kahekili highway improvements -...

Kahekili Highway Improvements

Project # 83F-01-09 Re-Evaluation of 1990 Final Environmental

Impact Statement

Produced for:

State of Hawaii Department of Transportation Highways Division

November 2013

This Page Intentionally Left Blank

Hawaii Department of Transportation Table of Contents Kahekili Highway Improvements Project 83F-01-09

1990 Final EIS Re-Evaluation Report i November 2013 Prepared by SSFM International

TABLE OF CONTENTS

CHAPTER 1: INTRODUCTION ............................................................................ 1

1.1 Project Background and History ..................................................................................... 2 1.1.1 Project Overview ..................................................................................................... 2 1.1.2 NEPA Process and Project History .......................................................................... 4 1.1.3 Actions Subsequent to the 1990 Final EIS within the Study Area .......................... 5 1.1.4 Related but Separate Actions ................................................................................. 7

CHAPTER 2: SUMMARY OF FINDINGS OF THE 1990 FINAL EIS AND ROD .......... 9

2.1 Purpose and Need ........................................................................................................... 9 2.1.1 Relieve Existing and Projected Traffic Congestion ................................................. 9 2.1.2 Improve Traffic Safety and Operations ................................................................. 10 2.1.3 Other Objectives Related to 1990 Final EIS Purpose and Need ........................... 10 2.1.4 Community Confirmation of 1990 Final EIS Purpose and Need Statement ......... 10 2.1.5 Objectives for Future Transportation Improvements .......................................... 11

2.2 Alternatives Studied in 1990 Draft EIS and Final EIS .................................................... 11 2.2.1 No Action Alternative............................................................................................ 12 2.2.2 Transportation Systems Management (TSM) Alternative .................................... 12 2.2.3 Contraflow Alternative ......................................................................................... 12 2.2.4 Alternative Corridors ............................................................................................ 12 2.2.5 Kahekili Highway Improvement Alternatives Studied in FEIS ............................... 13

2.2.5.1 Kahekili/Likelike Highway Intersection Alternatives ........................................ 13 2.2.5.2 Kahekili Highway Widening Alternatives .......................................................... 19 2.2.5.3 Castle Hills Connection to Keaahala Road ........................................................ 21

2.3 Preferred Alternative Selected in 1990 Final EIS and ROD ........................................... 24 2.3.1 Full Interchange, Scheme A-4 (Underpass) .......................................................... 24 2.3.2 Incremental Widening of Kahekili Highway to Kamehameha Highway ............... 25 2.3.3 Castle Hills Connector ........................................................................................... 25

2.4 Summary of Impacts & Mitigation in 1990 Final EIS and ROD ..................................... 25

CHAPTER 3: DESIGN COMPARISON ................................................................ 29

3.1 Possible Further Actions ............................................................................................... 30 3.2 Kahekili Interchange Design .......................................................................................... 30

3.2.1 Design Proposed at the Interchange in the 1990 Final EIS ................................... 30 3.2.2 Construction at the Intersection After the 1990 Final EIS .................................... 31 3.2.3 Future Proposals for the Interchange ................................................................... 32 3.2.4 Conclusion About the 1990 Final EIS’ Validity to Consider Future Interchange Improvements ....................................................................................................................... 32

3.3 Kahekili Highway Widening from Likelike Highway to Haiku Road .............................. 32 3.3.1 Design Proposed to Widen Kahekili Highway in the 1990 Final EIS ..................... 33 3.3.2 Widening of Kahekili Highway After the 1990 Final EIS ....................................... 33


1990 Final EIS Re-Evaluation Report ii November 2013 Prepared by SSFM International

3.3.3 Possible Further Actions for Improving Kahekili Highway Between Haiku Road and Kamehameha Highway .................................................................................................. 34 3.3.4 Conclusion About the 1990 Final EIS’ Validity to Consider Future Proposed Widening 34

3.4 Castle Hills Connector ................................................................................................... 35 3.5 Conclusions on Design of Built Segments ..................................................................... 35

CHAPTER 4: VALIDITY OF 1990 FINAL EIS AND ROD TO REFLECT CURRENT CONDITIONS AND POSSIBLE FURTHER ACTIONS ............................................... 37

4.1 Physical and Natural Environment................................................................................ 39 4.1.1 Geology, Topography, and Soils............................................................................ 39 4.1.2 Climate and Air Quality ......................................................................................... 39 4.1.3 Wetlands and Streams .......................................................................................... 41 4.1.4 Floodplains ............................................................................................................ 42 4.1.5 Vegetation, Fish and Wildlife, and Threatened/Endangered Species .................. 43 4.1.6 Visual Quality ........................................................................................................ 43 4.1.7 Noise ..................................................................................................................... 47 4.1.8 Energy ................................................................................................................... 48 4.1.9 Coastal Zone Impacts ............................................................................................ 48 4.1.10 Water Quality ........................................................................................................ 49 4.1.11 Hazardous Waste Disposal Sites ........................................................................... 50

4.2 Social Environment ....................................................................................................... 50 4.2.1 Demographics and Environmental Justice ............................................................ 50

