Transportation systems involve the physical systems and modes by which people and goods move. Transportation systems include streets and roadways, pedestrian routes, bikeways, and surface and guideway facilities for mass transit and people movers. Transportation modes include automobiles, trucks, buses, bikes, mass transit vehicles and people movers.

The Mauka Area's transportation systems and modes serve various economic, social and physical activities within the Mauka Area. The Mauka Area's systems are linked with regional systems outside the Mauka Area. The location and effectiveness of the transportation systems and modes significantly influence redevelopment and enhance the Mauka Area's economic viability.

Chapter 206E, HRS, sets forth the Legislature's concern for a safe and efficient movement of people and goods, and for locating activities so as to facilitate primary reliance on public transportation and pedestrian facilities within the Mauka Area and its subareas. With improvements to the Mauka Area's transportation system, traffic safety and efficiency concerns would be met by a lessening of the dependency on the automobile and greater encouragement of the use of public transportation and pedestrian facilities for internal circulation.

To address these concerns the Authority studied in detail the existing transportation network and modes and analyzed their present problems, capacities and constraints with respect to the land development potential of the Mauka Area. Alternative transportation solutions to identified problems were developed and evaluated. Solutions were developed, tested and evaluated keeping in mind such planning considerations as the arrangement and mix of land use activities, the location of public facilities, and open space and urban design requirements. Workable combinations of solutions were assembled into twelve plan variations for further analysis and refinement. From this analysis evolved the Transportation Plan.

The Transportation Plan (Figure 8) for the Mauka Area was prepared in concert with the land use plan, urban design considerations, and the network of public facilities, utilities and open space and recreation areas. Attention to the interrelationship among these areas was essential to the development of a transportation system that meets community needs.

The Transportation Plan includes improvements to streets and roadways, parking facilities, pedestrianways, bikeways, and public transportation. Such improvements are designed to support the proposed land uses.

The Transportation Plan (Figure 8) is subject to modification and refinement inasmuch as the routes shown are based on preliminary studies and proposals. As detailed engineering analyses and designs are performed and reviews and consultations are carried out with the appropriate parties, changes to the alignments shown may be required.

The Authority's Phases I and II Studies identified needed street and roadway improvements in the Mauka Area. The findings revealed that the Mauka Area's street and roadway network is substantially deficient. Except for the major roadways of Kapiolani and Ala Moana Boulevards and the main intersecting streets of Ward Avenue, Pensacola, Piikoi and Punchbowl Streets, most interior roads were built fifty or more years ago and have not been brought up to current street standards of the City and County of Honolulu. Many of the streets have nonconforming rights-of-way and street widths, are in disrepair, and lack proper curbs and sidewalks. Approximately 25 percent of the road system is privately owned. This prevents needed public maintenance, and enactment and enforcement of parking controls to ensure safe and efficient traffic movement.

Street improvements in the past twenty-five years have included widening (e.g., Pensacola Street), minor realignment (Ward Avenue), Improvement District projects (Sheridan Tract, mauka of Kapiolani Boulevard and Diamond Head of Pensacola Street), and extension (Pensacola Street makai of Kapiolani Boulevard).

Further improvements found necessary included the upgrading of streets, providing curbs and sidewalks, and other modernizations. Moreover, the poor condition of the street system and the needed improvements have hindered fuller utilization and development of the Mauka Area. Many streets were found to lack the capacity to carry the volume of traffic anticipated from land uses permitted even under current plans and ordinances. Improvements are needed for the proper movement of traffic throughout the Mauka Area, for safe and efficient access to properties, and to support new development.

Toward these ends, all streets and roadway system improvements shall be in accordance with the Roadway Plan as illustrated in Figure 9, the street rights-of-way and cross sections (Figures 10, 11 and 12), and the rules of the Authority. Figure 13 summarizes the dimensions of the existing and proposed roadways for comparative purposes. Figures 10 to 13 relating to street cross sections and dimensions may be modified or refined as detailed engineering analyses and designs are performed.

