Bus/Rail Integration Plan for the Kakaako Station Group

Bus/Rail Integration Plan for the Kaka‘ako Station Group Final

April 2014

Prepared for: Honolulu Authority for Rapid Transportation

Table of Contents

1 Introduction...... 1 1.1 Background...... 1 1.2 Purpose of Bus/Rail Integration Plans ...... 1 1.3 Basis for Bus/Rail Integration Plans ...... 2 1.4 Contents of Bus/Rail Integration Plans ...... 2 1.5 Monitoring of Factors Affecting Bus/Rail Integration Plans ...... 3 1.6 Direction for Planning and Design of Bus Intermodal Facilities ...... 3 1.7 Direction for Planning and Design of Non-Bus Intermodal Facilities ...... 4 2 Bus/Rail Integration Plan Overview for the Kaka‘ako Station Group ...... 7 2.1 Factors Affecting the KSG Bus/Rail Integration Plan ...... 7 3 Bus Networks Serving KSG Stations ...... 10 3.1 Current Bus Network in the KSG ...... 10 3.2 Planned Bus Network in KHSG Station Areas ...... 11 3.3 Bus Route Changes from FEIS ...... 17 4 Recommended Bus Facilities at KSG Stations ...... 19 4.1 Downtown Station...... 19 4.1.1 Bus Services ...... 20 4.1.2 Bus/Rail Integration Features ...... 23 4.1.3 Integration of Other Modes ...... 28 4.2 Civic Center Station ...... 29 4.2.1 Bus Services ...... 29 4.2.2 Bus/Rail Integration Features ...... 31 4.2.3 Integration of Other Modes ...... 35 4.3 Kaka‘ako Station ...... 36 4.3.1 Bus Services ...... 37 4.3.2 Bus/Rail Integration Features ...... 37 4.3.3 Integration of Other Modes ...... 41 4.4 Pedestrian Connections at KSG Stations ...... 42

Appendix

Appendix A—Compendium of Design Criteria

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page i Honolulu Rail Transit Project April 2014 Figures

Figure 3-1: 2030 Bus Network Serving the KSG ...... 12 Figure 3-2: 2030 Bus Network serving the KSG in Downtown Honolulu ...... 13 Figure 4-1: Downtown Station On-street TheBus and TheHandi-Van Layout— 2019 to 2030 ...... 26 Figure 4-2: Civic Center Station On-street TheBus and TheHandi-Van Layout— 2019...... 33 Figure 4-3: Kaka‘ako Station On-street TheBus and TheHandi-Van Layout—2019 through 2030 ...... 40 Figure 4-4: Wayfinding Example at an LRT Stop (Portland, Oregon) ...... 43

Tables

Table 2-1: 2030 Passenger Volumes by Route and Station ...... 8 Table 2-2: 2030 Daily Passenger Volumes by Mode of Access at KSG Stations ...... 8 Table 3-1: Current Bus Routes Serving KSG ...... 11 Table 3-2: Phasing of Bus Service at KSG Stations ...... 14 Table 3-3: 2030 Bus Routes Serving KSG Stations ...... 14 Table 3-4: 2030 Service Characteristics of Bus Routes Serving KSG Stations ...... 15 Table 3-5: 2030 Expected Bus Route Changes Compared to FEIS Appendix D ...... 18 Table 4-1: Downtown Station Bus Service Changes by Year ...... 20 Table 4-2: Downtown Station Bus Operations in the Years 2019 through 2030 ...... 24 Table 4-3: Civic Center Bus Service Changes by Year ...... 30 Table 4-4: Civic Center Station Bus Operations in the Year 2019 through 2030 ...... 32 Table 4-5: Civic Center Station Site Requirements in 2030 ...... 36 Table 4-6: Kaka‘ako Bus Service Changes by Year ...... 37 Table 4-7: Kaka‘ako Station Bus Operations in the Years 2019 to 2030 ...... 39 Table 4-8: Kaka‘ako Station Site Requirements in 2030 ...... 42

Page ii Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project Acronyms and Abbreviations

ADA Americans with Disabilities Act DPP Department of Planning and Permitting, City and County of Honolulu DTS Department of Transportation Services, City and County of Honolulu EB Eastbound ‘Ewa toward the west FEIS Final Environmental Impact Statement FTA Federal Transportation Administration GEC General Engineering Contract HART Honolulu Authority for Rapid Transportation HCDA Hawaii Community Development Authority KHSG Kamehameha Highway Station Group Koko Head toward Diamond Head/east LRT light rail transit makai toward the sea mauka toward the mountains NB northbound OTS O‘ahu Transit Services PHNB Pearl Harbor Naval Base Project Honolulu Rail Transit Project SB Southbound TOD transit-oriented development UH University of Hawaiދi WB Westbound

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page iii Honolulu Rail Transit Project April 2014

1 Introduction

1.1 Background

The Honolulu Rail Transit Project (Project) involves a 20-mile rail line located between East Kapolei and Ala Moana Center with a total of 21 stations. The Honolulu Authority for Rapid Transportation (HART) of the City and County of Honolulu is responsible for the design, construction, and operations of the Project. Bus will play a very important role in the transit system. The Project travel demand forecasting model indicates at some rail stations, more than 70 percent of total daily riders will be connecting to or from buses.

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

Bus/Rail integration plans are being prepared for each station design group— West O‘ahu, Farrington Highway, Kamehameha Highway, Airport, and City Center. City Center bus plans are provided as three separate reports: Dillingham Stations, Kaka‘ako Stations, and 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.

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 1 Honolulu Rail Transit Project April 2014 1.3 Basis for Bus/Rail Integration Plans

Key steps for preparing bus/rail integration plans include the following: x Confirm the bus service plans serving each rail station, including operations which reflect the roadway systems that are expected to be in place during each phase of Project implementation. These bus service plans were initially developed and refined as part of the Project Final EIS, and provide a major basis for each bus/rail integration plan. x Review information from the Station Access and Modal Interface Report (August 2011), which provided recommendations for phasing of bus/rail integration elements and other items. x Prepare base maps showing the road network in station areas and the location of station entrances, bicycle parking, and, for some stations, park- and-ride facilities. x Develop tables showing bus volumes by route during peak-demand periods at each station, including bus volumes under each Project phase. x Identify bus facilities based on future bus and roadway networks in each station area as well as estimated bus and passenger volumes. x Confirm bicycle parking facilities at each station; initial estimates are identified in the Station Access and Modal Interface Report (August 2011). x Review bus/rail facilities with general engineering contract (GEC) designers prior to submittal of bus/rail integration plans for HART review. x Review bus/rail facilities and service assumptions with HART and DTS prior to submittal of bus/rail integration plans. 1.4 Contents of Bus/Rail Integration Plans

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

The focus of the bus/rail integration plans for each station is a set of recommended bus-related facilities as well as facilities to serve other modes. The integration plans also provide supporting information for these facilities, including expected route-specific bus volumes at each station. The following items are included in each bus/rail integration plan: x Location of bus stops at each station, both on-street and, in some cases, at off-street transit centers. x Assignment of bus routes to reflect the alignments and passenger volumes of each route serving project stations, as well as characteristics of roadway facilities.

Page 2 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project x Size and operational characteristics of bus stops that reflect the types of buses expected to be assigned to routes serving Project stations. x Location of stops for TheHandi-Van vehicles. x Locations in station areas for wayfinding signage to provide directions for those riders transferring between bus and rail. x Location and number of spaces for bicycle parking.

The above items relating to bus/rail integration were defined in a manner that will maximize passenger convenience as much as possible, including distances between bus stops and station entrances. The location and design characteristics of bus stops and connections between these stops and station entrances will need to comply with requirements of the Americans with Disabilities Act (ADA). 1.5 Monitoring of Factors Affecting Bus/Rail Integration Plans

Bus facility needs at rail stations reflect several factors, such as travel demand forecasts, roadway and land use plans, relevant policies, and any special circumstances, including how access will be affected by changing land use and related roadway networks in station areas. Any updates to the project travel forecasting model update may affect estimates for demand for transit and related access mode splits (i.e., the percent of daily demand reaching Project stations by walk/bike, bus, park-and-ride, or kiss-and-ride). Any changes in user demand at the stations, as well as changes in access mode split, may affect the estimates for bus facility needs; ultimately, this depends on how great the changes are from the previous forecast.

HART will also monitor changes to transit-oriented development, land use and street networks in station areas, including amendments, revisions, and updates to transit-oriented development (TOD) and other master plans for communities located in these areas as they pertain to bus/rail integration and Project facility needs. 1.6 Direction for Planning and Design of Bus Intermodal Facilities

There are several considerations that guide planning and design features for bus facilities at Project stations. This direction includes guidance provided in Chapter 6, Section 2 and Section 4 of the Compendium of Design Criteria for the Project. Appendix A of this report includes text from these sections.

