Bus/Rail Integration Plan for the Airport Station GroupFinal
Prepared for: Honolulu Authority for Rapid Transportation
Final Bus/Rail Integration Plan for the Airport Station Group Page
i
Table of Contents 1
Introduction...........................................................................................................
1
2 Bus/Rail Integration Plan Overview for the Airport Station
Group........................ 6 2.1 Factors Affecting the ASG
Bus/Rail Integration Plan ................................. 6 2.2
Characteristics of ASG Station Areas
........................................................ 8
3 Bus Network Serving ASG Stations
....................................................................
11 3.1 Current Bus Network in ASG Station Areas
............................................. 11 3.2 Planned Bus
Network in ASG Station Areas
............................................ 12 3.3 Bus Route
Changes from FEIS
................................................................
19
4 Recommended Bus Facilities at ASG Stations
................................................. 22 4.1 Pearl
Harbor Naval Base Station
.............................................................
22
4.1.1 Bus Services
.............................................................................
22 4.1.2 Operational Considerations
...................................................... 26 4.1.3
Bus/Rail Integration Features
................................................... 26 4.1.4
Integration of Other Modes
....................................................... 29
4.2 Honolulu International Airport Station
...................................................... 30 4.2.1 Bus
Services
.............................................................................
31 4.2.2 Operational Considerations
...................................................... 33 4.2.3
Bus/Rail Integration Features
................................................... 33 4.2.4
Integration of Other Modes
....................................................... 36
4.3 Lagoon Drive Station
...............................................................................
38 4.3.1 Bus Services
.............................................................................
38 4.3.2 Bus/Rail Integration Features
................................................... 41 4.3.3
Integration of Other Modes
....................................................... 44 4.3.4
Bus Services
.............................................................................
45 4.3.5 Operational Considerations
...................................................... 52 4.3.6
Bus/Rail Integration Features
................................................... 52 4.3.7
Integration of Other Modes
....................................................... 54
4.4 Pedestrian Connections at ASG Stations
................................................ 54
Appendix
Figures
Figure 2-1: Ala ‘Auana Street Realignment for Planned Consolidated
Rental Car
Facility........................................................................................................
9
Figure 3-1: 2030 Bus Network Serving ASG Stations
................................................... 13 Figure 3-2:
2030 Bus Network Serving Kalihi and Downtown out of Middle
Street
Transit Center
..........................................................................................
14 Figure 4-1: Pearl Harbor Naval Base Station On-street TheBus and
TheHandi-
Van Layout—2019-2030
..........................................................................
24 Figure 4-2: Honolulu International Airport On- street TheBus and
TheHandi-Van
Layout—2019-2030
.................................................................................
35 Figure 4-3: Above-Grade Pedestrian Connections between
Honolulu
International Airport Station and Terminals
.............................................. 39 Figure 4-4:
Lagoon Drive On-street TheBus and TheHandi-Van Layout—2019-
2030.........................................................................................................
42 Figure 4-5: Middle Street Transit Center Station On-street
TheBus and
TheHandi-Van Layout—2019-2030
......................................................... 47 Figure
4-6: Wayfinding Example at an LRT Stop (Portland, Oregon)
............................ 55
Tables
Table 2-1: 2030 Summary of Passenger Volumes at Bus Stops by
Station Location
.....................................................................................................
7
Table 2-2: Daily Demand by Mode of Access at Airport Station Group
Stations ............. 7 Table 3-1: Phasing of Bus Service in the
ASG ..............................................................
15 Table 3-2: Characteristics of Bus Routes Serving the ASG in 2030
.............................. 15 Table 3-3: 2030 Expected Bus
Route Changes Compared to FEIS Appendix D .......... 20 Table 4-1:
Pearl Harbor Naval Base Station Bus Service Changes by Year
................. 23 Table 4-2: Pearl Harbor Naval Base Station Bus
Operations in the Years 2019-
2030.........................................................................................................
28 Table 4-3: Honolulu International Airport Station Bus Service
Changes by Year .......... 31 Table 4-4: Honolulu International
Airport Station Bus Operations in the Years
2019-2030................................................................................................
34 Table 4-5: Lagoon Drive Bus Service Changes by Year
............................................... 40 Table 4-6:
Lagoon Drive Station Bus Operations in the Year 2019-2030
...................... 43 Table 4-7: Middle Street Bus Service
Changes by Year ............................................... 46
Table 4-8 Middle Street Transit Center Station Bus Operations in
the Years
2019-2030................................................................................................
48
Page ii Final Bus/Rail Integration Plan for the Airport Station
Group April 2014 Honolulu Rail Transit Project
Acronyms and Abbreviations ADA Americans with Disabilities Act ASG
Airport Station Group DHHL Department of Hawaiian Home Lands DPP
Department of Planning and Permitting, City and County of Honolulu
DTS Department of Transportation Services, City and County of
Honolulu EB eastbound ‘Ewa toward the west FEIS Final Environmental
Impact Statement GEC General Engineering Consultant HART Honolulu
Authority for Rapid Transportation JBPHH Joint Base Pearl
Harbor-Hickam Koko Head toward Diamond Head makai toward the sea
Mauka toward the mountains MIC Middle Street Intermodal Center NB
northbound NEX Naval Exchange Service ORTP O‘ahu Regional
Transportation Plan OTS O‘ahu Transit Services PHNB Pearl Harbor
Naval Base Project Honolulu Rail Transit Project SB southbound TOD
transit-oriented development UH University of Hawai i WB
westbound
Final Bus/Rail Integration Plan for the Airport Station Group Page
iii Honolulu Rail Transit Project April 2014
1 Introduction 1.1 Background
The Honolulu Rail Transit Project (Project) involves a 20-mile rail
line located between East Kapolei and Ala Moana Center with a total
of 21 stations. The Honolulu Authority for Rapid Transportation
(HART) of the City and County of Honolulu is responsible for the
design, construction, and operations of the Project. Bus will play
a very important role in the transit system. The Project travel
demand forecasting model indicates that, at some rail stations,
more than 70 percent of the total daily rail riders will be
connecting to or from buses.
While the June 2010 Final Environmental Impact Statement (FEIS)
provided general bus requirements at each station, more detailed
bus/rail integration plans will help guide final design and define
on-street bus facility needs at each rail station. This bus/rail
integration plan will provide station designers, public agencies,
and other interested parties with guidance on the location of bus
stops (both on- and off-street) near each rail station. Seamless
integration of bus and rail service will help maximize the
project’s ability to meet its goals and objectives.
1.2 Purpose of Bus/Rail Integration Plans Bus/rail integration
plans are being prepared for each station design group— West O‘ahu,
Farrington Highway, Kamehameha Highway, Airport, Dillingham, and
Kaka‘ako—plus a separate plan of Ala Moana Center Station. These
integration plans are intended to provide information on bus
access, including on- and off-street facilities as well as service
characteristics of routes serving the stations. Key information
items include:
Delineation of on- and off-street bus facilities in each station
area, including types of stops (e.g., single or multiple bus
capacity)
Guidance and background information to HART, the Department of
Transportation Services (DTS) of the City and County of Honolulu,
and other interested parties for development and coordination of
on-street stops
Guidance to DTS and O‘ahu Transit Services (OTS) for operations
planning of bus routes that will be serving Project stations
1.3 Basis for Bus/Rail Integration Plans Key steps for preparing
bus/rail integration plans include the following:
Confirm the bus service plans serving each rail station, including
operations which reflect the roadway systems that are expected to
be in place during each phase of Project implementation. These bus
service plans were initially
Final Bus/Rail Integration Plan for the Airport Station Group Page
1 Honolulu Rail Transit Project April 2014
developed and refined as part of the Project Final EIS, and provide
a major basis for each bus/rail integration plan.
Review information from the Station Access and Modal Interface
Report (August 2011), which provided recommendations for phasing of
bus/rail integration elements and other items.
Prepare base maps showing the road network in station areas and the
location of station entrances, bicycle parking, and, for some
stations, park- and-ride facilities.
Develop tables showing volumes of buses by route during peak-demand
periods at each station, including volumes under each Project
phase.
Identify bus facilities based on future bus and roadway networks in
each station area as well as estimated bus and passenger
volumes.
Confirm bicycle parking facilities at each station; initial
estimates are identified in the Station Access and Modal Interface
Report (August 2011).
Review bus/rail facilities with general engineering contract (GEC)
designers prior to submittal of bus/rail integration plans for HART
review.
Review bus/rail facilities and service assumptions with HART and
DTS prior to submittal of bus/rail integration plans.
1.4 Contents of Bus/Rail Integration Plans The information in this
report addresses bus/rail integration items through 2030.
Recommendations are presented for Project implementation in 2019
and beyond.
The focus of the bus/rail integration plans for each station is a
set of recom- mended bus-related facilities as well as facilities
to serve other modes. The integration plans also provide supporting
information for these facilities, including expected route-specific
bus volumes at each station. The following items are included in
each bus/rail integration plan:
Location of bus stops at each station, both on-street and, in some
cases, at off-street transit centers
Assignment of bus routes to reflect the alignments and passenger
volumes of each route serving project stations routings and
passenger volumes of each route, serving Project stations as well
as characteristics of roadway facilities
Size and operational characteristics of bus stops that reflect the
types of buses that are expected to be assigned to routes serving
Project stations
Location of stops for TheHandi-Van vehicles
Page 2 Final Bus/Rail Integration Plan for the Airport Station
Group April 2014 Honolulu Rail Transit Project
Locations in station areas for wayfinding signage to provide
directions for those riders transferring between bus and rail
Location and number of spaces for bicycle parking
The above items relating to bus/rail integration were defined in a
manner that will maximize passenger convenience as much as
possible, including distances between bus stops and station
entrances. The location and design characteristics of bus stops and
connections between these stops and station entrances will need to
comply with requirements of the Americans with Disabilities Act
(ADA).