4.2.1.1 Population Change and Environmental Justice ................................................ 50 4.2.1.2 Housing ............................................................................................................. 52 4.2.1.3 Employment ...................................................................................................... 52 4.2.1.4 Conclusions about Demographics and Environmental Justice ......................... 55

4.2.2 Cultural, Historic, and Archaeological Resources ................................................. 55 4.2.3 Utilities .................................................................................................................. 59 4.2.4 Public Institutions, Recreational and Community Facilities ................................. 60 4.2.5 Neighborhoods ..................................................................................................... 60

4.3 Transportation .............................................................................................................. 63 4.3.1 Traffic Operations ................................................................................................. 63

4.3.1.1 Traffic Volumes in Likelike Highway Intersection ............................................. 64 4.3.1.2 Traffic Volumes along Kahekili Highway ........................................................... 67 4.3.1.3 Conclusions About 1990 Final EIS Traffic Analyses ........................................... 70

4.3.2 Traffic Safety ......................................................................................................... 71 4.3.3 Heavy Vehicles ...................................................................................................... 74 4.3.4 Transit ................................................................................................................... 75 4.3.5 Bicycles and Pedestrians ....................................................................................... 77

4.4 Construction Phase Impacts Identified in 1990 Final EIS .............................................. 78 4.4.1 Construction Impacts on Air Quality ..................................................................... 78 4.4.2 Construction Impacts on Noise ............................................................................. 79


1990 Final EIS Re-Evaluation Report iii November 2013 Prepared by SSFM International

4.4.3 Construction Impacts on Water Quality ............................................................... 79 4.4.4 Construction Impacts on Socioeconomic Issues ................................................... 80 4.4.5 Construction Impacts on Hazardous Materials .................................................... 81

4.5 Right-of-Way, Relocations, and Economic Impacts ...................................................... 82 4.6 Land Use ........................................................................................................................ 83 4.7 Indirect (Including Growth Inducing) Impacts .............................................................. 83 4.8 Cumulative Impacts ...................................................................................................... 85 4.9 Section 4(f) Evaluation .................................................................................................. 86 4.10 Unresolved Issues ......................................................................................................... 88 4.11 The Relationship Between Short-Term Use of Man’s Environment and the Maintenance and Enhancement of Long-Term Productivity ................................................... 88 4.12 Unavoidable Impacts and Irreversible and Irretrievable Commitments of Resources 88 4.13 Required Permits and Approvals .................................................................................. 89

CHAPTER 5: RELATIONSHIP TO OTHER POLICIES AND PLANS ......................... 91

5.1 Oahu Regional Transportation Plan .............................................................................. 91 5.2 Koolaupoko Development Plan and Koolau Poko Sustainable Communities Plan ...... 91 5.3 Kahaluu Community Master Plan ................................................................................. 92 5.4 Kaneohe Town Plan ...................................................................................................... 93 5.5 Oahu Bike Plan and Bike Plan Hawaii ........................................................................... 94 5.6 Hawaii Statewide Pedestrian Master Plan .................................................................... 95 5.7 Hawaii Statewide Transportation Plan ......................................................................... 98 5.8 Hawaii Statewide Transportation Improvement Program (STIP) ................................. 98 5.9 Hawaii 2050 Sustainability Plan .................................................................................... 98 5.10 State Land Use Designation .......................................................................................... 98 5.11 Coastal Zone Management ........................................................................................... 99 5.12 Special Management Area (SMA) and Shoreline Setback Area (SSA) .......................... 99 5.13 City and County of Honolulu General Plan ................................................................. 102 5.14 City and County of Honolulu Zoning ........................................................................... 104

CHAPTER 6: PUBLIC CONSULTATION AND COORDINATION PROCESS ........... 105

6.1 Issues Raised During 1990 EIS Process ....................................................................... 105 6.2 Public Involvement on Current Project....................................................................... 105 6.3 Agencies Consulted ..................................................................................................... 108 6.4 Conclusions About Public Involvement ...................................................................... 109

CHAPTER 7: FINDINGS ON RE-EVALUATION OF 1990 FINAL EIS AND ROD .... 111

7.1 Findings ....................................................................................................................... 111 7.2 Recommended Course of Action ................................................................................ 111

CHAPTER 8: LIST OF PREPARERS AND REVIEWERS ....................................... 115

CHAPTER 9: REFERENCES ............................................................................. 117


1990 Final EIS Re-Evaluation Report iv November 2013 Prepared by SSFM International

Appendix A: Regulations/Laws Added or Changed Since 1990 .............................................. 119 Appendix B: Issues Raised During Stakeholder Interviews ..................................................... 123 Appendix C: 1990 Record of Decision ..................................................................................... 125