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 3 Honolulu Rail Transit Project April 2014 Other key considerations affecting other access modes to Project stations include: x Street crossings should be as minimal as possible for on-street bus stops. x Bus stops located at both on- and off-street facilities will be sited based upon estimated route-specific ridership levels—routes with higher rider demand will have stops that are as close as possible to station entrances. x Characteristics of bus stops located at both on- and off-street facilities will be based upon operating features of routes and buses serving them: – Platooned stops accommodate multiple bus arrivals where buses depart the stop in the order in which they arrive. – Timed1 arrival stops with sufficient room to allow arriving buses to maneuver around vehicles that are already stopped. – Single dedicated stops where only one bus is expected to use the stop at any given time. – Layover stops to accommodate buses that terminate at or nearby the rail station but not in a stop being used for passenger loading. – Stop lengths to recognize various sizes of buses: 30-foot, 35-foot, 40-foot, 45-foot, and 60-foot (the bus operating plans for each station identify maximum bus sizes for each route). x Any design and construction associated with on-street bus stops, including installation of concrete bus pads, will be under a separate contract from the current (October 2013) contracts for modular station design. 1.7 Direction for Planning and Design of Non-Bus Intermodal Facilities

There are several considerations that guide planning and design features for other access facilities at Project stations. This direction includes access mode elements as provided in Chapter 6, Section 4 of the Compendium of Design Criteria for the Project. Appendix A of this report includes text from these sections. This direction applies to all stations and will be recognized in the bus/rail integration plans for each station design group. The Compendium of Design Criteria establishes consistent engineering direction based upon the most recent applicable codes and standards.

1 Timed bus routes involve operations that are scheduled to depart simultaneously. To achieve these coordinated departures, the affected bus routes have to wait for the arrival of other routes. This need requires bus stop facilities to have sufficient capacity to meet these coordination needs.

Page 4 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project Other key considerations affecting other access modes to Project stations include: x If possible, space for TheHandi-Van should be provided at an off-street facility even if TheBus access is provided only at on-street stops. For AMC Station, limitations regarding off-street parking availability results in TheHandi-Van spaces being provided on-street. x The Station Access and Modal Interface Report includes information on bicycle parking at Project stations. As a general guide, the bicycle parking should provide a minimum of one percent of total daily demand at a rail station or 20 spaces, whichever is greater, over the long-term (2030). For the Project opening in 2019, a minimum of 20 spaces should be provided. x Parking areas for bicycles should be as close as possible to station entrance(s) and overflow areas should be identified whenever additional space is available.

There are several considerations that guide planning and design features for bus and 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. 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 bus and 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. x Any on-street stop(s) for TheHandi-Van will be located as close as possible to station entrances. x On-street bus stops should be as close as possible to station entrances but should recognize available street capacity and traffic conditions. 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.

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 5 Honolulu Rail Transit Project April 2014 – Timed arrival stops with sufficient room to allow arriving buses to maneuver around vehicles that are already stopped2. – 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 (December 2013) contracts for modular station design. x The number of park-and-ride spaces reflects what was identified in the FEIS. x At stations with park-and-ride facilities, accommodation will be provided for kiss-and-ride stalls, supervisor parking, and, where appropriate, parking for non-DTS operated shuttles (any use of the facilities by non-DTS services would need to be approved in advance by HART). 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, 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.

2 Timed bus routes involve operations that are scheduled to depart simultaneously. To achieve these coordinated departures, the affected bus routes wait for the arrival of other bus routes. This coordination requires bus stop facilities to have sufficient capacity to meet these coordination needs.

Page 6 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project 2 Bus/Rail Integration Plan Overview for the Kaka‘ako Station Group

The recommended bus facilities at each station in the Kakaދako Station Group (KSG) reflect the planned bus network that will support the Project. Characteris- tics of this bus network were used by the travel forecasting model for the Project FEIS. In the bus/rail integration report for KSG, information on the bus network is provided for 2030. To reflect Project phasing and other factors affecting service implementation, however, bus route information is presented for other time horizons: 2017 (interim Project opening between East Kapolei and Aloha Stadium) and 2019 (the full Project opening between East Kapolei and Ala Moana). 2.1 Factors Affecting the KSG Bus/Rail Integration Plan

There are several factors which affect the recommended bus-related facilities for KSG stations. For example, the plans reflect previous efforts at estimating potential access needs at Project stations. The Station Access and Modal Interface Report identified key access-related characteristics of station areas, including the following: x Scale and type of current and potential future land uses x Current and future non-motorized access features, such as sidewalk 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 where passengers will transfer between bus and rail (Table 2-1) x The daily number of passengers using the bus stops serving the KSG Stations has been estimated for both boarding and alighting passengers for 2030. Table 2-1 summarizes the data by route for each station. Many of these passengers are connecting with rail; however, passengers are traveling to nearby destinations and others are transferring between buses to complete their trip. Reviewing the combined passenger volumes for the bus stops assists in identifying needed bus stop characteristics and amenities.

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 7 Honolulu Rail Transit Project April 2014 Table 2-1: 2030 Passenger Volumes by Route and Station Number of Passengers Boarding and Alighting Bus Stops by Station Route Downtown Station Civic Center Station Kaka‘ako Station 4 540 — — 6 80 290 620 15 — 120 100 19 1,090 — — 52 — 440 — 55 1,620 — — 56 1,440 — — 57 1,680 — — 57A 820 — — 65 800 — — 80 30 — — 82 10 — — 85 30 — — 85A 20 — — 88 100 15 — 88A 10 — — 89 10 5 — Totals 8,280 870 720 Source: Travel Forecasting Model

Travel forecasting model results also provided direction for determining bus and other access requirements at stations. Table 2-2 provides an overview of the estimated daily number of passengers accessing KSG stations in 2030 by mode. Travel forecasts indicate that buses will be the dominant access mode at the Downtown Station while walking and bicycling will be the dominant access mode for the Civic Center and Kaka‘ako Stations.

Table 2-2: 2030 Daily Passenger Volumes by Mode of Access at KSG Stations

Total Bus Walk/Bike Kiss & Ride Passenger Daily Share of Daily Share of Daily Share of Station Volumes Demand Total Demand Total Demand Total Downtown 10,770 7,930 74% 2,830 26% 10 <1% Civic Center 3,930 880 22% 3,020 77% 30 1% Kaka‘ako 3,320 650 19% 2,650 80% 20 1% Source: Travel Forecasting Model

Page 8 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project The Downtown Station will be the main rail station for Windward bus passengers who will be transferring to rail. The higher percentages for the walk/cycle trips to the Civic Center and Kaka‘ako Stations reflect the projected land use changes for the areas around these two stations. These new high-density residential units will support walking and complete street applications which will, in turn reinforce walking and bicycle access to rail.

Kiss-and-ride access to rail at KSG stations is minimal as shown in Table 2-2 accounting for one percent or less. No park-and-ride and “other” access modes are shown for this station group. The travel forecasting model did not identify any demand for overflow parking on-street or at off-street lots not associated with the Project.

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 9 Honolulu Rail Transit Project April 2014 3 Bus Networks Serving KSG Stations

This section describes both the current and planned bus route networks serving the Kaka‘ako Station Group (KSG). The KSG includes the Downtown Station, which will serve Downtown Honolulu’s employment and financial center and the Aloha Tower complex that includes waterfront businesses, cruise ship docks and tourist activities. Aloha Tower and the adjacent Hawaiian Electric Company power plant are potential candidates for redevelopment.

The KSG also includes the Civic Center and Kaka‘ako Stations. The Civic Center Station area includes a mix of commercial, government, retail, residential and parking uses. The Kaka‘ako Station area includes a mix of large retail, small industrial and high-density residential land uses. Both of these stations are located in areas that are expected to have major changes to land use and density as transit-oriented development proposals move forward.

It should be noted that although the KSG includes the Ala Moana Center Station, a separate BRIP has been prepared for that station, due to the extent and complexity of bus/rail integration efforts there. 3.1 Current Bus Network in the KSG

The current bus services in the vicinity of the Downtown, Civic Center and Kaka‘ako Stations inclues a variety of service types, including short- and long- distance routes. The Downtown Station area is directly served by 18 bus routes, while the Civic Center and Kaka‘ako Station areas are directly served by one bus route each (Table 3-1). Altogether, the three stations are served by one rapid bus, four urban trunk, six suburban trunk and eight peak period express routes. All but one route, suburban trunk 42, serve the Downtown Station.

Of the 18 routes serving the Downtown station area 10 travel to downtown from Windward communities (55, 56, 57, 57A, 65, 85, 85A, 88, 88A, 89). These routes serve downtown along the Bishop and Alakea Streets one-way couplet. Two additional peak express routes (80 and 82) connect East Honolulu with downtown. Four routes (E, 19, 20, 94) serve northbound on Alakea Street and Routes 4 and 6 operate along Queen Street. The Civic Center station is served by suburban trunk Route 42 along South Street Ewa-bound. Route 6 serves the Kaka‘ako Station via Ward Avenue.

Page 10 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project Table 3-1: Current Bus Routes Serving KSG

Current Bus Kaka‘ako Station Group Routes Downtown Civic Center Kaka‘ako E 4 6 19 20 42 55 56 57 57A 65 80 82 85 85A 88 88A 89 94 Source: Current (December 2013) schedules for TheBus 3.2 Planned Bus Network in KHSG Station Areas

The future bus route network for the KSG stations has been developed to com- plement the Project’s phased implementation, with the initial phase (East Kapolei to Aloha Stadium) opening in 2017. Changes to current routes will be accom- plished to match those openings. In most cases, these changes will not occur until the full rail system is operational in 2019. The bus network identifies service features, including bus access at stations for the year 2030, the planning horizon year in the Project FEIS.