1.5 Monitoring of Factors Affecting Bus/Rail Integration Plans Bus
facility needs at rail stations reflect several factors, such as
travel demand forecasts, roadway and land use plans, relevant
policies, and any special circumstances, including how access will
be affected by changing land use and related roadway networks in
station areas. Any updates to the project travel forecasting model
may affect estimates for demand for transit and related access mode
splits (i.e., the percent of daily demand reaching Project stations
by walk/bike, bus, park-and-ride, or kiss-and-ride). Any changes in
user demand at the stations, as well as changes in access mode
split, may affect the estimates for bus facility needs; ultimately,
this depends on how great the changes are from the previous
forecast.
HART will also monitor changes to transit-oriented development,
land use and street networks in station areas, including
amendments, revisions, and updates to transit-oriented development
(TOD) and other master plans for communities located in these areas
as they pertain to bus/rail integration and Project facility
needs.
1.6 Direction for Planning and Design of Bus Intermodal Facilities
There are several considerations that guide planning and design
features for bus facilities at Project stations. This direction
includes guidance provided in Chapter 6, Section 2 and Section 4 of
the Compendium of Design Criteria for the Project. Appendix A of
this report includes text from these sections.
Final Bus/Rail Integration Plan for the Airport Station Group Page
3 Honolulu Rail Transit Project April 2014
Other key considerations affecting bus and other access modes to
Project station include:
Street crossings should be as minimal as possible for on-street bus
stops.
Bus stops located at both on- and off-street facilities will be
sited based upon estimated route-specific ridership levels—routes
with higher rider demand will have stops that are as close as
possible to station entrances.
Characteristics of bus stops located at both on- and off-street
facilities will be based upon operating features of routes and
buses serving them:
Platooned stops accommodate multiple bus arrivals where buses
depart the stop in the order in which they arrive.
Timed1 arrival stops with sufficient room to allow arriving buses
to maneu- ver around vehicles that are already stopped.
Single dedicated stops where only one bus is expected to use the
stop at any given time.
Layover stops to accommodate buses that terminate at or nearby the
rail station but not in a stop being used for passenger
loading.
Stop lengths to recognize various sizes of buses: 30-foot, 35-foot,
40-foot, 45-foot, and 60-foot (the bus operating plans for each
station identify maximum bus sizes for each route).
Any design and construction associated with on-street bus stops,
including installation of concrete bus pads, will be under a
separate contract from the current (October 2013) contracts for
modular station design.
1.7 Direction for Planning and Design of Non-Bus Intermodal
Facilities There are several considerations that guide planning and
design features for other access facilities at Project stations.
This direction includes access mode elements as provided in Chapter
6, Section 4 of the Compendium of Design Criteria for the Project.
Appendix A of this report includes text from these sections. This
direction applies to all stations and will be recognized in the
bus/rail integration plans for each station design group. The
Compendium of Design Criteria establishes consistent engineering
direction based upon the most recent applicable codes and
standards.
1 Timed bus routes involve operations that are scheduled to depart
simultaneously. To achieve these coordinated departures, the
affected bus routes have to wait for the arrival of other routes.
This need requires bus stop facilities to have sufficient capacity
to meet these coordination needs.
Page 4 Final Bus/Rail Integration Plan for the Airport Station
Group April 2014 Honolulu Rail Transit Project
Other key considerations affecting other access modes to Project
stations include:
If possible, space for TheHandi-Van should be provided at an
off-street facility even if TheBus access is provided only at
on-street stops. For AMC Station, limitations regarding off-street
parking availability results in TheHandi-Van spaces being provided
on-street.
The Station Access and Modal Interface Report includes information
on bicycle parking at Project stations. As a general guide, the
bicycle parking should provide a minimum of one percent of total
daily demand at a rail station or 20 spaces, whichever is greater,
over the long-term (2030). For the Project opening in 2019, a
minimum of 20 spaces should be provided.
Parking areas for bicycles should be as close as possible to
station entrance(s) and overflow areas should be identified
whenever additional space is available.
Final Bus/Rail Integration Plan for the Airport Station Group Page
5 Honolulu Rail Transit Project April 2014
2 Bus/Rail Integration Plan Overview for the Airport Station
Group
The recommended bus facilities at each station in the Airport
Station Group (ASG) reflect the planned bus network that will
support the Project. Charac- teristics of this bus network have
been incorporated in the travel forecasting model used in the FEIS
for the Project. In the bus/rail integration report for ASG,
information on the bus network is provided for 2030. To reflect
Project phasing and other factors affecting service implementation,
however, bus route information is also presented for other time
horizons: 2017 (interim Project opening between East Kapolei and
Aloha Stadium) and 2019 (the full Project opening year with the
full system between East Kapolei and Ala Moana).
2.1 Factors Affecting the ASG Bus/Rail Integration Plan There are
several factors which affect the recommended bus-related facilities
for ASG stations. For example, the plans reflect previous efforts
at estimating potential access needs at Project stations. The
Station Access and Modal Interface Report identified key
access-related characteristics of station areas, including the
following:
Scale and type of current and potential future land use
patterns
Current and future non-motorized access features, such as sidewalk
conditions and bicycle paths and lanes
Natural and human-produced site constraints, as well as other
barriers to station access
Bus routes, including future service connecting to rail stations
and estimated passenger volumes at bus stops where passengers will
transfer between bus and rail (Table 2-1).
Estimated breakdown of daily station demand by mode of access was
identified in the travel demand forecasting model. The results of
the travel demand forecasting model provided major direction for
determining bus and other access requirements at stations. Some bus
passengers are connecting with rail; however, others are traveling
to nearby destinations or are transferring between buses to
complete their trip. Reviewing the combined passenger volumes for
each bus stop assists in identifying needed bus stop
characteristics and amenities.
Travel forecasting model results provide direction for determining
bus and other access requirements at ASG stations. Table 2-2
provides an overview of estimated daily demand at ASG stations in
2030. The travel forecasts indicate that buses will be the dominant
access mode at Lagoon Drive and Middle Street Transit Center
stations. Bus will be the second highest access mode after
Page 6 Final Bus/Rail Integration Plan for the Airport Station
Group April 2014 Honolulu Rail Transit Project
Walk/Bike at Pearl Harbor Naval Base and Honolulu International
Airport stations. Bus access to the Pearl Harbor Naval Base Station
will be 47 percent while access to Honolulu International Airport
Station will be 46 percent.
Table 2-1: 2030 Summary of Passenger Volumes at Bus Stops by
Station Location
Route
Number of Passengers Boarding and Alighting Bus Stops by Station
Pearl Harbor Naval
Base Honolulu
Center A — — — 600 1 — — — 235 2 — — — 2,100 19 — 1,200 — —
31X — — 2,800 — 40 600 — — 860 52 — — — 130
301 — — — 230 302 — — — 750 303 — — — 925 305 — — — 30 306 — — 250
30 311 — 2,000 — — 313 1,500 — — — 314 700 — — —
Totals 2,800 3,200 3,050 5,890
Source: Travel Forecasting Model
Table 2-2: Daily Demand by Mode of Access at Airport Station Group
Stations
Station Total Daily
Demand Share
Total Pearl Harbor Naval Base
5,440 2,530 47% 0 0% 2,750 51% 130 2% 30 1%
Honolulu International Airport
6,320 2,910 46% 40 1% 3,360 53% 40 1% 10 0.2%
Lagoon Drive 3,050 2,230 73% 0 0 700 23% 100 3% 20 1% Middle Street
Transit Center
2,810 2,320 83% 0 0 320 11% 140 5% 30 1%
Source: Travel Forecasting Model
Final Bus/Rail Integration Plan for the Airport Station Group Page
7 Honolulu Rail Transit Project April 2014
Walk and bike will be the dominant access mode at Pearl Harbor
Naval Base Station and Honolulu International Airport Station with
51 percent and 53 percent of total daily demand, respectively. At
Lagoon Drive Station and Middle Street Transit Center Station, bus
will be the dominant access mode with 73 percent and 83 percent
share of daily demand, respectively.
The “Other” access mode shows the estimated number of rail
passengers who may park their vehicles near the station, either
using on-street spaces or in off- street lots which are not
associated with the Project. Small percentages of “Other” access
are estimated for the ASG stations.
Facilities identified in the integration plan for the ASG will also
support transfers between bus routes. Transfers between bus routes
are easily accommodated at the Middle Street Transit Center.
The bus/rail integration plans reflect the Final EIS preliminary
engineering, current (summer 2013) station design efforts, and best
estimates of capacity needs for bus service and other access modes.
These integration plans will be updated as necessary.
2.2 Characteristics of ASG Station Areas The Pearl Harbor Naval
Base Station will be located on Kamehameha Highway near the
intersection of Radford Drive and Makalapa Road at the entrance to
the Naval Base (Makalapa Gate). The single station entrance is
located on the mauka side of Kamehameha Highway and Koko Head of
Radford Drive. The surrounding land area is characterized by
military-owned land, with employment sites on the Naval Base and
residential communities on either side of Kamehameha Highway. Due
to the extent of military owned property, land use in the area is
not expected to change significantly.
The Honolulu International Airport Station will be located roughly
mauka and between the International Parking Garage and the Overseas
Terminal Parking Garage of Honolulu International Airport. The
nearest roadway intersection is Ala ‘Auana Street and Ala Ona‘ona
Street. The station is located makai and Koko Head of this
intersection on what is currently an economy parking lot. Station
entrances are located at ground level on the mauka and makai sides
of the platform area, and above grade on the makai side to provide
access to the airport parking garages and terminals via elevated
walkways.