1990 Final EIS Re-Evaluation Report v November 2013 Prepared by SSFM International

LIST OF FIGURES Figure 1: Project Location Map Showing 4.4 Miles of Kahekili Highway and Likelike Intersection 3 Figure 2: Current Configuration of Intersection of Likelike and Kahekili Highways ....................... 6 Figure 3: Full Interchange Alternatives Shown in Exhibit II-3 of 1990 Final EIS ........................... 14 Figure 4: Partial Interchange Alternatives Shown in Exhibit II-4 of 1990 Final EIS ....................... 15 Figure 5: Partial Interchange Alternatives with a Mauka-Bound Collector-Distributor Road Shown in Exhibit II-5 of 1990 FEIS ................................................................................................. 17 Figure 6: At-Grade Intersection Alternative Shown in Exhibit II-6 of 1990 Final EIS .................... 18 Figure 7: Typical Cross Section of Highway Widening Shown in Exhibit II-7 of 1990 Final EIS .... 20 Figure 8: Number of Lanes of Kahekili Widening Alternatives in 1990 Final EIS .......................... 22 Figure 9: Castle Hills Connector Shown in Exhibit II-9 of 1990 Final EIS....................................... 23 Figure 10: Preferred Alternative Interchange Scheme A-4 .......................................................... 25 Figure 11: Noise Walls between Haiku Road and Kahuhipa Street .............................................. 45 Figure 12: Kahekili Highway Median Planters .............................................................................. 45 Figure 13: Retaining Wall at Kaneohe District Park ...................................................................... 46 Figure 14: Employment Centers and Other Land Uses ................................................................. 54 Figure 15: Cultural and Archaeological Sites Identified in CIA and LRFI Studies .......................... 57 Figure 16: Neighborhoods in Project Region ................................................................................ 62 Figure 17: Projected EIS Volumes for 2008 and Counts in 2009 for Likelike/Kahekili Intersection....................................................................................................................................................... 65 Figure 18: Current Bus Service in Kaneohe ................................................................................... 76 Figure 19: Existing Pedestrian Facilities in Windward Oahu ........................................................ 97 Figure 20: State Land Use Districts ............................................................................................. 100 Figure 21: Special Management Area (SMA) in Kahaluu (Outlined in Red) ............................... 101


1990 Final EIS Re-Evaluation Report vi November 2013 Prepared by SSFM International

LIST OF TABLES Table 1: Summary of Environmental Impacts Disclosed in 1990 Final EIS ................................... 26 Table 2: Validity of 1990 Final EIS to Cover Issues Today ............................................................. 38 Table 3: Kaneohe-Ahuimanu-Heeia Census Area counts, 1990-2010 .......................................... 51 Table 4: Likelike Intersection Average Daily Traffic in EIS (2008) Compared to 2009 Traffic Counts ........................................................................................................................................... 65 Table 5: Peak Hour Likelike Intersection Traffic Predicted in 1990 Final EIS (2008) Compared to Traffic Counts (2009)..................................................................................................................... 66 Table 6: LOS Comparison at Likelike Intersection Between 1990 Final EIS and Current Study ... 67 Table 7: Interchange Future Widening ADT Comparison to Previous Projections ....................... 67 Table 8: Corridor Existing Average Daily Traffic (ADT) Comparison to Previous Projections ....... 68 Table 9: Percent Change in Peak Hour Traffic Predicted in 1990 Final EIS Compared to 2011 Traffic Counts North of Haiku Road .............................................................................................. 69 Table 10: Comparison of LOS at Signals in 1990 Final EIS Compared to Current Modeling ......... 69 Table 11: ADT in 1990 Final EIS for Widening Kahekili Highway (2008) Versus Current 2035 Projections .................................................................................................................................... 70 Table 12: Accident Rates Comparison .......................................................................................... 72 Table 13: Types of Accidents along Kahekili Highway Corridor 1997-2009 ................................. 73 Table 14: Yearly Injuries and Fatalities along Kahekili Highway Corridor .................................... 73 Table 15: Permits and Approvals Anticipated to be Needed for Possible Further Actions .......... 89 Table 16: Agencies Consulted on Project ................................................................................... 108

Hawaii Department of Transportation Chapter 1 Kahekili Highway Improvements Project 83F-01-09 Introduction

1990 Final EIS Re-Evaluation Report 1 November 2013

CHAPTER 1: INTRODUCTION Before steps are taken to advance a project, federal regulations at 23 CFR 771.129 require the U.S. Department of Transportation (USDOT) and the Federal Highway Administration (FHWA) to undergo a re-evaluation of the acceptability of a Final Environmental Impact Statement (EIS) under the National Environmental Policy Act (NEPA). A written evaluation is required when more than three years have passed since the last major FHWA approval action.

Under the Hawai‘i Environmental Policy Act (HEPA), commonly referred to as “Chapter 343” under the Hawai‘i Revised Statutes, it is necessary for an accepting agency to evaluate whether a previously-accepted but not fully-implemented EIS is still valid with respect to size, scope, location, intensity, use or timing. If the accepting agency finds that the document is no longer valid, it requires preparation of new environmental documentation. If the document is still found to be valid, the Office of Environmental Quality Control (OEQC) must be notified of this information.

The purpose of this document is to re-evaluate the Kahekili Highway Improvements Final Environmental Impact Statement (FEIS) dated August 23, 1990 and the Record of Decision (ROD) issued on December 21, 1990. The re-evaluation looks at:

• Current environmental requirements • An assessment of any changes that have occurred and their effect on the adequacy of

the 1990 Final EIS • Changes in the project, its surroundings, and impacts • Any new issues identified since the 1990 Final EIS was approved.