Two categories of streets are shown on the Roadway Plan: major roads and local roads. The major roads are for movement of traffic within and through the Mauka Area. They carry moderate to high traffic volumes either as collectors which funnel traffic to the regional roadway system, or as arterial streets which serve traffic passing through the Mauka Area. Local roads provide access to abutting properties and are not designed for through traffic; their traffic volumes are low and use is primarily local. It is anticipated that the existing streets not needed for traffic flow or access to properties may be closed. Closure of streets would increase the developable land area of the Mauka Area by enabling the creation of larger scale developments or superblocks. While not immediately possible in all areas with small lots, street closures and resulting land consolidations are practicable in many areas. The advantages to superblock development are described in the Land Use Plan.

Most of the existing street circulation patterns shall be maintained to minimize right-of-way acquisitions. A new Queen Street and Pohukaina-Auahi Street one-way couplet is proposed. Queen Street would be extended to Pensacola Street. Pohukaina Street would extend to Ward Avenue, and Auahi Street on the Waikiki side of Ward Avenue would be aligned with Pohukaina Street. This new Pohukaina-Auahi Street would then extend and join with Queen Street near the Pensacola-Waimanu Street intersection. These improvements will enhance the Ewa-Diamond Head traffic flows. Kamakee Street shall be improved and extended between Kapiolani and Ala Moana Boulevards to facilitate traffic movement from properties and local roads abutting Kamakee Street onto these regional roadways. The Right-of-Way Acquisition Plan (Figure 14) indicates the general areas where right-of-way acquisitions will be required to implement the proposed street system improvements. The areas shown may be modified or refined as detailed engineering analyses and designs are performed.

Halekauwila between Coral and Cooke Streets shall be realigned to provide a continuous street. The severe curve on Cooke Street between Ilaniwai and Halekauwila Streets shall be reduced for safety and efficiency of traffic movement. Closure of minor or local streets not needed for traffic flow or access shall be considered, consistent with the need to promote the efficient use of land by large-scale projects in superblocks.

All street widening, street closing, regrading, elimination of left turn lanes, installation of curbs, gutters, lighting, traffic signalizations, sidewalks, bikeways, and street plantings shall be in accordance with City standards except as otherwise directed by the Authority. Further, all street and roadway improvements shall be guided by the following principles: Increased use of public transportation shall be encouraged; pedestrian traffic shall be encouraged; excessive automobile traffic throughout the Mauka Area shall be discouraged; and existing and future streets and roadways shall be constructed and maintained to meet appropriate standards.

Parking in the Mauka Area is a major problem. Insufficient parking in many areas create haphazard parking along existing narrow streets, leaving only a single meandering lane to serve two-way traffic. This situation occurs frequently in the area Diamond Head of Cooke Street between Kapiolani Boulevard and Halekauwila Street. Double parking also occurs in the Mauka Area as evidenced by the congestion along portions of Queen Street. These parking problems create hazardous conditions for pedestrians and motorists alike.

Inasmuch as the private automobile will continue to be a major form of transportation within and through the Mauka Area, the Transportation Plan provides for adequate parking opportunities. Parking will be conveniently located throughout the Mauka Area, facilitating traffic movement and eliminating the inconveniences caused by haphazard and illegal parking.

Parking for private vehicles shall be provided along designated streets, on-site in all areas, and within public parking garages.

ON-STREET PARKING - On-street parking shall be discouraged as much as possible. After redevelopment activities are well under way, on-street parking shall be prohibited on all major streets which shall be reserved for vehicle lanes, bus turnout lanes, and bikeways. On-street parking along local streets shall be permitted only on designated streets, and until such time that adequate off-street parking is available. Special parking restrictions may be implemented as a necessary transition to the no on-street parking condition or as the need arises.

ON-SITE PARKING - Appropriate on-site parking spaces shall be provided in all private developments. Parking spaces shall generally provide for a modest reduction of the current parking standards of the City and County, as provided for by the rules. All on-site parking spaces for Planned Developments shall be enclosed to enhance the visual quality of the area. By "enclosed", it is meant that parking shall be located in a structure with a roof and walls. For the purposes of parking located at the top level of a structure, plant material or architectural embellishments which would cover parking spaces may be considered a roof. MUZ developments may provide open parking at grade as long as it is buffered or screened with plant material from adjacent properties and rights-of-way as well as views from above. MUZ developments which provide multi-level parking shall be subject to enclosed parking requirements. The number, type, and standards, and other requirements for parking shall be established by the rules. The Authority may consider promulgating rules which provide for a waiver or reduction of the on-site parking requirement for private developers who purchase stalls in the proposed parking garages. These waivers or reductions are intended to partially relieve small parcels of one of their major development constraints. On-site parking for short-term customer parking needs and customer convenience would still be required notwithstanding the reduction of on-site parking.