As part of the Proposed Airport Modernization Program, Ala ‘Auana
Street will be realigned and reconfigured as a one-way pair to
promote more efficient vehicular access to/from the planned
consolidated rental car facility (CONRAC). This facility will be
located Koko Head of the station between the Overseas Terminal
Parking Garage and Paiea Street; Figure 2-1 shows the planned
realignment. The walk distance from the rail station to the
Overseas Terminal elevators is somewhat shorter than the distance
between the station and Interisland Terminal
Page 8 Final Bus/Rail Integration Plan for the Airport Station
Group April 2014 Honolulu Rail Transit Project
(approximately 900 feet and 950 feet respectively). The Honolulu
International Airport Station will attract a mix of airport-related
trips and local trips originating in the residential areas of Salt
Lake located approximately one mile mauka of the station.
The Lagoon Drive Station will be located at the intersection of
Lagoon Drive and Ualena Street/Waiwai Loop, and like the Honolulu
International Airport Station, will serve the Salt Lake
neighborhood with frequent feeder bus service. There will be two
station entrances serving the ‘Ewa and Koko Head-bound platforms on
the makai and mauka sides of Ualena Street facing Lagoon Drive.
There is no concourse at this station. The surrounding area
contains mostly light industrial and airport service-related land
uses. Much of the nearby property is City or State owned (for
example, Ke‘ehi Lagoon Park and Honolulu International Airport) and
is not expected to change substantially in the future.
Source: HDOT. Traffic Impact Analysis for EA for Proposed Airport
Modernization Program. Revised December 12, 2012.
Figure 2-1: Ala ‘Auana Street Realignment for Planned Consolidated
Rental Car Facility
Final Bus/Rail Integration Plan for the Airport Station Group Page
9 Honolulu Rail Transit Project April 2014
Middle Street Transit Center Station, to be located on Kamehameha
Highway with a connection to the Middle Street Intermodal Center
(MIC), will straddle over Kalihi Stream. There will be one station
entrance located on the mauka side of Kamehameha Highway at the
makai end of the existing MIC. However, an emergency exit on the
makai side may provide an opportunity for a future station entrance
on the First Hawaiian Bank property.
In addition to TheBus headquarters and yard, the station area is
dominated by light industrial and commercial land uses with some
vacant lots. The adjacent MIC will serve a large number of bus
transfers—approximately 2,300 daily—with many of these trips
originating in Kalihi-Palama, Moanalua, and Kalihi Valley.
Page 10 Final Bus/Rail Integration Plan for the Airport Station
Group April 2014 Honolulu Rail Transit Project
3 Bus Network Serving ASG Stations This section describes both the
current and planned bus route networks serving the ASG. All four
stations in the ASG have few residential units within their one-
half mile radii, which makes dependence on feeder buses
significant. The majority of surrounding land uses consist of
military bases along with housing, cargo and other airport-related
uses, commercial businesses, and light and heavy industry.
3.1 Current Bus Network in ASG Station Areas Current bus services
operating within a one-half mile radii of the Pearl Harbor Naval
Base, Honolulu International Airport, Lagoon Drive, and Middle
Street Transit Center stations include one rapid bus route, one
urban feeder, and seven trunk routes. These routes operate on
Kamehameha Highway, Radford Drive, and local streets on- and
off-base. The rapid bus, Route A, serves Radford Drive and
Kamehameha Highway before continuing on to Middle Street via H-1 in
the inbound direction.
The seven trunk routes include three classified as urban routes:
Routes 9, 19 and 20 and four classified as suburban, Routes 11, 40,
42 and 62. These routes, which provide all day service, originate
in Waipahu, Wahiawa, Waianae, Aiea, ‘Ewa Beach, Waik and Kaimuk .
The trunk routes provide local stop service along the Kamehameha
Highway/Nimitz Highway corridor. Route 31X connects the Airport
with Tripler Medical Center via the Middle Street Transit
Center.
In the Pearl Harbor Naval Base (PHNB) station area there are six
commuter express routes (PH1–PH6) that provide six AM and six PM
trips, combined, to Joint Base Pearl Harbor-Hickam (JBPHH). These
routes are within one-half mile of the PHNB station area; however,
military identification is required to enter the base.
Three trunk routes directly serve the Honolulu International
Airport (Routes 19, 20 and 31X). The other routes serve the Airport
via Kamehameha Highway. Lagoon Drive Station is not served by
existing bus service; the nearest service is located on Nimitz
Highway approximately 800 feet mauka of the station.
The fourth station in the ASG is Middle Street Transit Center. The
Middle Street Transit Center station area includes the MIC, a hub
facility which is currently served by peak period express, rapid
bus, urban trunk, urban feeder, suburban trunk routes,
TheHandi-Van, and the VA Courtesy Shuttle to Tripler Army Medical
Center. Fifteen routes serve either the MIC or nearby Kamehameha
Highway.
Final Bus/Rail Integration Plan for the Airport Station Group Page
11 Honolulu Rail Transit Project April 2014
3.2 Planned Bus Network in ASG Station Areas All ASG stations are
scheduled to be operational in 2019, when the rail system to Ala
Moana Center is scheduled to open. Changes to current routes will
be accomplished to support the 2019 opening.
The planned bus network identifies service features, including bus
access at stations for the year 2030, the planning horizon year in
the Project FEIS. Figure 3-1 shows the bus network that will serve
the ASG area (Pearl Harbor, Salt Lake, Moanalua, and Airport
communities) in 2030. Buses serving Kalihi from the Middle Street
Transit Center Station are shown in Figure 3-2. The volume of
peak-hour bus trips at each Project station reflects the estimated
demand for bus service as identified in the travel demand model.
Design characteristics of bus facilities at the stations also
reflect the 2030 bus network. Further information on these
characteristics are presented in Section 4 of this report.
Table 3-1 identifies phasing of bus service at the Pearl Harbor
Naval Base, Honolulu International Airport, Lagoon Drive, and
Middle Street Transit Center that correspond to Project
implementation in 2017, 2019, and 2030. Some changes to bus
services associated with the interim opening of the rail line in
2017 between East Kapolei and Aloha Stadium would have impacts to
stations in the ASG area. More detailed bus service information is
provided in Chapter 4 under each station discussion.
In 2017, about half of the transit services at the Honolulu
International Airport will operate along Nimitz Highway, located
about ½-mile mauka of the Overseas Terminal. Similarly, all of the
buses shown for Lagoon Drive Station in 2017 currently operate on
Nimitz Highway, located approximately 800 feet mauka of the
station.
With the full Project opening in 2019, many existing bus services
through the ASG station areas will be replaced by rail. Pearl
Harbor Naval Base and Honolulu International Airport, for example,
will see their station area bus service drop by half with the full
Project. New circulators and local routes will make new direct
connections between the rail stations and nearby communities,
including Salt Lake and Moanalua Valley.
Table 3-2 identifies the characteristics of each ASG bus route in
2030, including service coverage, routing descriptions, service
frequencies, and vehicle size requirements.
Page 12 Final Bus/Rail Integration Plan for the Airport Station
Group April 2014 Honolulu Rail Transit Project
Figure 3-1: 2030 Bus Network Serving ASG Stations
Final Bus/Rail Integration Plan for the Airport Station Group Page
13 Honolulu Rail Transit Project April 2014
Figure 3-2: 2030 Bus Network Serving Kalihi and Downtown out of
Middle Street Transit Center
Page 14 Final Bus/Rail Integration Plan for the Airport Station
Group April 2014 Honolulu Rail Transit Project
Table 3-1: Phasing of Bus Service in the ASG Maximum Number of
Buses
Station Serving Station in Peak Hour
2017 2019 2030 Pearl Harbor Naval Base 34 14 14 Honolulu
International Airport 28 14 14 Lagoon Drive 27 22 22 Middle Street
Transit Center 68 49 49
Source: Bus operations included in the Project FEIS (Appendix
D)
Table 3-2: Characteristics of Bus Routes Serving the ASG in
2030
Route Service
(minutes) A Connects
Middle Street Transit Center with UH M noa via N. King Street
The route is modified to operate from the Middle Street Transit
Center to University of Hawai i at M noa along its current
alignment.
10 15 60 Middle Street Transit Center
1 Connects Middle Street Transit Center with K hala Mall and East
Honolulu via N. King Street
The route will operate is its current alignment to K hala Mall and
East Honolulu.
10 10 60 Middle Street Transit Center
2 Connects Middle Street Transit Center with Waik via N. School
Street and Downtown
The route will operate between Middle Street Transit Center and
Waik along its current alignment. The exception will be a
modification at the Iwilei Station if Ka‘aahi Street is extended to
Iwilei Road. Then the route would directly serve Iwilei Station via
Dillingham Boulevard to left on Ka‘aahi Street, left on Iwilei Road
and right on King Street to continue on its current alignment
eastbound. Westbound the route would reverse the diversion.
8 12 60 Middle Street Transit Center
Final Bus/Rail Integration Plan for the Airport Station Group Page
15 Honolulu Rail Transit Project April 2014
Table 3-2: Characteristics of Bus Routes Serving the ASG in 2030
(continued)
Route Service
Honolulu International Airport with Waik and Diamond Head
Route 19 is modified to terminate at the Honolulu International
Airport westbound from Waik , the route will follow its current
alignment to left on Rodgers to the Airport. The route returns
along Route 19’s current alignment to Waik and Diamond Head (via
Fort DeRussy and
hi Avenue) with the exception that the route does not circle Ala
Moana Center to serve Kona Street, remaining on Ala Moana
Boulevard.
15 15 60 Honolulu International
Airport, Lagoon Drive (from Nimitz
Highway)
31X Connects Salt Lake Neighborhoods with Lagoon Drive
Station
Route 31X provides the Salt Lake portion of the current Route 3
alignment terminating at the Lagoon Drive Station. Westbound from
Lagoon Drive Station the route travels Lagoon Drive across Nimitz
Hwy to Pu‘uloa Road, left on Salt Lake Boulevard and right on Ala
Napunani to follow the current Route 3 alignment through Salt Lake
neighborhoods. The route will provide local service along Waiwai
Loop to Koapaka, left on Paiea and left on Ualena to left on Lagoon
Drive to return to Salt Lake.