Figure 3-1 shows the bus network that will serve rail stations in the KHSG area, while Figure 3-2 zooms in on routes serving the downtown Honolulu central business district. 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. Design characteristics of bus facilities at the stations also 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 phase of Project development.

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 11 Honolulu Rail Transit Project April 2014 Figure 3-1: 2030 Bus Network Serving the KSG

Table 3-2 shows the phasing of bus service that corresponds to the Phasing of Project implementation. More detailed bus service information is provided in Chapter 4 under each station discussion. The table identifies the number of bus trips serving the station area in the peak morning hour; which, for the purposes of this table, is 6:00 to 7:00 A.M. The bus trips serving the Downtown station do so via Bishop, Queen and Alakea Streets. The number of buses serving the Downtown Station area adjusts slightly from 37 buses in the peak AM hour today to 34 in 2019. Bus trips serving the Civic Center Station will increase from two buses per hour today to ten buses in 2019. Bus trips serving the Kaka‘ako Station is currently planned to remain the same in 2019 as it is today.

Page 12 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project Figure 3-2: 2030 Bus Network serving the KSG in Downtown Honolulu

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 13 Honolulu Rail Transit Project April 2014 Table 3-2: Phasing of Bus Service at KSG Stations Maximum Number of Buses Serving Station in Peak AM Hour Station 2017 2019 2030 Downtown 37 34 34 Civic Center 2 14 14 Kaka‘ako 6 10 10 Source: Travel Forecasting Model

Table 3-3 summarizes the bus routes that will serve KSG stations in 2030. Today, the station areas are served by a total of 19 bus routes; that will drop to 16 with the start of rail. As shown, only Route 6 will serve all three station areas. Table 3-4 identifies the service characteristics of each route operating in 2030, including service areas and frequencies, vehicle features and Project stations that will be served within the KSG area. Changes from current alignments are noted.

Table 3-3: 2030 Bus Routes Serving KSG Stations Kaka‘ako Station Group Future Bus Routes Downtown Civic Center Kaka‘ako 4 6 15 19 52 55 56 57 57A 65 80 82 85 85A 88 88A 89 Source: Bus operations included in the Project EIS (Appendix D)

Page 14 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project Table 3-4: 2030 Service Characteristics of Bus Routes Serving KSG Stations Service Frequencies Peak Base Maximum Rail Stations Hour Period Vehicle Served in

Route Service Coverage Routing Description (minutes) (minutes) Size (feet) KSG 4 Connects Nuuanu The route will operate its current alignment with the 12 20 40 Downtown with UH MƗnoa same operating characteristics. and WaikƯNƯ via Downtown 6 Connects MƗnoa, The route will operate its current alignment with the 20 20 40 Downtown, UH MƗnoa with same operating characteristics with the exception that Civic Downtown and the route will turn from eastbound Queen Street to Center and Pauoa Keawe and left onto Halekauwila to directly serve the Kaka‘ako Civic Center Station. From the station the route will turn right onto South Street and left onto Queen Street. Eastbound, the route will turn right from Queen Street to Punchbowl and left onto Halekauwila to serve the station returning to Queen Street via left on Keawe Street. 15 Connects Makiki Eastbound from the route’s terminus at 3180 Pacific 30 60 30 Civic with Pacific Heights Heights Road, the route travels Pacific Heights, left Center and via Downtown on Pauoa, right on Lusitana to Queen Emma, left on Kaka‘ako Vineyard, right on Punchbowl, left on Halekauwila, left on Ward, right on Prospect to Auwaiolimu, left on Hookui, left on Puowaina to Tantalus, right on Makiki Heights, right on Mott-Smith, right on Nehoa to Nehoa and Lewalani. The route returns to Pacific Heights from Nehoa and Lewalani via left on Prospect to left on Ward, right on Halekauwila, right on South Street to left onto Beretania, right onto Punchbowl, left onto Vineyard, right onto Queen Emma to Lusitana, left onto Pauoa and right on Pacific Heights to the terminus. 19 Connects the Route 19 will be modified to terminate at the Honolulu 15 15 60 Downtown Honolulu International Airport. Westbound from WaikƯNƯ, the International Airport route will follow its current alignment to left on with WaikƯNƯ Rodgers to the Airport. The route will return along Route 19's current alignment to WaikƯNƯ with the exception that the route does not circle Ala Moana Center to serve Kona Street, remaining on Ala Moana Boulevard. 52 Connects Route 52 will operate along its current alignment from 30 30 60 Civic Northshore, North Shore to downtown Honolulu. In downtown the Center Wahiawa and route will be modified from King Street to right on Mililani with Punchbowl to left on Ala Moana Boulevard to Ala downtown Honolulu Moana Center (AMC). The route will return to downtown after circling AMC to Ala Moana Boulevard and right on South Street to left on Beretania to continue its alignment. 55 Connects North Route will follow its current alignment to and from 20 30 60 Downtown Shore and downtown Honolulu. The route will terminate in Windward downtown Honolulu via Bishop to left on Ala Moana communities with Boulevard and left on Alakea. downtown Honolulu 56 Connects Kailua Route will follow its current alignment to and from 30 30 60 Downtown and KƗneohe with downtown Honolulu. The route will terminate in downtown Honolulu downtown Honolulu via Bishop to left on Ala Moana Boulevard, right on Richards, right on Aloha Tower Drive and right on Bishop. The route will return via right on Ala Moana Boulevard and left onto Alakea.

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 15 Honolulu Rail Transit Project April 2014 Table 3-4: 2030 Service Characteristics of Bus Routes Serving KSG Stations (continued) Service Frequencies Peak Base Maximum Rail Stations Hour Period Vehicle Served in

Route Service Coverage Routing Description (minutes) (minutes) Size (feet) KSG 57 Connects Sea Life Route will follow its current alignment to and from 20 20 60 Downtown Park, Waimanalo, downtown Honolulu. The route will terminate in and Kailua with downtown Honolulu via Bishop to left on Ala Moana downtown Honolulu Boulevard, right on Richards, right on Aloha Tower Drive and right on Bishop. The route will return via right on Ala Moana Boulevard and left onto Alakea. 57A Connects Route will follow its current alignment to and from 30 60 40 Downtown Enchanted Lake downtown Honolulu. The route will terminate in and Kailua with downtown Honolulu via Bishop to left on Ala Moana downtown Honolulu Boulevard, right on Richards, right on Aloha Tower Drive and right on Bishop. The route will return via right on Ala Moana Boulevard and left onto Alakea. 65 Connects KƗneohe The route will operate its current alignment with the 30 60 45 Downtown with downtown same operating characteristics. Honolulu 80 Connects East Peak period express route will operate its current 2 trips -- 40 Downtown Honolulu with alignment with the same operating characteristics. downtown 82 Connects East Peak period express route will operate its current 2 trips -- 40 Downtown Honolulu with alignment with the same operating characteristics. downtown 85 Connects Kailua Peak period express route will operate its current 2 trips -- 40 Downtown and KƗneohe with alignment from Windward communities, serving the downtown Downtown Station and continuing to UH MƗnoa with the same operating characteristics. 85A Connects KƗneohe Peak period express route will operate its current 1 trip -- 40 Downtown with downtown alignment from Windward communities, serving the Downtown Station and continuing to UH MƗnoa with the same operating characteristics. 88 Connects Kahekili Peak period express route will operate its current 1 trip -- 40 Downtown and Kahaluu with alignment with the same operating characteristics. In and Civic downtown downtown from Queen Street the route turns right Center onto Punchbowl, left onto Pohukaina Street and left onto South to serve Civic Center Station. 88A Connects North Peak period express route will operate its current 1 trip -- 40 Downtown Shore with alignment with the same operating characteristics. downtown and AMC 89 Connects Kailua Peak period express route will operate its current 1 trip -- 40 Downtown and Waimanalo alignment with the same operating characteristics. In and Civic with downtown downtown from Queen Street the route turns right Center onto Punchbowl, left onto Pohukaina Street and left onto South to serve Civic Center Station. Source: Bus Operations included in the Project EIS (Appendix D) Listed weekday frequencies are averaged for the time period.

Page 16 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project 3.3 Bus Route Changes from FEIS

Bus operations are constantly changing to reflect passenger demand, land use changes and roadway improvements or changes. Project assumptions have changed which also may impact bus feeder and connection services. A number of these changes have occurred for the KSG stations since the Project FEIS was published. Table 3-5 presents those changes.

All of the changes shown in Table 3-5 are alignment adjustments. The changes to peak express Routes 85/85A were made for passenger and operational convenience. The revised alignments will provide more direct connections for passengers to their downtown Honolulu destinations, with continuing service to UH MƗnoa.

The alignment change for Route 6 will result in a direct connection for Civic Center Station passengers. The downtown alignment change for Route 52 is needed to replace services from other routes that have been truncated.

In 2012, DTS implemented a large number of bus service changes. Some of those included new service connections identified in the FEIS, but using different routing. One example is Route 13 which replaced planned service on the eastern end of Route 4. Additionally, Route 4 had been identified in the FEIS to serve new businesses which have since ceased operations.