The Hawaii Department of Transportation (HDOT) intends to design and construct improvements to the Kahekili/Likelike Intersection and to Kahekili Highway between Haiku Road and Kamehameha Highway as reviewed in the 1990 Final EIS and the ROD. Under typical circumstances, Final Design, right-of-way acquisition, and construction proceed soon after the issuance of a ROD and continue in a timely fashion until the project is built. However, eighteen years have lapsed since the last Kahekili Highway Improvements in 1995. As required by FHWA regulation, a re-evaluation has been performed and will document whether the Final EIS and ROD remain valid or if additional environmental documentation is needed under NEPA and Chapter 343 of the Hawaii Revised Statutes.

As noted in more detail below, portions of the Kahekili Highway Improvements project were designed, constructed, and completed by 1995. This re-evaluation focuses on two portions of the project not completed: the Kahekili/Likelike Intersection and the widening of Kahekili Highway from Haiku Road to Kamehameha Highway.

A detailed description of the re-evaluation’s conclusions and recommended next steps is found in Chapter 7: Findings on Re-Evaluation of 1990 Final EIS and ROD. As that chapter will explain, this re-evaluation has determined that additional documentation should be prepared under NEPA and Hawaii Revised Statutes Chapter 343.



Section 7.2: Recommended Course of Action recommends that new NEPA/HRS Chapter 343 documentation be performed separately for the Likelike Highway interchange and for improvements to Kahekili Highway between Haiku Road and Kamehameha Highway. The OEQC will be notified of this finding in a letter. Refer to that section for more elaboration.

1.1 Project Background and History As currently constructed, the 4.4 mile long Kahekili Highway begins at its intersection with Likelike Highway with a six lane width, reducing down to five lanes at Kahuhipa Street. The highway then reduces to four lanes approaching Haiku Road. For the remaining 3.3 miles from Haiku Road until the highway’s intersection with Kamehameha Highway, the road is two lanes wide. Some intersections are channelized with auxiliary lanes for left turns. A map showing the relationship between the segments of the project under consideration in this re-evaluation and the areas improved previously after the issuance of the FEIS and ROD is shown in Figure 1: Project Location Map Showing 4.4 Miles of Kahekili Highway and Likelike Intersection.

1.1.1 Project Overview The Kahekili Highway Project Area is primarily in a suburban region located in Kaneohe, in the Koolaupoko Region of the Island of Oahu, on the Windward Side. Kahekili Highway is a principal arterial roadway connecting the communities of Kahaluu and Koolauloa with Kaneohe and other communities of the Windward Coast. Another roadway in Kaneohe is Kamehameha Highway, a major collector, which runs parallel with Kahekili Highway through Kaneohe Town and Heeia Kea until the two highways meet up at the entrance to Kahaluu.

Kahekili Highway is 4.4 miles in length and was originally constructed with two lanes in 1966 as an Improvement District by the City & County of Honolulu. However, a 120-foot wide right-of-way was acquired at that time in anticipation of a wider highway. Kahekili Highway is owned and operated by HDOT.

The original Kahekili Highway Widening and Interchange project selected a Preferred Alternative based on studies and community input conducted up to 1990. In 1990, the Preferred Alternative called for three separate features:

• A grade-separated interchange at the intersection of Kahekili Highway and Likelike Highway (identified as “Scheme A-4” in the 1990 Final EIS);

• Construction of a Castle Hills connector road to Keaahala Road for the Castle Hills Subdivision; and

• Widen Kahekili Highway between Likelike Highway and Kamehameha Highway, a distance of 4.4 miles. The widening would consist of a six lane corridor between Likelike Highway and Kahuhipa Street, a five lane corridor (two lanes northbound and three lanes southbound) between Kahuhipa Street and Haiku Road, and four lanes north of Haiku Road to the intersection of Kamehameha Highway.



Figure 1: Project Location Map Showing 4.4 Miles of Kahekili Highway and Likelike Intersection

Map base: Google Maps



As discussed in greater detail below in Section 1.1.3: Actions Subsequent to the 1990 Final EIS within the Study Area, HDOT pursued some improvements to Kahekili Highway that were completed in 1995.

Subsequent to the widening of 1.1 miles of Kahekili Highway in 1995, collaboration between HDOT, FHWA, and the community has led to the identification of additional proposed concepts to relieve congestion and delay and/or improve operations and safety as disclosed in the Preliminary Issue Identification Report (SSFM, 2011a). In addition, there is a recent emphasis on Complete Streets, which could serve all modes of transportation, including bicycles, pedestrians, and transit users. Newly proposed concepts include:

• Contraflow between Haiku Road and Kamehameha Highway or a portion thereof • Widening of Kahekili Highway between Haiku Road and Kamehameha Highway or a

portion thereof • Transportation Systems Management (TSM) Alternatives at East Hui Iwa Street, West

Hui Iwa Street, Ahuimanu Road, and Ahuimanu Place • Installation of Sidewalks on the Makai side of the Highway, between West Hui Iwa and

Ahuimanu Place • Bike Path treatments on the Makai side of the Highway, between West Hui Iwa and

Ahuimanu Place, which could include a pedestrian path • Improved pedestrian crossings at West Hui Iwa moving towards Ahuimanu Elementary

and Ahuimanu Community Park (Hui Akeo Place) • Additions to TheBus route system, including express routes • Park and Ride facilities for commuters

1.1.2 NEPA Process and Project History The entire 4.4 mile corridor as well as the Kahekili/Likelike Intersection were studied throughout the 1980s. An EIS Preparation Notice was published in the Office of Environmental Quality Control (OEQC) Bulletin on December 23, 1982. Following that, five public informational meetings were held beginning in February 1983 and ending in August 1983. HDOT began agency coordination in 1984. Because the planning for the project was delayed, an EIS was not completed.

