit Center Bicycle Rack Location ~; (#0 20 spaces (opening) / 60 spaces (2030) ■ 4 buses phpd ; max vehicle size 40' ! Figure 4-6: UH West O‘ahu Station Bus and TheHandi-Van Stop Layout with Permanent Off-street Transit Center and Park & Ride—2019-2030

Page 38 Final Bus/Rail Integration Plan for the West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project 4.2.3 Integration of Other Modes

The Project also includes a permanent park-and-ride facility just Koko Head of the UH West O‘ahu Station. Table 4-9 summarizes the site requirements for other modes, including taxis and kiss-and-ride spaces. Dedicated parking for transit supervisors or driver relief vehicles would also help to facilitate the relatively high level of bus operations at this station.

For an interim service opening in 2017, a 300 stall park-and-ride lot is recommended to be provided, based on the relatively low interim demand at this station.

Table 4-9: UH West O‘ahu Station Site Requirements in 2030-Other Modes Vehicle Parking Park-and-Ride 1,000 Kiss-and-Ride Parking 10 Kiss-and-Ride Loading Zone 1 Other Vehicles Supervisor 1 Taxi 2 Tour Bus 0 Private Shuttle 2 Other Bicycle 20 / 60 Source: Station Access and Modal Interface Report (August 2011) *Opening / 2030

4.3 Ho‘opili Station

Ho‘opili Station will primarily attract passengers from nearby residential areas to be built by D.R. Horton Schuler as part of a transit-oriented, master planned community of almost 12,000 homes. About 77 percent of rail passengers will access the station by walking or bicycling, with only 7 percent accessing the station by bus. Stops for connecting buses (only two routes will serve the station beginning in 2025) can easily be accommodated on future streets near or adjacent to the mauka and makai station entrances, which are located opposite each other on a planned east-west collector road.

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 39 Honolulu Rail Transit Project April 2014 Update 4.3.1 Bus Services

Two new routes are envisioned for the Ho‘opili development, providing both internal circulation and connections to Waipahu, UH West O‘ahu, and the ‘Ewa and East Kapolei neighborhoods. The following bus routes (shown on Figure 3-1 in Section 3.2 above) are expected to serve the Ho‘opili Station in future years: x Route 421 Ho‘opili/UH West O‘ahu/East Kapolei—This new route, expected to enter service in 2025, will connect Waipahu (serving West Loch Station) and Ho‘opili and will provide 15-minute peak and 30-minute off-peak service. The route will operate one-block west of the station entrance. x 422 Ho‘opili/East Kapolei—This new route, expected to enter service in 2025, will connect Waipahu (serving West Loch Station) and Ho‘opili and will provide 15-minute peak and 30-minute off-peak service. 4.3.2 Bus/Rail Integration Features

The two routes listed above will offer 16 bus trips during the peak hour by the year 2030. Service is to be introduced in 2025, when demand for feeder bus service in the Ho‘opili community is expected to be sufficient; but the development may warrant earlier bus route implementation but at lower levels of service. As the development progresses and the road network is put in place, the route alignments may be adjusted to better serve the community. However, any routes serving Ho‘opili are also expected to serve the station.

4.3.3 Integration of Other Modes

In addition to bus service, the bus/rail integration plans for other WOSG stations include longer-term requirements for other access modes. However, with the lack of an off-street park-and-ride facility, access modes other than bus service will not be provided at the Hoދopili Station.

Table 4-10 identifies the bus routes, the bus stop description and type, and operational characteristics, including maximum vehicle size, peak and base period buses per hour, whether timed connections are planned to occur between buses, and the typical stop dwell time or duration the bus will remain at the stop.

Bus Routes 421 and 422, heading eastbound and westbound, will serve Ho‘opili Station on a street between the two station entrances. Due to the indeterminate nature of the street network around Ho‘opili Station at this time, only estimated locations can be made for locations of bus stops in the Hoދopili station area. These stops, shown on Figure 4-7, will address bus access needs for 2025 and beyond, at which time the surrounding area will be more built up.