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 17 Honolulu Rail Transit Project April 2014 Table 3-5: 2030 Expected Bus Route Changes Compared to FEIS Appendix D

Change Characteristics

Route Description Justification Deleted Alignment SpanService of Service Frequency StationsServed

4 Route 4 will maintain its current alignment and No Yes No No Yes The destinations the FEIS operating characteristics. Route 4 was designed to serve are no longer in operation. Therefore, Route 4 will revert to its current alignment.

15 Route 15 is modified to serve the Kaka‘ako and No Yes No No Yes Provides an opportunity for Civic Center Stations via Ward Avenue to passengers from Pacific Halekauwila, to South Street and continuing on Heights and Makiki to Beretania to Pacific Heights. Eastbound the route access rail without is modified to serve Queen Emma to Vineyard and needing to transfer to Punchbowl to Halekauwila and left onto Ward another bus. Avenue to Makiki.

6 The route will have a minor alignment change at No Yes No No Yes Provides direct service to the Civic Center Station. Instead of serving the the Civic Center Station station from Queen Street, the route will serve the with minimal operating station via Halekauwila via Keawe, returning to impacts. Queen Street in the westbound direction via South Street. In the eastbound direction the route will turn onto Punchbowl and then Halekauwila to serve the station returning to Queen Street via Keawe.

52 Route 52 has two alignment changes. The route No Yes No No Yes Avoid potential bus will serve Iwilei Station from Dillingham Blvd. congestion at bus stops instead of directly from Kaދaahi Street. The second along Kaދaahi Street. The alignment change occurs in downtown Honolulu. downtown change Inbound from King Street, the route turns right on replaces service from Punchbowl and left on Ala Moana Blvd. to Ala Route 42 and Windward Moana Center. The route returns via Ala Moana routes along Ala Moana Blvd. to right on South Street serving Civic Center Boulevard. Station and left on Beretania.

85/85A Routes 85/85A will provide direct service to No Yes No No Yes Avoid out of direction downtown Honolulu via their current alignment travel for passengers and from Pali Hwy to Bishop Street. The routes will the need for additional serve the Downtown Station instead of stations peak period trips on along Dillingham Boulevard and the Kalihi Transit Dillingham Boulevard is Center. negated with an alignment change to Route 304.

Source: Bus operations included in the Project EIS (Appendix D)

Page 18 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project 4 Recommended Bus Facilities at KSG Stations

The following sections describe the recommended bus facilities at the KSG stations. Access by bus is important at all three stations; many key trunk and local routes serving parts of O‘ahu not directly served by rail fall within the one-half mile walking areas of the KSG stations. Providing convenient bus/rail integration is necessary for a smooth and seamless operation between the two modes. While some station design features vary from those identified in the Station Access and Modal Interface Report prepared in 2011, the extent of access by various modes is still the same. The variance in design features between the Station Access and Modal Interface Report and the KHSG bus/rail integration plan is in part due to the latter supporting the phasing of Project implementation in 2017 and 2019 and to changes in some Project assumptions. The Station Access and Modal Interface Report only addressed the access facilities in station areas that are expected to be in place by 2030.

The recommended bus facilities at each station in the KSG reflect the planned bus network that was included in the travel forecasting model used in the Project FEIS. The integration plan recommendations presented in the following sections were developed to correspond to the implementation phases of the Project. For each KSG 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 Downtown Station

The Downtown Station is the major connection to the rail system for passengers originating from and going to the Honolulu central business district (CBD). Buses interfacing with rail service at the Downtown Station will originate from locations such as the North Shore, Kailua, Kaneohe, Waimanalo, Hawaii Kai and UH Manoa.

Downtown Station will be located on Nimitz Highway and Bishop Street near Aloha Tower on its makai side and Pacific Guardian Plaza on its mauka side. Bus transfers will make up 74 percent of ridership at Downtown Station. Most of these riders will transfer from buses stopping on Queen Street and entering the station at its mauka entrance. The remaining bus transfers will occur on Bishop Street on the makai side of Nimitz Highway.

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 19 Honolulu Rail Transit Project April 2014 4.1.1 Bus Services

The rail system will not be operational in the KSG area in 2017. Therefore, route changes along this part of the corridor will occur with the full opening in 2019. Table 4-1 presents the bus routes that will serve the Downtown Station area in 2017 (first opening), 2019 (full opening) and 2030. The 2030 routes are shown in the bus network identified on Figure 3-1 (in Section 3.2). Figure 3-2 identifies a closer view of the 2019-2030 bus service in the Downtown Station area. The various bandwidths shown in the map represent the service frequencies of each route. Table 4-1 shows the routes, direction, and maximum number of buses serving the station in the peak hour. Bus services will decrease from 37 buses in the peak hour in 2017 to 34 bus trips in the peak hour in 2030 to serve the station. The peak hour is defined as the 6:00 AM hour.

Table 4-1: Downtown Station Bus Service Changes by Year Route Maximum Number of Buses in the Peak Hour by Year Number Direction 2014 2017 2019 2030 E Westbound 2 2 0 0 4 Westbound 5 5 5 5 6 Eastbound 3 3 3 3 19 Westbound 1 1 4 4 20 Westbound 2 2 0 0 55 Northbound* 3 3 3 3 56 Northbound* 2 2 2 2 57 Northbound* 3 3 3 3 57A Northbound* 2 2 2 2 65 Northbound* 2 2 2 2 80 Peak Period 2 2 2 2 82 Peak Period 2 2 2 2 85 Peak Period 2 2 2 2 85A Peak Period 1 1 1 1 88 Peak Period 1 1 1 1 88A Peak Period 1 1 1 1 89 Peak Period 1 1 1 1 94 Peak Period 2 2 0 0 Totals 37 37 34 34 Source: Bus operations included in the Project FEIS (Appendix D) *Route begin/ends at the Downtown Station

Page 20 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project Current bus service will remain relatively unchanged at the Downtown Station area. Most bus routes serving the station location along Bishop and Alakea Streets are Windward routes and will be retained. There will be alignment changes to the trunk Routes 55, 56, 57 and 57A. These routes will no longer continue service to Ala Moana Center, instead terminating near Downtown Station. The Windward peak period express routes will continue to operate as they do today by providing service along Queen Street within a short walking distance of the Downtown Station mauka entrance.

Only three routes will cease operation, Route E, Route 20, and peak express Route 94. These routes will be replaced with the rail service. Two East Honolulu peak period express lines, Routes 80 and 82, will continue to operate as today. Ten east-west routes will continue to operate along N. King Street (three blocks from the station entrance) and N. Hotel Street (a long four blocks from the station entrance). These routes are not included in the tables or the following descrip- tions since they are not located on streets adjacent to the station. These are Routes A, 1, 1L, 2, 3, 13, 19, 40, 52 and 54.3

The following describes new bus routes, how existing routes will change to serve the Downtown Station and identifies those routes that will cease service: x Route E ‘Ewa/Downtown (EB/WB)—Route E will operate along its current alignment until 2019 when it will be replaced with the rail line. x Route 4 Nuuanu/Downtown/ UH MƗnoa/WaikƯNƯ (EB/WB)—Route 4 will operate its current alignment providing 12 minute peak and 20 minute off- peak service. x Route 6 Pauoa/AMC/MƗnoa (EB/WB)—Route 6 will operate its current alignment with a minor deviation providing 20-minute peak and off-peak service in each direction. The route will divert from Queen Street at Keawe Street in the westbound direction to Halekauwila to provide direct service to the Civic Center Station before returning to Queen Street via South Street. In the eastbound direction, the route will turn on Punchbowl to Halekauwila returning to Queen Street via Keawe Street. x Route 19 Honolulu International Airport/WaikƯNƯ (EB/WB)—Route 19 will operate its current alignment until 2019 when its service will be truncated at the airport. Hickam Air Force Base will be served by circulator Route 313 that will provide connections from the PHNB station. Service frequency on Route 19 will increase to 15 minutes (peak and off-peak) between the Airport and WaikƯNƯ. The route will operate along its current alignment but it will remain on Ala Moana Boulevard to serve AMC instead of diverting to Kona Street. x Route 20 Pearlridge/WaikƯNƯ (EB/WB)—Route 20 will operate its current alignment until 2019 when its service will be replaced by the rail line.

3 Bus/rail connections for Routes A, 1, 1L, 2, 3, 13, 19, 40, 52 and 54 are addressed in the Bus/Rail Integration Report for the Dillingham Station Group (DSG).