10 15 45 Lagoon Drive
40 Connects kaha and the
Waianae Coast with Kapolei continuing to Downtown and Ala Moana
Center
Route 40 will serve its current alignment to UH West O‘ahu campus
Road A, continuing on internal UH West O‘ahu roads to Road B, and
UH West O‘ahu Transit Center, where the route returns to Farrington
Highway and continues along its current alignment including through
the ASG area.
20 20 60 Pearl Harbor Naval Base,
Honolulu International
Street Transit Center via
Highways 52 Connects the
North Shore, Wahiawa, and Mililani with Downtown and Ala Moana
Center
Route operates along its current alignment from the North Shore to
downtown Honolulu. In downtown the route is modified from King
Street to right on Punchbowl to left on Ala Moana Boulevard to Ala
Moana Center (AMC). The route returns to downtown after circling
AMC to Ala Moana Boulevard and right on South Street to left on
Beretania to continue its alignment.
30 30 60 Middle Street Transit Center
Page 16 Final Bus/Rail Integration Plan for the Airport Station
Group April 2014 Honolulu Rail Transit Project
Table 3-2: Characteristics of Bus Routes Serving the ASG in 2030
(continued)
Route Service
(minutes) 301 Route 301
provides service between Middle Street Transit Center and Salt
Lake, Foster Village and Makalapa
Westbound from Middle Street Transit Center, the route travels a
modified Route 32 serving Salt Lake, Foster Village and Makalapa
via M punapuna to Salt Lake, right on Ala Napunani, left on Likini,
left on Ala Liliko i, right on Salt Lake, right on Likini Place,
left Likini, right on Aila, left on Aliamanu, right on Wanaka, left
on Miko, right on Ukana, left on Keaka, right on Pakini, right on
Punihi, right on
lupa, left on H loa, right on Ala Oli, right on Salt Lake to Aloha
Stadium. The route returns to Middle Street Transit Center via the
same alignment.
15 30 45 Middle Street Transit Center
302 The route serves Middle Street Transit Center, Fort Shafter,
Moanalua Gardens, the Veterans Affairs Office and Tripler Medical
Center
Westbound from the Middle Street Transit Center, the route will
travel right on Middle, left on Kaua, right on Ala Mahamoe, right
on Jarrett-White, left on Ward, right on Krukowski to Tripler
Hospital Porte Cochere. The route returns to Middle Street via
Tripler Hospital Porte Cochere, left on Krukowski, right on
Jarrett-White, left on Kaua, right on Funston, to the Moanalua
Freeway on ramp to the Frontage Road and right on Middle Street to
the Middle Street Transit Center.
30 30 45 Middle Street Transit Center
303 Route 303 provides a direct connection from Kalihi Valley Homes
to the Middle Street Transit Center
The alignment along with Route 305 is part of a revised current
Route 7 via eastbound from Middle Street Transit Center, the route
travels right on Middle Street to School Street, left on Kamehameha
IV, left on Kalena to Kalena and ‘Alu. The route returns via Kalena
and ‘Alu, to Kalena, right on ‘Alu, right on Likelike to Kamehameha
IV, right on School to Middle Street to the Middle Street Transit
Center.
15 30 45 Middle Street Transit Center
305 Connects Kalihi Valley and Kalihi Kai with Middle Street
Transit Center
Eastbound from the Middle Street Transit Center the route travels
left on Middle Street, left on Kamehameha/Dillingham, right on
Mokauea, left on Nimitz Highway, left on Kalihi to Likelike to
Kalihi and Ahuahu. The route returns to the Middle Street Transit
Center along the same alignment.
15 30 45 Middle Street Transit Center
Final Bus/Rail Integration Plan for the Airport Station Group Page
17 Honolulu Rail Transit Project April 2014
Table 3-2: Characteristics of Bus Routes Serving the ASG in 2030
(continued)
Route Service
(minutes) 306 Connects
punapuna and Lagoon Drive cargo facilities with Lagoon Drive
Station and Middle Street Transit Center
From Lagoon Drive and Palekona route travels Lagoon Drive, crossing
Nimitz to Pu uloa Rd, right on P loa, right
punapuna, left Awa awaloa, left hua to Kikowaena to access road to
Middle Street and the Middle Street Transit Center. The route
operates the same alignment in opposite direction.
60 60 45 Middle Street Transit Center, Lagoon Drive
311 Connects Moanalua Valley with Salt Lake and Honolulu
International Airport Station
Mauka bound from the airport the route travels Rodgers, right on
Nimitz, left on Camp Catlin, left on Arizona, left on Salt Lake,
right on Ala Liliko i, right Ala Ilima, left on Ala Napunani, right
Ala Aolani, right Moanalua, left Ala Kapuna, left Moanalua to serve
the Kaiser Foundation Hospital, left Ala Napunani, left Ala Aolani
to Ala Aolani and Ala Uwila. The return trip follows from Moanalua
Valley via Ala Aolani, right on Moanalua (again serving Kaiser),
left Ala Kapuna, left Moanalua, right Ala Napunani, right Ala
Ilima, left Ala Liliko i, left Salt Lake, right Arizona, right Camp
Catlin, right Nimitz and left on Rodgers to rail station.
15 30 45 Honolulu International
Airport
313 Connects Hickam Field with Pearl Harbor Naval Base
Station
Route travels from Pearl Harbor Station via Radford Drive to right
on Valkenburgh, left on Nimitz, right on Elliott to serve Hickam
Field replacing Route 19 service following the Route 19 alignment
from Nimitz and Elliott returning via Nimitz to right on
Valkenburgh, left on Radford, left on Center, right on Kamehameha
and Right on Radford. Between the hours of 9 PM and 5 AM, the route
accesses Hickam Field through the main gate on O’Malley
Boulevard.
15 30 45 Pearl Harbor Naval Base
314 New route connects Ford Island with Aloha Stadium Station and
Arizona Memorial
Route 314 serves Aloha Stadium Station (after circulating through
Ford Island if service is deemed warranted), continuing on Salt
Lake Blvd to right on Bougainville, right on Radford Drive, right
on Kamehameha to the Arizona Memorial, returning to Kamehameha
Highway to continue to Aloha Stadium. Two-way directional
loop.
15 15 40 Pearl Harbor Naval Base
Source: Bus operations included in the Project FEIS (Appendix D);
weekday frequencies are averaged for the time period.
Page 18 Final Bus/Rail Integration Plan for the Airport Station
Group April 2014 Honolulu Rail Transit Project
Of the routes serving the Middle Street Transit Center Station, all
but Routes 40 and 52 will serve the off-street transit center.
Routes 40 and 52 will operate along Kamehameha Highway and
Dillingham Boulevard. Route 40 will indirectly serve the Honolulu
International Airport, Lagoon Drive, and Middle Street Transit
Center stations via Nimitz Highway and Kamehameha Highway. Route 19
will indirectly serve Lagoon Drive Station on Nimitz Highway while
also providing a short connection on Rodgers Boulevard, a 400 foot
walk from Honolulu International Airport Station.
3.3 Bus Route Changes from FEIS Bus operations are constantly
changing to reflect passenger demand, land use changes and roadway
improvements. Some project assumptions have changed which also may
impact bus feeder and connection services. A number of these
changes have occurred for the ASG stations since the Project FEIS
was published. Table 3-3 presents those changes.
The route changes that have occurred since the Project FEIS will
have no impact on bus operating costs. Also, most of the changes
shown in Table 3-3 are alignment adjustments. Three routes—Route
31X to Salt Lake, Route 311 to Moanalua, and Route 313 to Hickam
Field—were adjusted to serve new bus stops adjacent to the rail
station entrances they serve. Passengers of Routes 31X, 311 and 313
will benefit from these adjustments because of shorter walk
distances and a reduced number of street crossings. Route 31X will
also provide new service along Ualena and Koapaka Streets in the
airport industrial area.
Changes to Routes 40, 52 and 305 noted in Table 3-3 are outside the
ASG service area. Route 304 will serve the Kalihi Station and
provide expanded service in Kalihi Kai in lieu of serving the
Kalihi Transit Center and Middle Street Station. The route will
provide two-way service along Mokauea Street in Kalihi. Mokauea
Street is currently served by Routes 7 and 10 which are
restructured to better serve the Middle Street Transit Center and
Kalihi neighborhoods.
The final adjustments were made to express Routes 85/85A and PH4
and PH5 (formerly Routes 86/86A). Routes 85/85A will serve the
Downtown Station instead of Middle Street Transit Center Station.
PH4 and PH5 provide one AM and one PM peak period trip to JBPHH for
workers. These routes could continue to operate, as determined by
demand, and then continue in service as circulator routes for Pearl
Harbor and Hickam Field. Therefore, these routes will not serve
Middle Street Transit Center.
Final Bus/Rail Integration Plan for the Airport Station Group Page
19 Honolulu Rail Transit Project April 2014
Table 3-3: 2030 Expected Bus Route Changes Compared to FEIS
Appendix D
Route Description
Change Characteristics
Se rv
ice F
re qu
en cy
St at
io ns
S er
ve d
31X The alignment change for Route 31X occurs at the makai station
entrance. From Salt Lake, the route will turn on the makai end of
Waiwai Loop and stop in front of the station entrance. The route
will continue on Waiwai Loop to Koapaka, left on Paiea and left on
Ualena to provide new service along major employment area. The
route turns left on Lagoon Drive stopping in front of the mauka
station entrance and returns to Salt Lake.
No Yes No No No Provide bus stops adjacent to the station entrances
to avoid street crossing for the majority of passengers. Provides
new service in major employment area.
40 The route has a minor alignment change at the Iwilei Station.
Instead of serving the station from Ka‘aahi Street, the route will
remain on Dillingham Boulevard to King Street in both
directions.
No Yes No No No Avoid potential bus congestion at bus stops along
Ka‘aahi Street.