On September 23, 1987, HDOT recirculated the EIS Preparation Notice to update the comments from interested agencies, organizations, and the general public. HDOT then held a Public Informational Meeting on December 16, 1987. The Draft EIS was published in June 1989 and circulated for comments. A Public Hearing on the Draft EIS was held on August 2, 1989. Minutes of all public meetings as well as agency and public responses were included in the 1990 Final EIS.

The Federal Highway Administration (FHWA) issued a Record of Decision (ROD) on December 21, 1990, allowing the project to move forward to construction.

Several environmental impacts were noted and associated mitigation measures were incorporated into the project’s Record of Decision:



• Noise barriers were constructed in the Kahekili Highway right-of-way between Likelike Highway and Haiku Road;

• Drainage in the study area was designed to accommodate peak floods per National Flood Insurance Program standards, but much of the proposed drainage improvements in the vicinity of Likelike Highway were not made since the grade-separated interchange was not built;

• Water quality mitigating measures were designed and constructed in consultation with the Army Corps of Engineers, Section 404 resource agencies, and the Hawaii Department of Land and Natural Resources (DLNR);

• Erosion control for graded and cut areas was implemented in additional to control of drainage water runoff;

• A Conceptual Relocation Plan was included in the project and indicated that replacement housing was available for the 3 households that would be displaced by Kahekili/Likelike Interchange construction; and

• Short-term adverse effects on noise levels, air and water quality, and temporary inconveniences all due to construction were acknowledged.

1.1.3 Actions Subsequent to the 1990 Final EIS within the Study Area

Portions of the project covered in the 1990 Final EIS and Record of Decision were built and completed by 1995:

• The grade separated interchange at the intersection of Kahekili Highway and Likelike Highway identified as the Preferred Alternative in the 1990 Final EIS as “Scheme A-4” was partially built on a generally comparable footprint, but without a grade-separation. Figure 2: Current Configuration of Intersection of Likelike and Kahekili Highways shows what was built. Instead of a grade-separation with Kahekili Highway passing under Likelike Highway, a signalized at grade intersection was constructed, precluding the need for the “braided ramps” that were proposed in Scheme A-4 to separate the approaches between Honolulu-bound Likelike Highway and the H-3 Freeway. A loop ramp that would handle the traffic movement between southbound Kahekili Highway and eastbound Likelike Highway (towards Kaneohe) was retained. Therefore, this movement, which would otherwise be a left turn, is instead handled by a through movement and a merging ramp. Similarly, the movement between eastbound Likelike Highway and northbound Kahekili Highway is accommodated by a right hand off-ramp that crosses the signal as a through movement. Therefore, all left-turn movements have been eliminated and instead, are accommodated by through movements.

• The Castle Hills connector road to Keaahala Road was constructed as an extension to Pookela Street. This is identical to the 1990 Final EIS’ Preferred Alternative.

• The temporary on ramp to Likelike Highway from the Castle Hills Subdivision was eliminated. This is identical to the 1990 Final EIS’ Preferred Alternative.



Figure 2: Current Configuration of Intersection of Likelike and Kahekili Highways

Map Base: bing.com maps



• Kahekili Highway was widened to six lanes from Likelike Highway to Kahuhipa Street and then to five lanes from Kahuhipa Street to Haiku Road. The section of Kahekili Highway between Haiku Road and Kamehameha Highway, a distance of 3.3 miles, remains at two lanes.

1.1.4 Related but Separate Actions In 1997, the H-3 Freeway opened and currently serves as one of three Trans-Koolau connectors. The H-3 tunnels beneath the Koolau Range for one mile, connecting Kaneohe with the Halawa Interchange, Pearl Harbor, and beyond. On the Windward side, the H-3 connects with Likelike Highway, just past the Kahekili/Likelike intersection. While the grade separated interchange (Scheme A-4 in the 1990 Final EIS) was not built as proposed, the interchange itself was moved slightly south in order to accommodate the on-ramp to H-3 from Likelike Highway. In addition to Likelike Highway and H-3, the Pali Highway provides the third Trans-Koolau highway facility.

Hawaii Department of Transportation Chapter 2 Kahekili Highway Improvements Project 83F-01-09 Summary of Findings of the 1990 Final EIS and ROD


CHAPTER 2: SUMMARY OF FINDINGS OF THE 1990 FINAL EIS AND ROD

2.1 Purpose and Need This chapter reviews the 1990 Purpose and Need Statement in the 1990 Final EIS and assesses its major features in light of current conditions and plans that have changed since 1990. The 1990 Final EIS’ Purpose and Need stated that the primary need to improve Kahekili Highway was:

• To relieve existing and projected traffic congestion, • To improve traffic operations and safety.