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 21 Honolulu Rail Transit Project April 2014 x Route 55 North Shore/KƗneohe/Downtown (NB/SB)—Route 55 will operate along its current alignment until 2019 when it will be truncated in Downtown Honolulu. It will serve the Downtown station via Bishop Street then left onto Queen Street and left onto Alakea Street. Service east of downtown will be replaced by rail. Route 55 will provide 20-minute peak and 30-minute off-peak service. x Route 56 Kailua/ KƗneohe/Downtown (NB/SB)—Route 56 will operate along its current alignment until 2019 when it will be truncated in Downtown Honolulu. It will serve the Downtown station via Bishop Street then left onto Ala Moana Boulevard, right onto Richards, right onto Aloha Tower Drive and right onto Bishop Street. The route will return via Ala Moana Boulevard to left onto Alakea Street. Service east of downtown will be replaced by rail. Route 56 will provide 30 minute peak and off-peak service. x Route 57 Kailua/Downtown (NB/SB)—Route 57 will operate along its current alignment until 2019 when it will be truncated in Downtown Honolulu serving the Downtown station via Bishop Street. It will turn left onto Ala Moana Boulevard, right onto Richards, right onto Aloha Tower Drive and right onto Bishop Street. The route will return via Ala Moana Boulevard to left onto Alakea Street. Service east of downtown will be replaced by rail. Route 57 will provide 20-minute peak and off-peak service. x Route 57A Kailua/Downtown (NB/SB)—Route 57A will operate along its current alignment until 2019 when it will be truncated in Downtown Honolulu. It will serve the Downtown station via Bishop Street to left onto Ala Moana Boulevard, right onto Richards, right onto Aloha Tower Drive and right onto Bishop Street. The route will return via Ala Moana Boulevard to left onto Alakea Street. Service east of downtown will be replaced by rail. Route 57A will provide 30-minute peak and 60-minute off-peak service. x Route 65 KƗneohe/Downtown Honolulu (NB/SB)—Route 65 will operate along its current alignment. The route will provide one late evening trip to Ala Moana Center. This trip will be truncated in Downtown Honolulu in 2019 and replaced with rail service. The route will provide 30-minute peak and 60-minute off-peak service. x Routes 80 and 82 Hawai‘i Kai Park-and-Ride Express (EB/WB)—Peak period express Routes 80 and 82 will operate along their current alignments providing ten A.M. (six for Route 80 and four for Route 82) and eight P.M. trips (five for Route 80 and three for Route 82). x Routes 85, 85A, 88, 88A and 89 Windward Expresses (NB/SB)—Peak period express Routes 85, 85A, 88, 88A and 89 will operate along their current alignments. Routes 88 and 89 will also serve the Civic Center Station via Queen Street to right onto Punchbowl, left onto Pohukaina Street and left onto South Street. x Route 94 Villages of Kapolei Express (EB/WB)—Route 94 will operate along its current alignment until 2019 when it will be replaced with rail service.

Page 22 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project The routes will serve the Downtown Station via five bus stop locations: one located on southbound Bishop Street (farside of Queen Street), two on Queen Street one in each direction, one on northbound Alakea and one on northbound Bishop Street makai of Ala Moana Boulevard. The bus stops mauka of Ala Moana Boulevard are all existing stops. Only the bus positions on north Bishop Street adjacent to the makai station entrance will be new. TheHandi-Van will operate from one designated stop on northbound Bishop Street. 4.1.2 Bus/Rail Integration Features

The bus-rail integration plan for the Downtown Station consists of one phase of bus access that will occur with the full Project opening in 2019. The 18 routes serving the Downtown Station will generate a maximum of 34 bus trips in the peak hour by the year 2030. The routes and their operating characteristics will change in response to how the surrounding land uses in the area develop.

With the service characteristics identified for each route, bus-related facilities can be defined for the station. Table 4-2 identifies the bus routes, the bus stop description and type, and the operational characteristics of the routes, including maximum vehicle size and peak and base period buses per hour for years 2019 through 2030.

The approximate walk distance to the station entrance along with the number of streets that the intending passenger would cross are provided in the table. The table also shows 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. Stops identified with an “S” such as S1 are on-street bus stops. The bus stop type includes the position of the stop, such as nearside (before an intersection) or farside (after passing through an intersection), platooned stop for multiple bus arrivals where buses depart the stop in the order in which they arrive, or single dedicated stop (where only one bus is expected to use the stop at any given time). The term “bus bay” generally refers to either a bus pull-out if an on-street stop or a saw-tooth designed stop within an off-street transit center. The term “linear bus berth” generally refers to a straight curb.

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 23 Honolulu Rail Transit Project April 2014 Table 4-2: Downtown Station Bus Operations in the Years 2019 through 2030 Bus Stop Locations Bus Operational Characteristics Implementation

Page 24 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project Table 4-2: Downtown Station Bus Operations in the Years 2019 through 2030 (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 during Crossed Streets of Number Walk Route EstimatedPassengersNumberof UsingStopsin 2030 MaximumVehicle Size (feet) Peak HourNumberMaximum of Buses BaseBuses PeriodHour per Weekday BusesNumberof PossibleConnection Timed TypicalStop Duration (minutes) Design S4 — 328 Queen Westbound Current nearside (Bishop 415 1 major 4 540 40 5 3 57 No 1 Existing Street Street) on-street linear collector single bus berth S5 3 — Bishop Northbound Nearside (Nimitz 25 None TheHandi- — 26 — — — No 10-15 Station Street Highway) on-street Van Designer single bus berth S6 3 — Bishop Northbound Nearside on-street linear 75 None 57 1,200 60 3 3 38 No 10 DTS Street platooned bus berth 57A 600 40 2 1 19 No 10 Total at 1,800 — 5 5 57 — — bus stop Sources: Bus Stop Locations are recommended per review of station design and expected operational considerations; Bus Operational Characteristics are from the service plans prepared for the Project FEIS (Appendix D) 1. Bus stops S1 through S4 are currently in use. Stop S5 is a new single stop located northbound on Bishop Street, nearside of Nimitz Highway adjacent to the makai station entrance; S6 is a series of two new single stops for 40/45-foot and 60-foot buses. 2. TheHandi-Van will require a dedicated loading zone near the station building to accommodate one vehicle with dwell times of 10-15 minutes. The location has been identified along Bishop Street adjacent to the makai station entrance building. 3. The table does not include accommodation for bicycle parking at the station entrance which is currently projected to be 20 spaces for system opening increasing to 110 by 2030. HART/City parking, taxi loading and private shuttles are accommodated elsewhere within the Aloha Tower complex. 4. Bus stop duration will vary throughout the day; more time will be required in the peak periods when passenger activity is heaviest. Wheelchair operations will add to the typical stop duration time. 5. Walk distance calculations for bus positions S1, S3, S4 do not account for access through Pacific Guardian Center plaza; this calculation is based on access to the station from Nimitz Highway only. Station access through the plaza, which is shorter and more direct, is preferred. 6. Existing bus stop number 1281 (eastbound Aloha Tower Drive) will be removed.

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 25 Honolulu Rail Transit Project April 2014 Figure 4-1: Downtown Station On-street TheBus and TheHandi-Van Layout—2019 to 2030

Page 26 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project Bus Facilities in the Years 2019 to 2030

The recommended features of the 2019/2030 Downtown Station bus/rail integration plan are shown on Figure 4-1 and detailed in Table 4-2. The Downtown Station will include additional facilities for the full Project opening in 2019 impacting bus connections. x Several considerations should be noted relating to the location and features of on-street bus stops at Downtown Station in the years 2019 through 2030: x S1 and S2 are existing linear single berths located on Alakea and Bishop Streets that will be retained with the Project for use by Route 88A (a peak only express route to/from the North Shore) and Route 19 WB from Waikiki. x S3 is an existing linear platooned berth located on Queen Street adjacent to Pacific Guardian Center and the Dillingham Transportation Building. Numerous local routes (4, 6, 55, 56, 65) and peak only express routes (80/82, 85/85A, 88, 89) routes will serve the stop, which provides an important connection between Windward O‘ahu and the rail system. Routes 55, 56, and 65 will be diverted from their current alignments to serve S3, which is within closer walking distance of the Downtown Station mauka entrance than the current stops on Alakea Street north of King. x S4 is an existing linear single berth serving Routes 4 and 6 in the westbound direction. x S6 is a new linear platooned berth providing a crucial linkage between Routes 57 and 57A (to/from Waimanalo and Kailua) and the rail system via the Downtown Station makai entrance. x The existing stop located on Aloha Tower Drive EB (opposite the HECO plant) can be removed with the full Project opening. Routes 55, 56, and 65 will truncate at S3 on Queen Street; Routes 57 and 57A will switch directions on Aloha Tower Drive to serve S6; and Route 88A will truncate at Nimitz Highway and Bishop Street. These changes are intended to reduce bus route mileage while more directly serving the Downtown Station with Windward service. x Concrete pads are recommended for all stops. 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 All single TheBus stops will accommodate a 60-foot vehicle. x The daily number of passengers using the bus stops serving the Downtown Station has been estimated by stop for each route (Table 4-2). The route activity has been split between inbound and outbound stops and rounded. The demand for buses in the vicinity of Downtown Station is significant and transfer volumes between the Downtown Station and local Windward buses may be particularly heavy.

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 27 Honolulu Rail Transit Project April 2014 Considerations for other modes are noted below: x A single on-street TheHandi-Van position adjacent to the makai station entrance (S5). x Bicycle parking divided between the makai and mauka station entrances for at least 20 bicycles near the station entrance with the ability to accommodate up to 110 bicycles. x The location of connecting bus and TheHandi-Van stops or the Downtown Station entrances may not be intuitive to transfer passengers. Therefore, wayfinding signs directing passengers to/from bus stops S1–S6 are recommended.4 Recommended locations for wayfinding signs are shown on Figure 4-1 at the rail station entrance and all bus stop locations. Section 4.4 below provides further discussion of wayfinding and other pedestrian connections at KHSG stations.