52 Route 52 has two alignment changes. The route will serve Iwilei
Station from Dillingham Boulevard instead of directly from Ka‘aahi
Street. The second alignment change occurs in downtown. Inbound
from King Street, the route turns right on Punchbowl and left on
Ala Moana Boulevard to Ala Moana Center. The route returns via Ala
Moana Boulevard to right on South Street serving Civic Center
Station and left on Beretania.
No Yes No No Yes Avoid potential bus congestion at bus stops along
Ka aahi Street. The downtown change replaces service from
discontinued Route 42 and Windward routes along Ala Moana
Boulevard
85/85A Routes 85/85A will provide direct service to downtown
Honolulu via its current alignment from Pali Hwy to Bishop Street.
The routes will serve the Downtown Station instead of stations
along Dillingham Boulevard and Middle Street Transit Center.
No Yes No No Yes Avoid out of direction travel for passengers and
the need for additional peak period trips on Dillingham Boulevard
is negated with the alignment change to Route 304.
86/86A Renamed PH4 and PH5, these routes will not serve stations
along Dillingham Boulevard or Middle Street Transit Center. The
routes, each providing one AM and one PM trip may continue the
direct trip from Windward destinations prior to going into service
as circulator routes 312 and 313 assuming demand levels meet
standards.
No Yes No No Yes Service to downtown destinations duplicates other
services. Direct trip to Pearl Harbor/Hickam Field can be
accommodated prior to going into service as circulator
routes.
Page 20 Final Bus/Rail Integration Plan for the Airport Station
Group April 2014 Honolulu Rail Transit Project
Table 3-3: 2030 Expected Bus Route Changes Compared to FEIS
Appendix D (continued)
Route Description
Change Characteristics
Se rv
ice F
re qu
en cy
St at
io ns
S er
ve d
304 From the Middle Street Transit Center the route will turn left
onto Middle Street and left onto Kamehameha Hwy. to Dillingham
Boulevard, left on Mokauea serving Kalihi Station, then right onto
King St.
No Yes No No Yes Adds all day local stop coverage on Dillingham
Boulevard and provides two-directional service on Mokauea Street
replacing service provided by current Routes 7 and 10.
311 The route has a minor alignment change at the airport to
directly serve the station (mauka entrance). The route will exit
the station directly on Rodgers Blvd, instead of circling on the
upper level.
No Yes No Yes No Provides direct access to the rail station. The
station location has been adjusted due to planned Airport
modifications.
313 The route has an alignment change to serve the mauka station
entrance. The route will provide two- way service along Valkenburgh
and Radford Drive, via Valkenburgh Street (from Nimitz Hwy), left
on Radford Dr., left on Center Drive, right on Kamehameha Hwy and
right on Radford to serve the station.
No Yes No Yes No Modification will serve the single station
entrance from a new bus stop on Radford Drive. Avoids passengers
crossing Kamehameha Highway.
Source: Bus operations included in the Project FEIS (Appendix
D)
Final Bus/Rail Integration Plan for the Airport Station Group Page
21 Honolulu Rail Transit Project April 2014
4 Recommended Bus Facilities at ASG Stations
The following sections describe the recommended bus facilities at
the ASG stations. Access by bus is important at all four stations.
Providing convenient bus/rail integration is necessary for a smooth
and seamless operation between the two modes. While some station
design features vary from those identified in the Station Access
and Modal Interface Report prepared in 2011, the extent of access
by various modes is still the same. The variance in design features
between the Station Access and Modal Interface Report and the ASG
bus/rail integration plan is in part due to changes in some Project
assumptions.
The recommended bus facilities at each station in the ASG reflect
the planned bus network that was included in the travel forecasting
model used in the Project EIS. The integration plan recommendations
presented in the following sections were developed to correspond to
the implementation phases of the Project. For each ASG station,
this report provides tables that identify bus-related needs for
Project implementation phases as well as 2030 needs for bus and
other access modes.
4.1 Pearl Harbor Naval Base Station The Pearl Harbor Naval Base
(PHNB) Station is a major connection to the rail system for the
Pearl Harbor Naval Base at Makalapa Gate, the Bougainville/Radford
Drive big-box commercial area, which includes a Target store, NEX,
and The Mall at Pearl Harbor, and portions of Salt Lake and Foster
Village. Local buses will bring passengers to the station from
areas mauka and makai so that they can continue their trips towards
Ala Moana or East Kapolei. More frequent locally-oriented bus
service combined with fast and reliable travel times for rail is
the trade-off for the loss of some trunk bus service to Downtown,
Ala Moana, Waikiki, and Kaimuk .
Planned bus service at the PHNB Station will involve routes
connecting rail with adjacent neighborhoods (Foster Village and
portions of Salt Lake), Hickam Field, and Kamehameha Highway along
the mauka/Koko Head boundary of the Base. New bus service will, in
effect, serve as community circulators anchored by rail. Route 40
will continue to provide 24/7 trunk service between M kaha and Ala
Moana with the stops adjacent to the station on Kamehameha
Highway.
4.1.1 Bus Services
Table 4-1 presents the planned bus routes that will serve the PHNB
Station area in 2017, 2019 (full opening) and 2030. The rail system
will not be operational in the ASG area in 2017. Therefore, most
route changes along this part of the corridor will occur with the
full-opening in 2019. The 2030 routes are shown in the
Page 22 Final Bus/Rail Integration Plan for the Airport Station
Group April 2014 Honolulu Rail Transit Project
bus network identified on Figure 4-1. Table 4-1 shows the routes,
direction, and maximum number of buses serving the station in the
peak hour. Peak hour bus trips in the PHNB Station area will
decrease from 34 buses in 2017 to 14 bus trips in 2019 and
2030.
Table 4-1: Pearl Harbor Naval Base Station Bus Service Changes by
Year
Route Maximum Number of Buses in Peak Hour by Year Number Direction
2014 2017 2019 2030
A Westbound 4 4 0 0 A Eastbound 4 4 0 0 9 Westbound 4 4 0 0 9
Eastbound 4 4 0 0
11 Westbound 1 1 0 0 11 Eastbound 2 2 0 0 20 Westbound 1 1 0 0 20
Eastbound 1 1 0 0 40 Westbound 2 2 3 3 40 Eastbound 2 2 3 3 42
Westbound 2 2 0 0 42 Eastbound 2 2 0 0 62 Westbound 2 2 0 0 62
Eastbound 3 3 0 0 313 Eastbound 0 0 4 4 314 Clockwise 0 0 2 2 314
Counter-
Clockwise 0 0 2 2
Totals 34 34 14 14 Source: Bus operations included in the Project
FEIS (Appendix D)
Current bus service along this portion of the corridor is provided
by long routes passing through the area connecting outlying
communities with downtown Honolulu, Waik and Kaimuk . Pearl Harbor
and Hickam Field are served by a limited number of peak period,
peak direction express routes and by the tail ends of long trunk
Routes 9 (to Kaimuk ) and 19 (to Waik ). Existing mauka/makai
service is limited. Route 11 serves Bougainville Drive and Radford
Drive and Route 9 provides service along Valkenburgh Street and
Radford Drive.
Final Bus/Rail Integration Plan for the Airport Station Group Page
23 Honolulu Rail Transit Project April 2014
Figure 4-1: Pearl Harbor Naval Base Station On-street TheBus and
TheHandi-Van Layout—2019-2030
Page 24 Final Bus/Rail Integration Plan for the Airport Station
Group April 2014 Honolulu Rail Transit Project
Most existing east-west bus service at PHNB Station will be
replaced by rail except for Route 40. Route 40 will continue to
provide 24/7 local stop service, with headways changing from 30
minutes to 20 minutes. Pearl Harbor and Hickam Field, along with
the Arizona Memorial, will be served by new community circulators
(Route 313 and Route 314). The Pearl Harbor community circulators
will be based at Aloha Stadium Station and the Hickam Field service
will be based at the PHNB Station. The Arizona Memorial circulator,
Route 314, will provide service to both Aloha Stadium and PHNB
Naval Base stations as well as along Bougainville Drive and Salt
Lake Boulevard.
The following describes new bus routes, the existing routes that
will be modified to serve the PHNB Station, and routes that will
cease service:
Route A Aloha Stadium/UH M noa (EB/WB)—Route A will be truncated at
Aloha Stadium in 2017, with no service continuing ‘Ewa of Aloha
Stadium. The route will be further truncated in 2019 at the Middle
Street Transit Center with the full opening of the rail
system.
Route 11 Aiea Heights/Downtown (EB/WB)—Route 11 will operate its
current alignment until 2019 when its service is replaced by Route
541 (serving Aiea and H lawa Heights) connecting to Aloha Stadium
Station) and Route 314 that will provide service along Bougainville
Drive.
Route 20 Pearlridge/Waik (EB/WB)—Route 20 will operate its current
alignment until 2019 when its service will be replaced by the rail
line.
Route 40 M kaha/Ala Moana Center (EB/WB)—Route 40 will continue its
current alignment. This route will provide 24-hour local stop
service between rail stations and when rail is not operating. The
route will continue to provide 30-minute peak and off-peak service
until 2019. Effective 2019, the route will provide 20-minute peak
and off-peak service.
Route 42 ‘Ewa Beach/Waik (EB/WB)—Route 42 will operate along its
current alignment until 2019 when it will be truncated at Waipahu
Transit Center Station. Service east of Waipahu will be replaced by
the rail line.
Route 62/51 Wahiawa/Aloha Stadium (EB/WB)—Route 51, renamed from
current Route 62, will continue its current alignment in 2017. In
2019, the route will be truncated at Aloha Stadium at its new
eastern terminus and will not serve ASG stations.
Route 313 Hickam Field (NB/SB)—This new route replaces current
Route 19 service on Hickam Field and will connect the base to the
PHNB station. The route will provide 15-minute peak and 30-minute
off-peak service starting in 2019.