PUBLIC PARKING FACILITIES - A number of public parking facilities shall be provided. Their general locations are shown on the Open Space and Recreation Plan Map. Parking facilities shall be interfaced with the proposed pedestrianway systems to encourage nonautomotive transportation within the Mauka Area. An internal shuttle bus may also be implemented to facilitate better movement within the Mauka Area. These parking facilities shall each cover one acre, shall have three or more levels of parking, and shall have a public park above the top level except as noted below.

Alternative parking facility designs for specific parking projects within development projects may be submitted for approval to the authority. The combination of parking facility and development project shall be practically, aesthetically and economically superior to the alternative of constructing the parking facility and development project separately. The authority must also find that the proposed parking facility and development project will not result in an increase of adverse effects to adjacent developments or uses, and that the result will be consistent with the intent of the Mauka Area Plan.

In the Mauka Area, the pedestrianway, bikeway and public transportation systems are presently inadequate to encourage nonautomobile travel and to serve future transportation needs.

Pedestrian movement in the Mauka Area is hampered by the lack of adequate pedestrianways in most areas. Existing pedestrianways in the Mauka Area consist only of conventional sidewalks with signalized crossings at major intersections. Arcades, malls, grade-separated pathways, and other pedestrianways are practically nonexistent. Continuous sidewalks exist only along some major and secondary roadways. Sidewalks are also available on a few minor streets which were improved as part of improvement districts such as between Pensacola and Piikoi Streets and between Keawe and Punchbowl Streets. Most minor streets do not have sidewalks, and pedestrians must walk between parked cars and automobile traffic, creating hazardous conditions.

Existing public transportation consists of an island-wide, city-owned and managed bus system. All of the Mauka Area is served by buses within the City's "desirable" service guidelines. Bus use, however, has been found to be at a very low level, which is evidenced by automobile circulation, parking, and traffic problems within the Mauka Area.

In keeping with public policy objectives, the Transportation Plan serves to minimize the use of the automobile for internal circulation within the Mauka Area and its subareas. Instead of driving, residents, workers, and visitors will be encouraged to walk, bike, or use public transportation to go from place to place. The use of such alternative transportation modes would help to conserve energy, improve air quality, promote safety and efficiency in the movement of people and goods, and provide convenience of travel. Accordingly, a multi-modal system of pedestrianways, bikeways, and public transportation is provided as alternatives to the use of the private automobile.

PEDESTRIANWAYS - Improvements to the pedestrian circulation system shall consist of sidewalks along all improved public streets, pedestrian malls, "mid-block" pedestrianways, and elevated pedestrianway facilities with above-grade crossings connecting superblock developments. The pedestrian circulation system shall link residential areas and public transportation facilities, such as bus stops and public parking facilities, with destination areas, such as parks, shopping areas, and work areas in and outside the Mauka Area. Pedestrianways may be constructed by other governmental agencies to provide linkages between major destination areas outside the Mauka Area, such as Downtown Honolulu, the Capital District, Ala Moana Shopping Center, Ala Moana Park, the proposed Waterfront Park, and the Academy of Arts cultural district. Developments adjacent to the pedestrianway route shall be encouraged to connect their internal circulation system to the elevated pedestrianway.

Ground-level sidewalks shall be a minimum of eight feet wide and located between the roadway curb and the edge of the right-of-way. Narrower sidewalks may be allowed only in conjunction with the provision of street trees, additional landscaping, seating, and other pedestrian amenities. However, in no instance shall sidewalk widths be less than 6 feet. Additional sidewalk width shall be provided within the right-of-way at critical locations, such as bus stops.

Clearly marked 10-feet wide crosswalks and curb ramps for the handicapped shall be provided at all intersections. This would complete the ground-level pedestrianway network.

At approximately the 45-foot elevation, 6- to 8-foot wide corridors shall be provided on the decks of platforms within the upper-level setback area. Six- to eight-foot street over crossings for pedestrians and wheelchairs shall be provided to link blocks or superblocks, or to link complementary facilities, such as a parking garage to employment centers.