4.1.3 Integration of Other Modes

Pedestrian and bicycle access to the station, comprising 2,830 riders or almost 25 percent of the daily access, may require new enhancements such as wayfinding, extra wide sidewalks, and improved crossability of Nimitz Highway at grade. Approximately 85 percent of ridership to the station will originate from areas mauka of the station, and in particular, bus stop S3 on Queen Street. Pedestrians can walk makai along Bishop Street or Alakea Street to access the station (a total distance of approximately 600 feet for either route).

Bus position S6 provides access to the makai Station entrance for Routes 57 and 57A originating from Waimanalo and Kailua. Pedestrians will not need to cross streets to access the makai station entrance. Pedestrians originating from Aloha Tower Marketplace and Irwin Park will cross at existing crosswalks on Bishop Street and Aloha Tower Drive. The Statewide Pedestrian Master Plan calls for the creation of a sidewalk along makai side of Nimitz Highway between Bishop street and Richards street in order to close the gap in the pedestrian path. Due to the frequency of routes and proximity of bus positions S1–S4, wayfinding opportunities at the station entrance will result in improved bus-rail transfers.

Downtown Station is reasonably well connected to proposed and existing bicycle routes, paths, and lanes. Bicycle parking will be divided between the makai and mauka station entrances for at least 20 bicycles near the station entrance with the ability to accommodate up to 110 bicycles as ridership at the station increases.

4 Wayfinding signs should be placed inside the station concourse, at the bus stop, and along on-street walk routes.

Page 28 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project 4.2 Civic Center Station

The Civic Center Station will be located on Halekauwila Street between South and Keawe Streets with a single station entrance on the makai side of Halekauwila Street. The number of bus transfers at Civic Center will be small compared to other stations. At most, 10 buses per hour from four routes will serve Civic Station in 2019 and 2030. Civic Center does provide a relatively important connection between buses serving the Makiki Heights, Lower Punchbowl, and Pacific Heights neighborhoods and the rail system (e.g., via Routes 6 and 15). Along with local routes, the station will also be served by longer distance routes (e.g., Route 52 to the North Shore) and limited express routes to Windward O‘ahu (Routes 88 and 89).

Access modes at the Civic Center Station will be affected by potential land used changes in the station area. The Hawaii Community Development Authority (HCDA) has developed the Draft TOD Overlay Plan that identifies opportunities for TOD and Complete Streets within the Kaka‘ako region. These plans include extensive pedestrian and bicycle accommodations as well as private bus circulators and a streetcar line. Further, the plans identify increased high density residential development, which may increase rail passengers and bike/pedestrian volumes at Civic Center Station. Chapter 5 Mobility and Access of the Draft TOD Overlay Plan provides suggestions for district circulators, such as a streetcar connecting the Downtown central business district with South Street, Auahi Street, Kamakee Street, and Kapiolani Boulevard.

This plan also identifies opportunities for an Ala Moana Shuttle that loops through Downtown, Cook Street, Ward Avenue and along Kapiolani Boulevard to Ala Moana Center. These circulators could remove pressure from routes provided by TheBus in the Kaka‘ako. Ongoing coordination between HART, DTS, and HCDA on multi-modal transit possibilities in the Kaka‘ako district is recommended.

4.2.1 Bus Services

The Civic Center Station is currently served by only one bus route. Route 42 serves northbound South Street with 30-minute peak and off-peak service while also providing corresponding southbound service on Punchbowl Street. Route 6 currently provides two-way service on Queen Street, one large block away from the future station site.

Table 4-3 presents the bus routes that will serve the Civic Center Station area in 2017, 2019, and 2030. The table shows the routes, direction, and maximum number of buses serving the station in the peak hour. The peak hour is defined as the 6:00 AM hour. Bus services increase from two peak hour buses in 2017 to ten in 2019 and 2030.

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 29 Honolulu Rail Transit Project April 2014 Table 4-3: Civic Center Bus Service Changes by Year Maximum Number of Buses Route in the Peak Hour by Year Number Direction 2017 2019 2030 6 Westbound 0 3 3 6 Eastbound 0 3 3 15 Westbound 0 2 2 15 Eastbound 0 2 2 42 Westbound 2 0 0 52 Westbound 0 2 2 88 Northbound 0 1 1 89 Northbound 0 1 1 Totals 2 14 14 Source: Bus operations included in the Project FEIS (Appendix D)

The following describes new bus routes (shown on Figure 3-1 in Section 3.2), how existing routes will change to serve the Civic Center Station and routes that will be replaced with rail service: x Route 6 Pauoa/AMC/MƗnoa (EB/WB)—Route 6 will operate along its current alignment with a minor deviation providing 20-minute peak and off-peak service in each direction. The route will divert from Queen Street at Keawe Street in the westbound direction to Halekauwila to provide direct service to the Civic Center Station returning to Queen Street via South Street. In the eastbound direction, the route will turn on Punchbowl to Halekauwila returning to Queen Street via Keawe Street. x Route 15 (EB/WB)—Route 15 will deviate from its current alignment (via Alapai Transit Center) to serve Civic Center and Kaka‘ako Stations on 30-minute peak and 60-minute off-peak intervals. The route will also be restructured to serve Lower Punchbowl and Pacific Heights on two branches connecting on Halekauwila Street in Kaka‘ako. Service to/from Alapai on Route 15 will no longer be provided in 2019. x Route 42 ‘Ewa Beach/WaikƯNƯ (EB/WB)—Route 42 will operate along its current alignment until 2019 when it will be truncated in Waipahu. Service east of Waipahu Transit Center will be replaced by the rail line. x Route 52 North Shore/Hale‘iwa/Downtown Honolulu/AMC (EB/WB)— Route 52 will operate along its current alignment until 2019 when the alignment will change in downtown Honolulu to provide service along Ala Moana Boulevard. From N. King Street, the route turns right onto Punchbowl and left onto Ala Moana Boulevard onto Pi‘ikoi and Kona Streets to serve Ala Moana Center. The route returns via Ala Moana Boulevard to right onto South Street serving Civic Center Station and left onto N. Beretania Boulevard. The route will continue to provide 30-minute peak and off-peak service.

Page 30 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project x Routes 88 and 89 Windward Expresses (NB/SB)—Peak period express Routes 88 and 89 will operate along their current alignments diverting from the Downtown Station to also serve the Civic Center Station via Queen Street to right onto Punchbowl, left onto Pohukaina Street and left onto South Street. Route 88 provides two AM and three PM trips and Route 89 provides two AM and two PM trips.

The routes will serve the station via three bus stops: one located on westbound Halekauwila Street, one on eastbound Halekauwila Street and one on northbound South Street. Additionally, TheHandi-Van will operate from one designated stop on eastbound Halekauwila Street adjacent to the station entrance.

4.2.2 Bus/Rail Integration Features

The bus/rail integration plan for the Civic Center Station consists of only one phase during the full opening in 2019. However, population and land use changes may affect bus and pedestrian demand at this station.

The four routes serving the Civic Center Station will generate a maximum of 14 bus trips in the peak hour by the year 2030. The routes and their operating characteristics may change in response to how the surrounding land uses in the area change, especially as TOD and other development plans are implemented.

With the service characteristics identified for each route, bus-related facilities can be defined for the station. Table 4-4 identifies 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 the years 2017 and 2019-2030. Increased residential development in Kaka‘ako may require changes in service delivery between 2019 and 2030.

The approximate walk distance to the station entrance along with the number of streets and lanes that passengers would cross are provided in the tables. The tables also show typical dwell time or duration the bus will remain at the stop. The column “Bus Stop” relates to the stop numbers shown on Figure 4-2. Stops identified with an “S” such as S1 are on-street bus stops. Those listed as “TC” are stops located within the transit center. The bus stop type includes the position of the stop, such as nearside (before an intersection) or farside (after passing through an intersection), platooned stop for multiple bus arrivals where buses depart the stop in the order in which they arrive, or single dedicated stop (where only one bus is expected to use the stop at any given time). The term “bus bay” generally refers to either a bus pull-out if an on-street stop or a saw- tooth designed stop within an off-street transit center. The term “linear bus berth” generally refers to a straight curb.