Route 314 Arizona Memorial (EB/WB)—This new route will provide
two-way directional service between the Aloha Stadium Station, the
Arizona Memorial, the Radford Drive station and Salt Lake
Boulevard. Original plans called for service on Ford Island, if
demand warrants. It is suggested this service be provided by
private services or the Navy Exchange Service (NEX). The
route
Final Bus/Rail Integration Plan for the Airport Station Group Page
25 Honolulu Rail Transit Project April 2014
will provide 15-minute peak and off-peak service starting in 2019
replacing Route 42 service. Route 314 will serve the Arizona
Memorial parking lot bus stop in both directions.
4.1.2 Operational Considerations
The bus network serving the PHNB Station described in the prior
section generally focuses on all-day services as presented in the
FEIS. There are two potential operational considerations that may
change the bus service connections at the PHNB Station. 1. The
Joint Base Pearl Harbor-Hickam peak period, peak direction
service
could be maintained if demand warrants. The buses operating those
trips would continue as circulators 312 or 313 following their
trips from Windward, Leeward and East Honolulu areas. The trips
would serve the Aloha Stadium Station prior to going onto the
base.
2. With the gate opening between Pearl Harbor and Hickam Field, it
may prove desirable to interline Routes 312 and 313. The combined
route would operate from Aloha Stadium, along the Route 312
alignment to South Avenue continuing along the Route 313 alignment
to PHNB. Bi-directional service between the two stations could be
provided.
4.1.3 Bus/Rail Integration Features
The bus/rail integration plan for the PHNB Station consists of one
phase (the 2019 full opening and beyond) for bus access. The
station will be served by four bus stops, with one dedicated stop
for TheHandi-Van loading and unloading. All stops will be located
on-street on Kamehameha Highway and Radford Drive NB. The two
Kamehameha Highway stops served by Route 40 are existing
stops.
The three routes serving the PHNB Station will generate a maximum
of 14 bus trips in the peak hour in 2030. The routes and their
operating characteristics may change in response to how the Base
and other land uses in the area develop. None of the routes will
terminate or layover at the PHNB Station; the two circulator
routes—313 and 314—will terminate and layover at Aloha Stadium,
which has a dedicated off-street street bus transit center. Route
314 is a two-way loop that operates clockwise and counterclockwise
to provide frequent access between rail (at either PHNB or Aloha
Stadium Stations) and Arizona Memorial, the mauka edge of the Base,
Bougainville Drive, and portions of Salt Lake and Foster
Village.
With the service characteristics identified for each route,
bus-related facilities can be defined for the station. Table 4-2
identifies the bus routes, the bus stop description and type, and
the operational characteristics of the routes, including maximum
vehicle size and peak and base period buses per hour for 2019-2030.
The approximate walk distances to the station entrance along with
the number of
Page 26 Final Bus/Rail Integration Plan for the Airport Station
Group April 2014 Honolulu Rail Transit Project
streets that the intending passenger would cross are also provided
in the tables along with typical dwell times or durations the buses
will remain at the stop.
The column “Bus Stop” relates to the stop numbers shown on Figure
4-1. Stops identified with an “S” such as S1 are on-street bus
stops. The bus stop type includes the position of the stop, such as
nearside (before an intersection) or farside (after passing through
an intersection), platooned stop for multiple bus arrivals where
buses depart the stop in the order in which they arrive, or single
dedicated stop (where only one bus is expected to use the stop at
any given time). The term “bus bay” generally refers to either a
bus pull-out if an on-street stop or a saw-tooth designed stop
within an off-street transit center. The term “linear bus berth”
generally refers to a straight curb.
Figure 4-1 presents the year 2019-2030 full opening on-street
TheBus and TheHandi-Van requirements identified in Table 4-2.
TheBus and TheHandi-Van stops are color coordinated to show which
routes are expected to use each stop. For example, Route 40 will
use bus stops S2 and S3 shown in yellow, matching the bus stop with
the route description in the legend. Multiple routes frequently
serve the same bus stop; these are shown in the figures with a
split color.
Bus Facilities in the Years 2019 to 2030
The recommended features of the 2019-2030 Pearl Harbor Naval Base
bus/rail integration plan are shown on Figure 4-1 and detailed in
Table 4-2. These include:
Three (3) on-street stops for TheBus—all with concrete pads and
wayfinding signs to/from the station entrance. The characteristics
of each stop are detailed below:
Bus stop S1 will require accommodation of one 60-foot vehicle. An
on- street linear single bus berth is shown on Figure 4-1; however,
a bus bay (combined with the TheHandi-Van position at S4) is
preferred to minimize conflicts with general traffic on Radford
Drive NB. The bus bay should be long enough to accommodate one
60-foot bus and one 26-foot TheHandi- Van simultaneously.
Bus stop S2, an existing on-street linear single berth, will
require accommodation of one 60-foot vehicle.
Bus stop S3, an existing on-street linear platooned berth to be
maintained, will require accommodation of one 60-foot and one
45-foot vehicle.
One (1) on-street linear stop for the TheHandi-Van (S4) located to
the rear of S1 on Radford Drive NB. It is preferred that this stop
be situated in a shared bay with S4.
Final Bus/Rail Integration Plan for the Airport Station Group Page
27 Honolulu Rail Transit Project April 2014
Table 4-2: Pearl Harbor Naval Base Station Bus Operations in the
Years 2019-2030 Bus Stop Locations Bus Operational Characteristics
Implementation
Bu s S
ox im
Linear Single Bus Berth or Bay
250 None 313 1,450 45 4 2 45 No 1 Station Designer 314 345 45 2 2
26 No 1
Total at bus stop
1,795 — 6 4 71 — —
S2 — 699 Kamehameha Highway
390 One major arterial
S3 — 475 Kamehameha Highway
360 One minor arterial
314 345 45 2 2 26 No 1 Existing 40 580 60 3 3 56 No 1
Total at bus stop
925 — 5 5 82 — —
S4 — Radford Drive Northbound Mid-block on-Street Linear Single Bus
Berth or Bay
170 None TheHandi- Van
— 26 Varies Varies — No 10-15 Station Designer
Sources: Bus Stop Locations are recommended per review of station
design and expected operational considerations; Bus Operational
Characteristics are from the service plans prepared for the Project
FEIS (Appendix D) 1. Bus stops S2 and S3 are currently in use and
will require no changes. Bus stop S1 is a new single stop located
on Radford Drive NB adjacent to the station site. 2. Route 314 is a
two-way loop. From S3, Route 314 serves Kamehameha Highway and
Arizona Memorial first. From S1, Route 314 serves Bougainville
Drive first. 3. TheHandi-Van will require a dedicated loading zone
near the station entrance to accommodate one vehicle with dwell
times of 10-15 minutes. Use of the station service driveway is
recommended. 4. The table does not include accommodation for
bicycle parking at the station entrance which is currently
projected to be 20 spaces for system opening increasing to 50 by
2030. 5. Bus stop duration will vary throughout the day, more time
will be required in the peak periods when passenger activity is
heaviest. Wheelchair operations will add to the typical stop
duration time.
Page 28 Final Bus/Rail Integration Plan for the Airport Station
Group April 2014 Honolulu Rail Transit Project
Bus stop duration will vary throughout the day; more time will be
required in the peak periods when passenger activity is heaviest.
Wheelchair and bicycle operations will add to the typical stop
duration time. The feeder system for PHNB Station is not dependent
on timed connections between buses. Bus stops are arranged based on
the ability of bus routes to access the station on-street from
Kamehameha Highway and Radford Drive.
The daily number of passengers using the bus stops serving the PHNB
Station has been estimated for both boarding and alighting
passengers at the identified bus stop for each route (Table 4-2).
The route activity has been split between inbound and outbound
stops and rounded. The majority of these passengers are connecting
with rail; however, some passengers are connecting with nearby
destinations or are transferring between buses. Estimates are based
on the 2030 travel forecasting model results, with bus stops
identified as nodes in the network.
Recommended features include the following:
Concrete pads for all TheBus stops.
A dedicated TheHandi-Van position located on-street to the rear to
S4 on Radford Drive NB, preferably in a bus bay/pullout with
S4.
Bicycle parking will be provided for at least 20 bicycles near the
station entrance with the ability to accommodate up to 50
bicycles.
Wayfinding signs between the station entrance/exit to passengers to
all stops. (Section 4.5 below provides further discussion of
wayfinding and other pedestrian connections at ASG stations.)
The location of connecting bus routes (none are directly in front
of the station entrance because of traffic concerns at the
Kamehameha/Radford intersection) may not be intuitive to passengers
disembarking at the station. Therefore, wayfinding signs between
the station entrance and all bus routes/stops are
recommended.
4.1.4 Integration of Other Modes
Pedestrian access to the PHNB Station, comprising more than half of
the daily access (51 percent), requires crossing of major and minor
arterials that have high design speeds. The intersection of
Kamehameha Highway and Radford Drive/Makalapa Road is a major
signalized intersection with channelized right turns; vehicular
movements by military personnel through Makalapa Gate (one of
several secured entrances to the Naval Base) are very heavy during
the AM and PM peak periods.
Final Bus/Rail Integration Plan for the Airport Station Group Page
29 Honolulu Rail Transit Project April 2014
Pedestrian access to/from the PHNB Station from feeder bus stops
and the Base needs improvement. Pedestrians accessing the station
from bus stop S2 must negotiate three crossings, including
Kamehameha Highway (signalized) and two smaller crossings of the
right turn channels (unsignalized). Those accessing the station
from stop S3 will also have to negotiate three crossings, including
Radford Drive (signalized) and two crossing of the unsignalized
right turn channels. Access to the station from Pearl Harbor Naval
Base via Makalapa Gate would require five crossings, including
Makalapa Road, Kamehameha Highway, and three right turn
channels.