The 1990 Final EIS’ Purpose and Need concluded that existing traffic problems would be exacerbated with the population growth projected for the area in the Koolaupoko Development Plan (1983). It also concluded that mobility of area residents in and out of the communities would be severely restricted without improvements as peak travel times extended and travel times lengthened. There would be less accessibility for area residents to Oahu’s employment centers. Finally, the Purpose and Need stated that emitted vehicle pollutant levels would increase along with traffic volumes and travel times as speed decreased.

2.1.1 Relieve Existing and Projected Traffic Congestion The 1990 Final EIS further stated that if improvements were not undertaken, traffic would be at a Level of Service (LOS) “F” in many parts of the Highway during peak hours of travel. At the time the FEIS was written, HDOT had implemented a contra-flow operation with a continuous left-turn lane for the peak traffic direction during peak hours to alleviate congestion in the corridor between Haiku Road and Likelike Highway.

Traffic volumes were projected to the year 2008 based on traffic analysis factors, future land use patterns, and trends in travel behavior. The 1990 Purpose and Need Statement took into account a declining rate of population growth in the region. Based on these traffic projections, the report stated there would be longer travel times overall as well as extended back-ups during AM and PM Peak travel times.

The 1990 Purpose and Need stated that the highest levels of congestion observed in 1987 traffic counts was during the AM Peak Hour of travel. An LOS “F” during the AM Peak was observed at the intersections with Kulukeoe Street, Keaahala Road, Kahuhipa Street, and Haiku Road. All intersections along the entire corridor were predicted to reach an LOS “F” in the AM Peak by 2008 without any widening, and the FEIS noted trip times for 2008 of up to 79 minutes because of the congestion.

During PM Peak Travel, backups on Likelike Highway towards the intersection with Kahekili Highway measured 2.5 miles long before the project was built and were predicted to remain at that length without any improvements.



2.1.2 Improve Traffic Safety and Operations In addition to the traffic congestion in 1990, Kahekili Highway experienced a higher than average rate of traffic crashes for a suburban two-lane highway in the area between Likelike Highway and Haiku Road as well as the in the area between Ahuimanu Road and Kamehameha Highway. The 1990 Final EIS stated that the provision of a median barrier would reduce the incidence of head-on collisions in between intersections.

According to the 1990 Final EIS, in the years between 1978 and 1985, 72 percent of the crashes on Kahekili Highway were head-on collisions between Haiku Road and Kamehameha Highway. The percentage of crashes that were head-on collisions in a shorter portion of Kahekili Highway between Ahuimanu Place and Kamehameha Highway dropped to 26 percent in the same period.

2.1.3 Other Objectives Related to 1990 Final EIS Purpose and Need The 1990 Final EIS’ Purpose and Need statement concluded that existing traffic problems would be exacerbated with the population growth projected for the area in the then-current Koolaupoko Development Plan (1983). It also concluded that mobility of area residents in and out of the communities would be severely restricted without improvements, as peak travel times would be extended and travel times lengthened. There would be less accessibility for area residents to Oahu’s employment centers. Finally, the Purpose and Need stated on page 8 of the 1990 Final EIS that vehicle pollutant levels would increase along with traffic volumes and travel times as vehicle speed decreased. (Later in the 1990 Final EIS on page 78, Haiku Road and Ahuimanu Road were identified as the potential problem locations for air quality.)

Other objectives related to purpose and need can be summarized as:

• Improve accessibility to employment centers; and • Reduce vehicle emissions.

2.1.4 Community Confirmation of 1990 Final EIS Purpose and Need Statement

At the November 2, 2011 Kahekili Highway Community Charette, the attendees broke out into several facilitated community conversation groups to review the original Purpose and Need Statement. The attendees were given background on the importance of a Purpose and Need Statement and instructed to review the 1990 Purpose and Need while volunteering additional needs when appropriate.

All of the facilitated community conversation groups found that the original Purpose and Need Statement was valid and appropriate, but each group noted several conditions that have changed since the 1990 Final EIS. Community perceptions include:

• Peak time is starting earlier and ending later, making the peak time of travel longer in both the morning and evening rush hours

• Internal neighborhood roads have become more congested



• The Transportation System Management (TSM) improvements at Hui Iwa (East and West) Street and Kahekili Highway have caused more problems by delaying left turns from Kahekili Highway and backing traffic up further

• H-3 opened, changing travel patterns • Complete Streets legislation (Act 54, Session Laws of Hawaii 2009) was enacted, which

seeks in part to reasonably accommodate access and mobility for all users, including pedestrians, bicyclists, transit users, and motorists

2.1.5 Objectives for Future Transportation Improvements The five facilitated groups at the November 2, 2011 Kahekili Highway Community Charette requested that these additional objectives be considered in future designs:

• Preserve view planes • Protect the rural character of the community (visual, social, cultural) • Acoustic Impacts of highway design • Make aesthetics a priority when constructing any improvements • Design with landscaping and use Native Hawaiian plants • Confirm the land use-transportation connection • Use of Kahekili Highway to access recreational needs, such as Heeia Boat Harbor • Incorporate the Hawaii Clean Energy Initiative: State policy to reduce dependence on

fossil fuels • Consider lighting improvements, but balance with need to protect endangered species • Input from the community during the re-evaluation process is crucial to the success of

this project • Complete Streets should be in Purpose and Need, which would include consideration of

bicycle and pedestrian options in more detail than they were considered in original document