Page 40 Final Bus/Rail Integration Plan for the West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project Table 4-10: Ho‘opili Station 2030 Bus Operations Bus Stop Locations Bus Operational Characteristics Implementation

Location Type Route Design Bus Stop Bus Stop New ID Stop Existing Direction to Distance Walk Approximate Station (feet) Crossed of Streets Number During Walk Estimated Number of Daily Passengers Using Stop Maximum Vehicle Size (feet) Peak Period Maximum Buses per Hour Base PeriodBuses per Hour Weekday Number of Buses Possible TimedConnection Typical Stop Duration (minutes) S1 3 — Hoދopili Road EB Nearside 100 (EB); None (EB); 421 170 45 4 2 43 Yes 1 Guideway (future) on-street linear 250 (WB) 1 minor designer platooned bus arterial 422 140 40 4 2 43 Yes 1 berth (WB) Total at 310 — 8 4 86 — — bus stop S2 3 — Hoދopili Road WB Farside on-street 100 None (WB); 421 170 45 4 2 43 Yes 1 Guideway (future) linear platooned (WB); 1 minor designer bus berth 250 (EB) arterial (EB) 422 140 40 4 2 43 Yes 1 Total at 310 — 8 4 86 — — bus stop S3 3 — Hoދopili Road SB Nearside on- 75 None (EB); The — 26 Varies Varies — No 10-15 DTS Cross-street street linear 1 minor Handi- (future) single vehicle arterial Van bus berth (WB) S4 3 — Hoދopili Road SB Farside on-street 75 None (WB); The — 26 Varies Varies — No 10-15 DTS Cross-street linear single 1 minor Handi- (future) vehicle bus berth arterial (EB) 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) Notes: 1. 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. 2. The daily number of passengers using the bus stops serving the Ho‘opili Station has been estimated for both boarding and alighting passengers at the identified bus stop for each route. 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 project travel forecasting demand model, with bus stops as nodes in the network.

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 41 Honolulu Rail Transit Project April 2014 Update LEGEND

- HRTP Station Building

HRTP Station Platform Route 421 To West Loch via DHHL Shopping Ctr. I :::::::~ and 'Ewa Villages ~--~I Bus Pos ition Route 422 Bus Routes Serving Ho'opili Station in 2025-2030 To West Loch via East Kapolei II \ Colors indicate routes serving each stop and DHHL Shopping Ctr. ■ Route 421 EBIWB _,_ 'Ewa - West Loch Slatioo via 'Ewa Villages Linear platooned bus 4 buses phpd ; max vehicle size 45' berth for two 40'/45' buses 1/4mileto Farrington Highway ■ Route 422 EBIWB I 'Ewa -West Loch Slation via DHHL East Kapolei II TheHandi-Van 4 buses phpd ; max vehicle size 40' Linear single tierth for 26' vehicles ■ TheHand i-Van 26' maximum vehicle size - Station Entrance phpd = peak period buses per hour per direclion and Building

~ Bicycle Rack Location 20 spaces (opening)/ 20 spaces (2030) l ~

--=--- , I HO'OPILI ROAD (FUTURE) ~ - \ ____ Guideway __ ) _J \.. ______

------

..,__ Station Entrance and Buildi ng

TheHandi-Van Linear single berth or ' vehicles Route 421 To West Loch via Farrington Hwy. Route 422 To West Loch via Farrington Hwy.

Linear platooned bus berth for two 40'/45' buses

50feet Note: All roads shown are to be built by others and are subject lo change

Figure 4-7: Ho‘opili Station Bus and TheHandi-Van Stop Layout—2025–2030

Page 42 Final Bus/Rail Integration Plan for the West OӁahu Station Group April 2014 Update Honolulu Rail Transit Project 4.4 Pedestrian Connections at WOSG 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 higher-ridership routes are generally placed closer to station entrances than lower-ridership routes. At some WOSG stations, however, the walk distances between on-street bus stops and the station entrance could be up to 1,200 feet. These distances could result in some uncertainty on the part of riders transferring between trains and 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 UH West O‘ahu station area, for example, could include information on private shuttles. Development of the wayfinding system can occur as part of protocols to be established between HART, DTS, and potentially other parties. These protocols will address implementation of bus-related service at rail station along with related facility improvements.

Potential guidance for a wayfinding system can be drawn from other systems with a strong bus/rail interface component. Figure 4-8 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.

Further wayfinding guidance could be included in the signage design to be carried out for each station. This design, while limited to the station, can provide important information on the location of bus stops/connecting routes in station areas. Wayfinding signage outside of the station will Figure 4-8: Wayfinding need to be coordinated with DTS and other Example at an LRT Stop interested parties. (Portland, Oregon)

Final Bus/Rail Integration Plan for the West OӁahu Station Group Page 43 Honolulu Rail Transit Project April 2014 Update

Appendix A HHCTCP Design Criteria Chapter 6 Civil

Final Bus/Rail Integration Plan for the West OӁahu Station Group Honolulu Rail Transit Project April 2014 Update