Installing a sidewalk on the Koko Head side of Makalapa Road would
decrease the number of crossings between the rail station and the
Base from five to three and somewhat reduce the inconvenience
reaching the station from the Base by foot. However, the overall
condition of the Kamehameha/Radford/Makalapa intersection is
generally pedestrian unfriendly due to the high design speed of
Kamehameha Highway (40-45 mph) and channelized right turns in and
out of Radford Drive and Makalapa Road. For example, a reconfigured
intersection including elimination of the channelized right turn
and extension of roadway medians to create pedestrian refuge
islands could be considered.
This station will not have facilities for park-and-ride and
kiss-and-ride access. Accommodation of taxis or tour buses will
also not be provided.
4.2 Honolulu International Airport Station Honolulu International
Airport Station is a major connection to the rail system because of
its proximity to the Overseas and Interisland Terminals of the
Airport and to the densely populated Salt Lake neighborhood, which
is located approximately one mile mauka of the station. Airline
passengers will comprise approximately 37 percent of rail station
users, while the remaining 63 percent will be comprised of bus
users, pedestrians, and bicyclists from adjacent neighborhoods. Bus
transfers to rail—mainly from Salt Lake and Moanalua—will comprise
of 46 percent of all station ridership.
Honolulu International Airport Station is located Koko Head/makai
of the existing lei stands. It will be connected to the Interisland
Terminal via the following:
A new elevated walkway located between the station concourse and
International Parking Garage (on level 3)
An existing pedestrian bridge across Rodgers Boulevard to the
Terminal (via the Interisland Parking Garage) on level 6.
The station will be connected to the Overseas Terminal through a
new elevated walkway between the station concourse and the Overseas
Terminal Parking Garage (on level 3). The connection will continue
into the terminal (at Lobby 4 and 5) via an existing pedestrian
bridge across Rodgers Boulevard.
Page 30 Final Bus/Rail Integration Plan for the Airport Station
Group April 2014 Honolulu Rail Transit Project
Circulation related to the station will need to consider new
developments related to the Honolulu International Airport
Modernization Plan. These developments include a mauka expansion of
the Interisland Terminal, additional employee parking, a
Consolidated Rental Car Facility (CONRAC), new cargo and
maintenance facility, and widened taxi lanes. The Airport
Modernization Plan is scheduled for completion by the third quarter
of 2017.
4.2.1 Bus Services
Table 4-3 presents the bus routes that will serve the Honolulu
International Airport Station area in 2017, 2019 (full opening),
and 2030. Route changes will occur in 2019 when the full rail
system is operational to Downtown and Ala Moana Center. The table
shows the routes, direction, and maximum number of buses serving
the station in the peak hour.
With the opening of the full rail system in 2019, bus service along
the departures level of the airport terminal roadway would be
maintained via Route 19. Other routes along Nimitz Highway, except
for Route 40, would be replaced by the rail service. Route 31X
would be shifted to serve the Lagoon Drive rail station instead of
the Airport.
Table 4-3: Honolulu International Airport Station Bus Service
Changes by Year
Route Maximum Number of Buses in Peak Hour by Year Number Direction
2014 2017 2019 2030
9 Westbound 4 4 0 0 9 Eastbound 3 3 0 0
19 Westbound 2 2 0 0 19 Eastbound 2 2 4 4 20 Westbound 1 1 0 0 20
Eastbound 2 2 0 0
31X Eastbound 1 1 0 0 40 Westbound 2 2 3 3 40 Eastbound 2 2 3 3 42
Westbound 2 2 0 0 42 Eastbound 2 2 0 0 62 Westbound 2 2 0 0 62
Eastbound 3 3 0 0 311 Northbound 0 0 4 4
Totals 28 28 14 14 Source: Bus operations included in the Project
FEIS (Appendix D)
Final Bus/Rail Integration Plan for the Airport Station Group Page
31 Honolulu Rail Transit Project April 2014
New Route 311 will provide a direct connection between the Airport
Station, Salt Lake, and Moanalua. This will improve regional
connectivity, as there are currently no direct bus connections from
Salt Lake neighborhoods to the airport employment complex.
The following describes new bus routes (previously shown on Figure
3-1, Section 3.2), existing routes that will change to serve the
HIA Station and routes that will be replaced with rail
service:
Route 9 Pearl Harbor/Kaimuk (EB/WB)—Route 9 will operate its
current alignment until 2019 when service west of Ala Moana Center
will be replaced by rail and Route 312. This route will provide
Pearl Harbor with circulator service from the Aloha Stadium
Station.
Route 19 Hickam Field/Waik (EB/WB)—Route 19 will operate its
current alignment until 2019 when service to Hickam Field will end
and be truncated at Honolulu International Airport. Hickam Field
will be served by Route 313, a circulator providing access to the
PHNB Station. Frequencies on Route 19 will increase to every 15
minutes (peak and off-peak) between the Airport and Waik . The
route will operate along its current alignment but will serve Ala
Moana Center via Ala Moana Boulevard instead of Kona Street.
Route 20 Pearlridge/Waik (EB/WB)—Route 20 will operate its current
alignment until 2019 when service will be replaced by rail.
Route 31X Tripler/Middle Street Transit Center/Airport
(EB/WB)—Route 31X will operate along its current alignment until
2019 when it will be replaced by rail and circulator Route 302.
Route 302 will connect Tripler Medical Center with the Middle
Street Transit Center.
Route 40 M kaha/Ala Moana Center (EB/WB)—Route 40 will continue its
current alignment and provide overnight local stop service along
the most of the rail alignment from UH West O‘ahu Station to Ala
Moana Center Station. The route will continue to provide 30-minute
peak and off-peak service until 2019 when more frequent 20-minute
peak and off-peak service will be introduced.
Route 42 ‘Ewa Beach/Waik (EB/WB)—Route 42 will continue to operate
along its current alignment until 2019 when it will be truncated at
Waipahu Transit Center Station. Service Koko Head of Waipahu will
be replaced by the rail line.
Route 62/51 Wahiawa/Aloha Stadium (EB/WB)—Route 51, renamed from
current Route 62, will continue its current alignment in 2017. In
2019, the route will be truncated at Aloha Stadium Station will not
serve the ASG stations.
Page 32 Final Bus/Rail Integration Plan for the Airport Station
Group April 2014 Honolulu Rail Transit Project
Route 311 Moanalua/Salt Lake/Airport (NB)—Route 311 provides new
mauka/makai service to Honolulu International Airport Station from
Salt Lake and Moanalua. The route will enter service in 2019
providing 15-minute peak and 30-minute off peak service. The route
will provide a direct connection to the high-density residential
areas of Salt Lake. Route 311, which will replace current Route 16
service to Moanalua, will increase service availability from peak
period only to all day.
4.2.2 Operational Considerations
Honolulu International Airport is currently undergoing a
modernization program that will add new terminals, parking
facilities and roadways. Bus service to the Airport assumes the
presence of a bus stop adjacent to the rail station entrance to
serve passengers from Salt Lake and Moanalua. New Route 311, which
will serve Salt Lake/Moanalua on 12-minute intervals during peak
periods, would require dwelling of 2–5 minutes for layover purposes
at the Honolulu International Airport Station bus stop. Route 19
would layover at the existing stop in front of the Interisland
Terminal on Rodgers Boulevard (the upper departures level) of the
Airport.
4.2.3 Bus/Rail Integration Features
The bus/rail integration plan for the Honolulu International
Airport Station consists of one phase for bus access that will
commence in 2019. Three stops will serve the station with one
shared stop (preferably an off-street bus bay on the current
economy parking lot site) directly in front of the mauka station
entrance for TheBus and TheHandi-Van. Two stops on the Rodgers
Boulevard upper departures road in front of the Interisland
Terminal and Overseas Terminal are existing ones serving buses
operating to/from Waik via Nimitz Highway. In addition, one new
off-street stop serving TheBus and TheHandi-Van will be located
adjacent to the mauka entrance.
Bus Facilities in the Years 2019 to 2030
The recommended features of the 2019-2030 Honolulu International
Airport Station Bus/Rail Integration Plan are shown in Table 4-4
and on Figure 4-2. These include two on-street bus berths and one
off street bus bay for the TheBus—all with concrete pads and
wayfinding signs to/from the station entrance. The characteristic
of each stop are as follows:
S1 is a new stop and will require accommodation for one 45-foot
vehicle and one 25-foot TheHandi-Van in an off-street linear
platooned bus bay adjacent to the mauka station entrance.
S2 is an existing stop and will require accommodation for a 60-foot
linear platooned bus berth.
Final Bus/Rail Integration Plan for the Airport Station Group Page
33 Honolulu Rail Transit Project April 2014
Table 4-4: Honolulu International Airport Station Bus Operations in
the Years 2019-2030 Bus Stop Location Bus Operational
Characteristics Implementation
Bu s S
ox im
Mauka/Ground-Level — Off-Street Linear
Platooned Bus 25 None 311 2,000 45 4 2 41 No 2 Station
Designer
Station Entrance Bay TheHandi- Van
— 26 Varies Varies — No 10- 15
S2 — 913 Interisland Terminal Rodgers Boulevard/ Airport
Departures
Eastbound On-Street Linear Platooned Bus
Berth
S3 — 914 &
Eastbound On-Street Linear Platooned Bus
Berth
19 840 60 4 4 78 No 5 Existing
Sources: Bus Stop Locations are recommended per review of station
design and expected operational considerations; Bus Operational
Characteristics are from the service plans prepared for the Project
FEIS (Appendix D) 1. Route 19 will serve current bus stops located
on the upper level of the airport (departures). Route 311 will
serve an off-street bus bay in front of the mauka ground-level
station entrance; buses will arrive via Ala ‘Auana Street SB
(realigned) and depart via Ala Onaona Street EB. Route 40 will
provide nearby service on Nimitz Highway. 2. TheHandi-Van will
require a dedicated loading zone near the station entrance on Ala
‘Auana Street to accommodate one vehicle with dwell times of 10-15
minutes. 3. The table does not include accommodation for bicycle
parking at the station entrance which is currently projected to be
20 spaces for system opening increasing to 60 by 2030. 4. Bus stop
duration will vary throughout the day, more time will be required
in the peak periods when passenger activity is heaviest. Wheelchair
operations will add to the typical stop duration time. 5. Alternate
on-street location for S1 is Ala Onaona Street EB Koko Head of Ala
‘Auana Street; bus bay for up to one 60-foot bus and one
TheHandi-Van recommended.