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 31 Honolulu Rail Transit Project April 2014 Table 4-4: Civic Center Station Bus Operations in the Year 2019 through 2030 Bus Stop Locations Bus Operational Characteristics Implementation to Station Station to Hour Number Maximum

Location Direction Type Route Buses Design Bus Stop Bus Stop New ID Stop Existing to Distance Walk Approximate (feet) Station Crossed Streets of Number Walk During EstimatedNumberof PassengersUsing Stop in 2030 MaximumVehicle Size (feet) Peak of BaseBuses PeriodHour per Weekday BusesNumberof PossibleConnection Timed TypicalStop Duration (minutes) S1 3 — South Street Northbound Nearside (Halekauwila Street) 170 None 52 440 60 2 2 36 No 1 DTS on-street single linear bus 88 15 40 1 — 5 No 1 berth 89 5 40 1 — 4 No 1 Total at bus 460 — 4 2 45 — — stop S2 3 — Halekauwila Eastbound Farside (South Street) on- 40 None 6 145 40 3 3 45 No 1 Station designer Street street single linear bus berth 15 60 30 2 1 26 No 1 Total at bus 205 — 5 4 71 — — stop S3 3 — Halekauwila Westbound Nearside (South Street) on- 250 1 local 6 145 40 3 3 46 No 1 Station designer Street street single bus berth street 15 60 30 2 1 26 No 1 Total at bus 205 — 5 4 72 — — stop S4 3 — Halekauwila Eastbound Farside (South Street) on- 35 None TheHandi- — 26 — — — No 10- Station designer Street street single linear bus berth Van 15 Sources: Bus Stop Locations are recommended per review of station design and expected operational considerations; Bus Operational Characteristics are from the service plans prepared for the Project FEIS (Appendix D) 1. Bus stop S1 is a relocated stop on South Street from farside Halekauwila Street to nearside. Moving the stop allows intending passengers to access the station with a shorter walk and no street crossings. Stops S2 and S4 are new stops on Halekauwila. S2 (eastbound) is located farside of the intersection with South Street and S4 (westbound) is located nearside of South Street. 2. TheHandi-Van will require a dedicated loading zone near the station entrance to accommodate one vehicle with dwell times of 10-15 minutes. The recommended position, S3, is located on eastbound Halekauwila Street. This stop is located further Koko Head of S2 providing convenient access to the station entrance. 3. The table does not include accommodation for bicycle parking at the station entrance which is currently projected to be 20 spaces for system opening increasing to 40 by 2030. 4. Existing bus stop number 1111 (northbound South Street farside of Halekauwila) will be removed and replaced with S1.

Page 32 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project Figure 4-2: Civic Center Station On-street TheBus and TheHandi-Van Layout—2019

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 33 Honolulu Rail Transit Project April 2014 Bus Facilities in the Years 2019 to 2030

The recommended bus features of the 2019 to 2030 Civic Center bus/rail integration plan is shown in Table 4-4. Figure 4-2 presents the year 2019 full Project opening are for on-street TheBus and TheHandi-Van requirements identified in Table 4-4. TheBus and TheHandi-Van stops are color coordinated to show which routes are expected to use each stop. For example, stop S2 serving station entrance is shown with purple and turquoise split color. The purple and turquoise colors are identified as Route 6 and Route 15, respectively, in the legend.

Several considerations should be noted relating to the location and features of on-street bus stops in the year 2019. These considerations are: x S1 is a new nearside linear single bus berth requiring accommodation of up to one 60-foot vehicle. The stop will serve Route 52 EB to Ala Moana, Route 88 NB to Kahaluu, and Route 89 EB to Waimanalo. This stop will replace the existing farside stop on South Street in order to provide more direct access to the station. x S2 is a new farside linear bus single bay located adjacent to the station entrance serving Route 6 EB to Manoa Valley and Route 15 EB to Makiki Heights. The stop should have an extended on-street bay/pullout and accommodate up to one 60-foot bus. x The recommended S2/S4 extended bus bay/pullout would also accommodate kiss-and-ride parking/loading and taxis. x S3 is a new nearside linear single bus berth serving Route 6 WB to Pauoa Valley and Route 15 WB to Pacific Heights. Attention should be given to the street crossing between S3 and the station entrances is deserved (a midblock crosswalk located to the rear of the position is recommended). x Concrete pads are recommended for all bus stops. x Bus stop duration will vary throughout the day; more time will be required in the peak periods when passenger activity is heaviest. Wheelchair operations will add to the typical stop duration time. x All single TheBus stops will accommodate a 60-foot vehicle. x The daily number of passengers using the bus stops serving the Civic Center Station has been estimated for both boarding and alighting passengers at the identified bus stop for each route as shown in Table 4-4. The route activity has been split between inbound and outbound bus stops and rounded. Bus demand at Civic Center is expected to be modest . The majority of these passengers are connecting with rail; however, some passengers are connecting with nearby destinations or are transferring between buses. Estimates are based on the 2030 travel forecasting model results, with bus stops identified as nodes in the network.

Page 34 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project Considerations for other modes should be noted as well, including: x A midblock on-street pedestrian crosswalk Koko Head of S4 would allow for pedestrians on the mauka side of Halekauwila Street and passengers boarding and alighting position S3 to cross Halekauwila Street and access the station entrance safely. x The existing stop on South Street on the mauka side of Halekauwila Street provides an opportunity for a kiss-and-ride loading and drop off zone. This stop comes accommodated with a concrete bus pad. x Sufficient space on the makai side of Halekauwila Street allows for a dedicated on-street TheHandi-Van space at S4 adjacent to the station entrance. x Bicycle parking will be provided for at least 20 bicycles near both station entrances with the ability to accommodate up to 40 bicycles in 2030. Bicycle demand may increase as TOD develops in Kaka‘ako. 4.2.3 Integration of Other Modes

Pedestrians and bicyclists comprise over 75 percent of passengers accessing the station, indicating the need for possible bike/ped enhancements in the station area, particularly along South Street and Halekauwila Street. The station has side platforms accessible from a single entrance on the makai side of Halekauwila Street. As shown in Figure 4-2, an additional on-street pedestrian crossing is recommended to provide a safe path for pedestrians to cross from the mauka side of Halekauwila Street to the makai side station entrance.

Initially, parking for 20 bicycles at the station entrance will be needed. Space should be reserved to accommodate additional bike racks as future demand warrants (currently estimated at 40 spaces by 2030). As surrounding property owners develop land around Civic Center Station using TOD concepts that align with the HCDA Draft TOD Overlay Plan, pedestrian and bicycle use of the station may increase.

In addition to bus service and pedestrian/bicycle access, the bus/rail integration plan for Civic Center Station addresses longer-term requirements for other access modes. Table 4-5 summarizes the 2030 site requirements for other modes such as kiss-and-ride and taxis.

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 35 Honolulu Rail Transit Project April 2014 Table 4-5: Civic Center Station Site Requirements in 2030 Vehicle Parking Park-and-Ride 0 Kiss-and-Ride Parking 1 Kiss-and-Ride Loading Zone 1 Other Vehicles Supervisor 1 Taxi 2 Tour Bus 0 Private Shuttle 0 Other Bicycle* 20 / 40 Source: Station Access and Modal Interface Report, 2011. Opening / 2030 4.3 Kaka‘ako Station

Walking and bicycling will be the primary access modes at the Kaka‘ako Station. The station will be located near the southeast corner of Ward Avenue and Queen Street and will be served by two bus routes on Ward Avenue. These include Route 6, which connects Manoa Valley with Pauoa Valley; and Route 15, which serves Makiki Heights, Lower Punchbowl, and Pacific Heights. The station will have side platforms accessible from a single entrance located below the guideway with stairs and elevators connecting to each platform. The main entrance will open to a large plaza adjacent to Ward Avenue. The station plaza could be integrated with a redevelopment of the Ward Gateway Shopping Center (i.e., the existing Ross and Sports Authority stores ) that includes a small off- street multi-modal transit center with bus loop.5

Kaka‘ako Station lies within the borders of the State-regulated Honolulu Community Development Authority (HCDA) Kaka‘ako District, a 600-acre area bounded by Piikoi, King, Punchbowl Streets and Ala Moana Boulevard . The station is a centerpiece of HCDA’s TOD Overlay Plan, which calls for increased mixed-use and higher density development in the areas surrounding the station in addition to internal transit options such as streetcars and circulator shuttles. Pedestrian and bicycle access to the station will very likely increase with the growth of transit-oriented residential and retail developments in the Kakaދako station area.

5 A bus loop using land located makai of the station site could be used relieve bus traffic at Ala Moana Center and Alapai.

Page 36 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project 4.3.1 Bus Services

Table 4-6 shows Route 6 is the only route currently identified to serve the Kaka‘ako Station area in 2017, 2019 and 2030. Route 6 provides 20-minute peak and off-peak service in both directions.

Table 4-6: Kaka‘ako Bus Service Changes by Year Maximum Number of Buses Route in the Peak Hour by Year Number Direction 2017 2019 2030 6 Westbound 3 3 3 6 Eastbound 3 3 3 15 Westbound 0 2 2 15 Eastbound 0 2 2 Totals 6 10 10 Source: Bus operations included in the Project FEIS (Appendix D)

x Route 6 Pauoa/AMC/MƗnoa (EB/WB)—Route 6 will operate its current alignment with a minor deviation, It will provide 20-minute peak and off-peak service in each direction. The route will divert from Queen Street at Keawe Street in the westbound direction to Halekauwila to provide direct service to the Civic Center Station before returning to Queen Street via South Street. In the eastbound direction, the route will turn on Punchbowl to Halekauwila returning to Queen Street via Keawe Street. x Route 15 (EB/WB)—Route 15 will deviate from its current alignment (via Alapai Transit Center) to serve Civic Center Station and Kaka‘ako Station on 30-minute peak and 60-minute off-peak intervals. The route will also be restructured to serve Lower Punchbowl and Pacific Heights on two branches connecting on Halekauwila Street in Kaka‘ako. Service to/from Alapai on Route 15 will no longer be provided in 2019. x Both Route 6 and Route 15 will serve the station from bus stops on Ward Avenue. TheHandi-Van will have a dedicated space in an off-street location near the station entrance to be determined.