• Intermodal connections, such as getting from a bicycle to TheBus, need to be included • Consider drainage improvements

2.2 Alternatives Studied in 1990 Draft EIS and Final EIS During the environmental documentation process, five types of alternatives actions were considered to improve traffic operations on Kahekili Highway:

• No Action • Transportation Systems Management (TSM) Alternative • Contraflow Alternative • Improving existing or constructing new parallel corridors • Kahekili Highway improvement alternatives



2.2.1 No Action Alternative The No Action Alternative would provide no improvements other than maintenance to the corridor that would already have been planned or programmed. The No Action alternative was determined to not provide enough capacity or sufficient reduction in traffic to address the existing and future needs along Kahekili Highway. However, the No Action Alternative is always studied within an Environmental Impact Statement as a baseline to compare doing nothing to the effects of the other project alternatives.

2.2.2 Transportation Systems Management (TSM) Alternative The Transportation Systems Management (TSM) Alternative covered several low-level improvements that could be implemented with minimal construction or expenditure. This included such measures as improvements to municipal transit service (TheBus), optimized signal synchronization, promoting high-occupancy vehicles/ridesharing/vanpools, and offering contra-flow lanes. None of these measures, either separately, or in combination, were found to offer enough improvements to capacity or reduction in travel demand such that they would be able to address the Purpose and Need.

2.2.3 Contraflow Alternative Another alternative considered was implementation of contraflow lanes in the peak direction of travel. This was temporarily implemented starting in 1988 between Likelike Highway to Haiku Road until widening of this section of the corridor to four lanes was completed. Today, a contraflow alternative would involve an additional lane being constructed along the corridor which would be opened to through-traveling traffic in the direction of peak flow per specified time-of-day. This would mean an additional lane southbound in the AM and northbound in the PM with specific times of use. Midday and weekend peaks would need to be studied separately for optimal use. Inclusion of this additional lane would provide relief in that direction of flow while limiting build out of the roadway. Use of the additional lane during the specified time of day could be controlled using methods such as cones, barriers, static or electronic lane use signs. The 1990 Final EIS determined that even with a contraflow lane, traffic congestion would reach extremely high levels by 2008, and therefore this alternative would not address the Purpose and Need.

2.2.4 Alternative Corridors Improvements to alternative parallel corridors other than Kahekili Highway would involve improvements to the existing Kamehameha Highway or two new southwest routes. The Kamehameha Highway widening alternative was deemed not feasible due to the expense of right-of-way acquisition of portions of 280 lots and greater adverse environmental impacts on aquatic habitats and water quality. The two proposed southwest routes were also deemed infeasible due to either land acquisition costs, difficult topography, and increased environmental consequences. Therefore, none of these Alternative Corridors were investigated at length in the 1990 Final EIS.



Accordingly, improvements to Kahekili Highway were considered as the only reasonable action to solve the long-term transportation needs of the area.

2.2.5 Kahekili Highway Improvement Alternatives Studied in FEIS Alternatives for the proposed improvements to Kahekili Highway that were studied in the 1990 Final EIS were categorized into three separate components:

• Kahekili/Likelike Highway intersection alternatives • Kahekili Highway widening alternatives • Castle Hills Connection to Keaahala Road

2.2.5.1 Kahekili/Likelike Highway Intersection Alternatives Intersection alternatives considered during the EIS process included:

• Full interchange: Schemes A-1 and A-4 • Partial interchange: Schemes B, B-1, C, and C-1 • At-grade intersection improvements

The full interchange alternatives are shown below in Figure 3: Full Interchange Alternatives Shown in Exhibit II-3 of 1990 Final EIS. The partial interchange alternatives from the 1990 Final EIS are shown in Figure 4: Partial Interchange Alternatives Shown in Exhibit II-4 of 1990 Final EIS and Figure 5: Partial Interchange Alternatives with a Mauka-Bound Collector-Distributor Road Shown in Exhibit II-5 of 1990 . Finally, the at-grade intersection concept is shown in Figure 6: At-Grade Intersection Alternative Shown in Exhibit II-6 of 1990 Final EIS.

The operational difference between these intersection alternatives studied in the FEIS are as follows:

• As seen in Figure 3: Full Interchange Alternatives Shown in Exhibit II-3 of 1990 Final EIS, both full interchange Schemes, A-1 and A-4, are fully grade separated and therefore would avoid all traffic conflicts from different directional approaches. No traffic would come to a stop in these concepts. In addition, in these concepts, the ramps on Likelike Highway heading towards the H-3 Freeway and Wilson Tunnel are “braided,” thereby preventing the need for traffic to merge and diverge in a short segment, improving traffic operations and safety. The primary difference between Scheme A-1 and A-4 is that Scheme A-4 would put Kahekili Highway in an underpass below Likelike Highway and Scheme A-1 would put Kahekili Highway on an overpass above Likelike Highway.