Page 34 Final Bus/Rail Integration Plan for the Airport Station
Group April 2014 Honolulu Rail Transit Project
Figure 4-2: Honolulu International Airport On- street TheBus and
TheHandi-Van Layout—2019-2030
Final Bus/Rail Integration Plan for the Airport Station Group Page
35 Honolulu Rail Transit Project April 2014
S3 is an existing stop and will require accommodation for a 60-foot
linear platooned bus berth.
Bus stop duration will vary throughout the day; more time will be
required in the peak periods when passenger activity is the
heaviest. Wheelchair and bicycle operations will add to the typical
stop duration time.
The daily number of boarding and alighting passengers using the bus
stops serving the Honolulu International Airport Station has been
identified in Table 4-4 at each bus stop for each route. The route
activity has been split between inbound and outbound stops and
rounded. The majority of these passengers are connecting with rail;
however, some will connect with nearby destinations, or transfer
between buses, or will walk to the airport. Estimates are based on
the 2030 travel forecasting model results, with bus stops
identified as nodes in the network.
Recommended features include the following:
Concrete pads for all TheBus stops.
A dedicated TheHandi-Van position co-located with the off-street
TheBus position at S1.
Bicycle parking for at least 20 bicycles near the station entrance
with the ability to accommodate up to 60 bicycles.
Wayfinding signs between the station entrance and stops S1 and S2
on Rodgers Boulevard, which are located some distance from the
station entrance. (Section 4.5 below provides further discussion of
wayfinding and other pedestrian connections at ASG stations.)
4.2.4 Integration of Other Modes
Over one-half (53 percent) of passengers using the Honolulu
International Airport Station will walk or bike to/from the
station. The majority of these trips (70 percent, or 2,360
passengers daily) will be transferring to/from the Airport. Because
of this, effective wayfinding signage (e.g., trailblazers,
on-pavement striping) between the Airport terminals and rail
station will be essential.
Airport-to-rail pedestrian connections should accommodate rail
passengers connecting to three airline terminals. These
include:
The Overseas Terminal, which includes domestic departures/arrivals
and international departures, currently makes up the majority of
Airport activity
The International Arrivals Building, where incoming passengers on
international flights pass through US Customs and Immigration and
collect their luggage in a secure, standalone facility with its own
exit
The Interisland Terminal, where flights to/from the neighbor
islands arrive and depart, and where check-ins for most Hawaiian
Airlines flights occur. The
Page 36 Final Bus/Rail Integration Plan for the Airport Station
Group April 2014 Honolulu Rail Transit Project
mauka expansion of the Interisland Terminal, which is expected to
be completed by 2019, will increase the number of transfers between
rail and the airport
Passengers connecting between rail and Overseas Terminal will
access the terminal through a new concourse-level elevated walkway
adjoining the mauka/‘Ewa corner of the Overseas Parking Garage (at
Level 4). After walking through the garage (preferably, on a
dedicated walkway protected from autos), passengers will use an
existing elevated walkway that crosses Rogers Boulevard to directly
connect with the Overseas Terminal at Level 3. An elevator at the
end of the Rodgers Boulevard sky bridge will allow passengers to
access the Lobby 4/5 check-in area on the second floor or the
baggage claim area on the first floor. As with all connections
between rail and the terminals, clear signage and wayfinding will
be key to promote optimal integration between new and existing
facilities.
The connection to the International Arrivals Building will require
clearly marked ground-level signage and wayfinding from the station
entrance. Traffic volumes on Ala Auana Street will increase with
the opening of the CONRAC. With CONRAC, Ala ‘Auana Street may
become too busy for pedestrians to cross mid- block. Therefore, the
preferable pedestrian connection to the station may involve walking
approximately 150 feet Koko Head from the International Arrivals
entrance/exit to a new crosswalk on Rodgers Boulevard across from
US Department of Agriculture office (recommended only and not in
any existing plans). This would allow passengers to access the
station without crossing the realigned Ala ‘Auana Street. Improved
sidewalks on the Koko Head side of Ala ‘Auana Street and wayfinding
(either signage or perhaps on-pavement striping and iconography
that delineates the best walk route) will greatly improve ground-
level pedestrian access from the International Arrivals Building to
the Honolulu International Airport Station.
Pedestrian access to the Interisland Terminal is more complex.
Accessing the Interisland Terminal from the station will require
passengers to walk ‘Ewa along a new elevated walkway from the
station concourse to the sixth level of the International Parking
Garage. From there, passengers walk through the garage to an
existing moving sidewalk and sky bridge over Rodgers Boulevard to
the Interisland Terminal Garage. After walking through the
Interisland Terminal Garage, passengers take a final elevator down
to the Interisland Terminal check- in area (Lobby 3).
Taking into consideration that passengers transferring to and from
the airport will have luggage, three vertical grade changes may
prove cumbersome. Ground- level wayfinding to and from the station
as well as revised ground-level pedestrian access (e.g., via the
Lei Stands or mauka perimeter of the International Parking Garage)
may better serve passengers connecting between the Airport Station
and the Interisland Terminal.
Final Bus/Rail Integration Plan for the Airport Station Group Page
37 Honolulu Rail Transit Project April 2014
Figure 4-3 illustrates the above grade connections between the
Honolulu International Airport Station and the Overseas and
Interisland Terminals.
4.3 Lagoon Drive Station
4.3.1 Bus Services
Almost three-fourths (73 percent) of passengers will access the
Lagoon Drive Station by bus. Table 4-5 presents the bus routes that
will serve the Lagoon Drive Station area in 2017, 2019 (full
opening), and 2030. The table shows the routes, direction, and
maximum number of buses serving the station in the peak hour.
Current bus operations are expected to continue until the full
Project opening in 2019 when rail will replace some long distance
bus routes (Routes 9, 20, 42 and 62) operating east/west along the
Nimitz Highway corridor.
The Lagoon Drive station area is not currently served by transit
directly. The 28 bus trips in the peak hour listed in Table 4-5 for
2017 are for services operating on Nimitz Highway, which is located
approximately 800 feet mauka of the station location. In 2019, of
the 22 trips in the peak hour, 8 will directly serve the station,
and 14 will serve nearby on Nimitz Highway. The following describe
new bus routes (shown on Figure 3-1 in Section 3.1) that will serve
the station and identifies those routes that will change operations
or be replaced by the rail line:
Route 9 Pearl Harbor/Kaimuk (EB/WB)—Route 9 will operate its
current alignment until 2019 when service west of Ala Moana Center
will be replaced by rail and Route 312. This bus route will provide
Pearl Harbor with circulator service from Aloha Stadium
Station.
Route 19 Hickam Field/Waik (EB/WB)—Route 19 will operate its
current alignment until 2019 when its service will be truncated at
the airport. Hickam Field will be served by circulator Route 313
providing connections from the PHNB Station. Route 19 will increase
service to 15-minutes (peak and off- peak) between the Airport and
Waik operating on Nimitz Highway within one-half mile of the Lagoon
Drive Station.
Route 20 Pearlridge/Waik (EB/WB)—Route 20 will operate its current
alignment until 2019 when its service will be replaced by the rail
line.
Page 38 Final Bus/Rail Integration Plan for the Airport Station
Group April 2014 Honolulu Rail Transit Project
Overseas Terminal Connection
Interisland Terminal Connection
Figure 4-3: Conceptual Above-Grade Pedestrian Connections between
Honolulu International Airport Station and Terminals
Final Bus/Rail Integration Plan for the Airport Station Group Page
39 Honolulu Rail Transit Project April 2014
Table 4-5: Lagoon Drive Bus Service Changes by Year
Route Maximum Number of Buses in Peak Hour by Year Number Direction
2014 2017 2019 2030
9 Westbound 4 4 0 0 9 Eastbound 3 3 0 0
19 Westbound 2 2 4 4 19 Eastbound 2 2 4 4 20 Westbound 1 1 0 0 20
Eastbound 2 2 0 0
31X Westbound 0 0 6 6 40 Westbound 2 2 3 3 40 Eastbound 2 2 3 3 42
Westbound 2 2 0 0 42 Eastbound 2 2 0 0 62 Westbound 2 2 0 0 62
Eastbound 3 3 0 0 306 Westbound 0 0 1 1 306 Eastbound 0 0 1 1
Totals 27 27 22 22 Source: Bus operations included in the Project
FEIS (Appendix D)
Route 31X Salt Lake/Lagoon Drive (NB/SB)—Route 31X will operate
along its current alignment until 2019 when it will be restructured
to provide direct service from Salt Lake neighborhoods (operating
along the Salt Lake portion of today’s Route 3) to the Lagoon Drive
Station. Route 302 will also connect Middle Street Transit Center
Station with Tripler Medical Center. Starting in 2019 in the AM
period, Route 31X will serve Salt Lake and continue to the Lagoon
Drive makai station entrance via Lagoon Drive to left on the makai
Waiwai Loop road, stopping adjacent to the eastbound station
entrance. This will provide a convenient connection to downtown
destinations for Salt Lake residents. In addition, the route would
pick up rail passengers destined for the employment areas along
Koapaka and Ualena Streets, via Waiwai Loop to Koapaka, left on
Paiea and left on Ualena, returning to serve a bus stop adjacent to
the mauka station entrance (westbound) on Lagoon Drive. This stop
would serve as a layover location.
Route 40 M kaha/Ala Moana Center (EB/WB)—Route 40 will continue its
current alignment. This route will provide the local stop service
between rail stations and when rail is not operating. The route
will con