4.3.2 Bus/Rail Integration Features

The bus/rail integration plan for the Kaka‘ako Station consists of one phase during the 2019 full opening, but existing (2014) bus positions and routes will remain in place for the full opening. Only Route 6 and Route 15 will serve Kaka‘ako Station and will generate a maximum of five buses per hour per direction for a total of ten buses per hour.

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 37 Honolulu Rail Transit Project April 2014 With the service characteristics identified for each route, bus-related facilities can be defined for the station. Table 4-7 identifies 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 2019 to 2030. Due to the pending development in the surrounding area, there may be changes in bus service delivery between 2019 and 2030.

The approximate walk distance to the station entrance along with the number of streets and lanes that the intending passenger would cross are provided in the tables. The number of lanes crossed includes those within the transit center intending passengers will need to cross to access the station entrance. The tables also show typical dwell time or duration the bus will remain at the stop.

The column “Bus Stop” in Table 4-7 relates to the stop numbers shown on Figure 4-3. Stops identified with an “S” such as S1 are on-street bus stops. The bus stop type includes the position of the stop, such as nearside (before an intersection) or farside (after passing through an intersection), platooned stop for multiple bus arrivals where buses depart the stop in the order in which they arrive, or single dedicated stop (where only one bus is expected to use the stop at any given time). The term “bus bay” generally refers to either a bus pull-out if an on-street stop or a saw-tooth designed stop within an off-street transit center. The term “linear bus berth” generally refers to a straight curb.

Bus Facilities in the Years 2019 to 2030

The recommended bus features of the 2019 to 2030 Kaka‘ako Station bus/rail integration plan are shown and detailed in Table 4-7. Figure 4-3 presents the year 2019 full Project opening for on-street TheBus and TheHandi-Van requirements identified in Table 4-7. TheBus and TheHandi-Van stops are color coordinated to show which routes are expected to use each stop. For example, stop S1 serving station entrance plaza is shown with purple and turquoise split color. The purple and turquoise colors are identified as Route 6 and Route 15, respectively, in the legend.

Several considerations should be noted relating to the location and features of on-street bus stops in the year 2019. These considerations are: x S1 is an existing farisde linear single bus berth requiring accommodation of up to one 60-foot vehicle. The stop, which is located adjacent to the station entrance, will serve Route 6 WB to Pauoa Valley and Route 15 EB to Makiki Heights. x S2 is an existing nearside linear single bus berth requiring accommodation of up to one 60-foot vehicle. The stop, which is located opposite the station entrance, will serve Route 6 EB to Manoa Valley and Route 15WB to Pacific Heights. A new crosswalk across Ward Avenue linking S2 with the station entrance is recommended (the current makai-only crosswalk would be indirect).

Page 38 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project Table 4-7: Kaka‘ako Station Bus Operations in the Years 2019 to 2030 Bus Stop Locations Bus Operational Characteristics Implementation ed During During ed Hour MaximumHourNumber of Location Direction Type Route Design Bus Stop Bus Stop New ID Stop Existing to Distance Walk Approximate (feet) Station Cross Streets of Number Station to Walk EstimatedNumberPassengers of UsingStopin 2030 MaximumVehicle Size (feet) Peak Buses BaseBuses PeriodHour per Weekday NumberBusesof PossibleConnection Timed TypicalStop Duration (minutes) S1 — 767 Ward Northbound Current nearside 320 None 6 310 40 3 3 46 No 1 Existing Avenue (Halekauwila Street) on- 15 50 30 2 1 26 No 1 street single linear bus berth Total at 360 — 5 4 72 — — bus stop S2 — 844 Ward Southboun Current farside 470 1 arterial 6 310 40 3 3 45 No 1 Existing Avenue d (Halekauwila Street) on- with added 15 50 30 2 1 26 No 1 street single linear bus crosswalk berth Total at 360 — 5 4 71 — — bus stop S3 3 — Parking Lot -- Off-street single linear bus 160 None TheHandi- — 26 — — — No 10- HART Area berth Van 15 Sources: Bus Stop Locations are recommended per review of station design and expected operational considerations; Bus Operational Characteristics are from the service plans prepared for the Project FEIS (Appendix D) 1. Positions S1 and S2 are currently used bus stops and no changes are required. It is recommended that a crosswalk be added to the mauka leg of the intersection of Ward Avenue and Halekauwila. If the crosswalk is not added, the walk distance increases to 620 feet and intending passengers will need to cross 1 local street and 1 arterial street. 2. TheHandi-Van will require a dedicated loading zone near the station entrance to accommodate one vehicle with dwell times of 10-15 minutes. The described position, S3, is located off-street near the vehicle turnaround by the entrance plaza. A straight curb is required for TheHandi-Van to deploy the lift. 3. The table does not include accommodation for bicycle parking at the station entrance which is currently projected to be 20 spaces for system opening increasing to 30 by 2030. HART/City parking and private shuttles are not accommodated at this station. Kiss-and-ride loading is suggested mauka of the S1 bus stop, nearside of Laneway Street. 4. Bus stop duration will vary throughout the day; more time will be required in the peak periods when passenger activity is heaviest. Wheelchair operations will add to the typical stop duration.

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 39 Honolulu Rail Transit Project April 2014 Figure 4-3: Kaka‘ako Station On-street TheBus and TheHandi-Van Layout—2019 through 2030

Page 40 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project x Concrete pads are recommended for all bus stops. x Bus stop duration will vary throughout the day; more time will be required in the peak periods when passenger activity is heaviest. Wheelchair operations will add to the typical stop duration time. x All single TheBus stops will accommodate a 60-foot vehicle. x The daily number of passengers using the bus stops serving the Civic Center Station has been estimated for both boarding and alighting passengers at the identified bus stop for each route as shown in Table 4-7. The route activity has been split between inbound and outbound bus stops and rounded. Bus demand at Kaka‘ako is expected to be modest. The majority of these passengers are connecting with rail; however, some passengers are connecting with nearby destinations or are transferring between buses. Estimates are based on the 2030 travel forecasting model results, with bus stops identified as nodes in the network.

Considerations for other modes should be noted as well, including: x A new mauka-side crosswalk at the intersection of Ward Avenue and Halekauwila Street. x Accommodation for TheHandi-Van preferably off-street in the station access driveway, or on-street at S3 x Accommodation for kiss-and-ride parking and loading off-street either on or adjacent to the station site (could be integrated with a off-street bus transit center that could be developed in the future). x Bicycle parking will be provided for at least 20 bicycles near both station entrances with the ability to accommodate up to 30 bicycles in 2030. Bicycle demand may increase as TOD develops in Kaka‘ako. 4.3.3 Integration of Other Modes

Pedestrians and bicyclists accessing the station will comprise approximately 2,650 trips or 80 percent of total daily demand. Many of these pedestrians may be coming from nearby apartment buildings and shopping areas, such as Ward Center. Improvements to existing sidewalks and a new crosswalk on the mauka side of Halekauwila Street on Ward Avenue are necessary to accommodate pedestrian and bicycle access. Bike racks will be provided at the station entrance and space should be preserved for future demand as needed.

As indicated by Table 4-8, Kaka‘ako Station will provide accommodation for kiss- and-ride parking and loading and unloading. Due to the high ridership at Ala Moana Center Station, Kaka‘ako Station may experience increased demand for kiss-and-ride loading and unloading due to its accessibility in comparison to Ala Moana Center Station.

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 41 Honolulu Rail Transit Project April 2014 Table 4-8: Kaka‘ako Station Site Requirements in 2030 Vehicle Parking Park-and-Ride 0 Kiss-and-Ride Parking 1 Kiss-and-Ride Loading Zone 1 Other Vehicles Supervisor 0 Taxi 0 Tour Bus 0 Private Shuttle 1 Other Bicycle 20 / 30 Source: Station Access and Modal Interface Report, 2011. 4.4 Pedestrian Connections at KSG Stations

Although the siting of on-street bus stops is not included in the Project Compendium of Design Criteria, a key objective of the bus/rail integration plans is to locate on-street bus stops as close as possible to station entrances. Note that bus stops for high-ridership routes are generally placed closer to station entrances than lower-ridership routes. At some KSG stations, however, the walk distances between on-street bus stops and the station entrance could be up to 450 feet. These distances could result in some uncertainty on the part of riders those transferring from trains to buses.

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

Page 42 Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group April 2014 Honolulu Rail Transit Project Potential guidance for a wayfinding system can be drawn from other systems with a strong bus/rail interface. Figure 4-4 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.

Project signage design, while limited to the Figure 4-4: Wayfinding station right-of-way, can provide important Example at an LRT Stop information on the location of bus stops and (Portland, Oregon) connecting routes in station areas. Wayfinding signage beyond the station right-of-way will need to be coordinated with DTS and other interested parties.

Draft Bus/Rail Integration Plan for the Kaka‘ako Station Group Page 43 Honolulu Rail Transit Project April 2014

Appendix A Compendium of Design Criteria

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