The basic upper level pedestrianway system shall follow the routes shown on the Open Space and Recreation Plan. This system provides for an upper-level pedestrian corridor within one block of most parcels in the Mauka Area. Developments located near the system or in adjacent superblocks should be encouraged to connect their internal circulation system to the larger Mauka Area system.

The Authority shall develop these pedestrianway over crossings which span public rights-of-way. The developer of property adjacent to the pedestrianway route shall dedicate and improve an easement for the pedestrianway in the required upper-level setback. The area set aside for the pedestrianways may be counted as part of the required open space of any development.

At the ends of overpass structures, open stairwells and/or ramps shall provide the basic transition from ground or street level to the elevated pedestrianways. Elevators, escalators, and stairways within buildings may provide additional linkages between the two levels. All pedestrianways shall be well lighted and designed to minimize security problems.

Appropriate rules shall be established requiring the provision of pedestrianways for developments.

BIKEWAYS - Presently, there are no bikeways or designated bicycle routes in the Mauka Area. Bicycle usage in the Mauka Area is very low according to a study by the State Department of Transportation. However, an improved bikeway system should encourage greater bicycle usage within and through the Mauka Area, thereby lessening the dependency on the private automobile.

The bikeway system, shown in the Bikeway Plan Map (Figure l5) incorporates streets, bicycle lanes, and bicycle paths. Bikeway facilities shall provide an efficient use of available transportation corridors, and shall enhance safety for bicyclists, pedestrianways, and other users. Bicycle lanes shall be provided only on improved streets where appropriate space has been provided.

There shall be no designated bicycle lanes on minor or local streets, and bicyclists shall share the street with other vehicles. The local streets shall lead bicyclists to bicycle lanes or designated bicycle routes along collector or major streets. Bicycle paths shall be provided in parks and other exclusive bicycle/pedestrian areas. These bikeways shall tie into the regional bikeway network.

The regional bikeway network includes a bicycle path in Ala Moana Park, and bicycle routes on King and Beretania Streets. Bicycle lanes shall be provided on South Street, a portion of Kamakee Street, Ward Avenue and Pensacola Street; and these shall connect to the King Street bicycle lane. Ewa-Waikiki connector lanes shall be provided on one side of the Queen-Pohukaina couplet. Although the other streets are not designated bikeways, bicyclists will use them to gain access to the bikeway system.

Bicyclists shall not be allowed to ride their bicycles on the pedestrianways as they will pose a hazard to pedestrian movement.

To encourage use of bicycles, bicycle racks, rental lockers, bicycle storage areas in public parking garages, and other bike accessories shall be provided. These facilities should be located in readily accessible spaces which are well lit and secured, but generally underutilized, such as corners of parking areas and under stairways.

The design of bikeways shall be guided by the "Bike Plan Hawaii" Final Report (State of Hawaii, Department of Transportation, Statewide Master Plan for Bikeways, March, l977), and bikeway standards established by the City and County Department of Transportation Services.

Appropriate rules shall be established to implement these policies.

PUBLIC TRANSPORTATION - The public transportation system is shown in the Transportation Plan Map, and includes the City's bus system, the City's proposed Honolulu Area Rapid Transit system (HART), and the contemplated internal loop shuttle bus system which would be developed within the Mauka Area.

The HART system has been incorporated because it is a part of the City's existing transit policy for Honolulu. The alignment and station location shown is based on the City's preliminary studies and proposals. All proposed development projects within the alignment and station location shall be coordinated with the appropriate City agency.

The City bus system will provide the major form of public transportation for trips to and from the Mauka Area. Improvements to the bus system shall include, but not be limited to, increasing the level of service, relocating bus routes, and other modifications to meet increasing demands as development and roadway improvements in the Mauka Area progress. Shelters and benches shall be required at all bus stops.

The City bus system shall be augmented by an at-grade shuttle bus system designed primarily for internal Mauka Area trips. The Authority may develop or provide for the development of the shuttle bus system should the need arise. This shuttle system may consist of vehicles similar to, but smaller than, standard City buses, and with more passenger capacity than automobiles. Three one-way internal loop routes are proposed and implementation shall be phased as development progresses. The proposed routes are intended to facilitate the distribution of people to and from the proposed HART station, public parking garages, shopping and employment centers, and other destination areas within the Mauka Area.