• The partial interchange Schemes, B and B-1 shown in Figure 4: Partial Interchange Alternatives Shown in Exhibit II-4 of 1990 Final EIS grade separate only part of the conflicting movements. The primary traffic movement from Kahekili Highway to Honolulu-bound Likelike Highway would not require traffic to stop, nor would the reverse of this movement from Kaneohe-bound Likelike Highway to Kahekili Highway have to stop. However, the traffic movement from southbound Kahekili Highway towards eastbound Likelike Highway (towards Kaneohe) would be controlled by a signal, along with through movements on Likelike Highway. Under schemes B and B1,



Figure 3: Full Interchange Alternatives Shown in Exhibit II-3 of 1990 Final EIS



Figure 4: Partial Interchange Alternatives Shown in Exhibit II-4 of 1990 Final EIS



all merging and diverging traffic on Likelike Highway heading towards the H-3 Freeway and Wilson Tunnel would occur within the mainline of Likelike Highway, potentially compromising traffic operations within this segment. The primary difference between Scheme B-1 and Scheme B is that Scheme B-1 would put Kahekili Highway in an underpass below Likelike Highway and Scheme B would put Kahekili Highway on an overpass above Likelike Highway.

• Schemes C and C1 illustrated in Figure 5: Partial Interchange Alternatives with a Mauka-Bound Collector-Distributor Road Shown in Exhibit II-5 of 1990 FEIS would function very similarly to Schemes A-4 and A-1 described above. All traffic heading to and from Kahekili Highway from all directions would be served by ramps and grade separations that prevent the need to stop at a signal and through traffic on Likelike Highway would not need to stop either. The primary difference between Scheme C-1 and Scheme C is that Scheme C-1 would put Kahekili Highway in an underpass below Likelike Highway and Scheme C would put Kahekili Highway on an overpass above Likelike Highway.

Schemes C and C1 differ from the full grade separation in Schemes A-4 and A-1 because merging and diverging traffic movements on Likelike Highway heading towards the H-3 Freeway and Wilson Tunnel would occur at-grade on a separate collector-distributor road parallel to Likelike Highway. In contrast, the full grade separation in Schemes A-4 and A-1 would separate these movements with grade separated “braided” ramps.

• The at-grade intersection at Likelike Highway shown in Figure 6: At-Grade Intersection Alternative Shown in Exhibit II-6 of 1990 Final EIS would enlarge the intersection to an at-grade configuration with a traffic signal and require two right-turn lanes on the Kahekili Highway to Likelike Highway movement in addition to the proposed six through lanes. Likelike Highway would have two Kaneohe-bound through lanes and two lanes for left turns into Kahekili Highway. The Honolulu-bound lanes, which go uphill, would be widened to four lanes, with two lanes continuing uphill to Wilson Tunnel and the other two lanes connecting to H-3.

According to the EIS, the underpass Schemes were found to be preferable to the overpass concepts because the overpasses would require more right-of-way, were more expensive to construct, and were expected to have stability problems on the existing ground because of the weight of the high fills required.

As noted earlier, Scheme A-4 was selected as the Preferred Alternative. A comparison on what was ultimately built and how it differs from Scheme A-4 is provided below in Section 3.3: Kahekili Highway Widening from Likelike Highway to Haiku Road.



Figure 5: Partial Interchange Alternatives with a Mauka-Bound Collector-Distributor Road Shown in Exhibit II-5 of 1990 FEIS



Figure 6: At-Grade Intersection Alternative Shown in Exhibit II-6 of 1990 Final EIS



2.2.5.2 Kahekili Highway Widening Alternatives The FEIS stated that the design capacity of Kahekili Highway could be increased by widening the existing two lanes to a multi-lane divided highway. A minimum of 120 feet of right-of-way had been purchased upon the initial construction of Kahekili Highway in anticipation of future widening.

It is important to note that the right-of-way is not centered, and sometimes is more mauka or more makai of the existing highway. The FEIS proposed that any widening convert the existing two-lane road to northbound (Kahuku Bound) lanes and construct additional southbound lanes on the mauka or northwest side of the existing highway.

In addition to the travel lanes, ten-foot shoulders were suggested, of which six to eight feet would be paved in order to accommodate bicyclists and disabled vehicles. A median barrier separating the opposite flows of traffic was also proposed. A typical cross section of proposed highway widening in those sections of Kahekili Highway that would be widened is illustrated in Figure 7: Typical Cross Section of Highway Widening Shown in Exhibit II-7 of 1990 Final EIS.

The concept within the 1990 Final EIS called for retaining walls and sound barrier walls of concrete masonry to be built near the edge of the right-of-way in areas where steep cuts or fills were made or where nearby residences or other use areas would be affected by the traffic noise. The sound barrier walls would generally not exceed six feet in height unless dictated by topography and existing adjacent uses.

All widening concepts would consider drainage needs as a number of streams and other drainages cross the highway. Depending on the extent of the corridor widening, culvert extensions or new culverts would be necessary at a number of stream crossings. Between Likelike Highway and Haiku Road, drainage improvements would be made at Kapunahala (or Aolani) Stream, Keaahala Stream, and Haiku Stream. Further north, the Ahuimanu Stream culvert would be also extended. Waiola Stream’s existing bridge was found to be adequate in width to accommodate the wider highway.

Several alternatives were investigated in the 1990 Final EIS as ways to widen Kahekili Highway between Likelike Highway and Kamehameha Highway. Since the highest traffic demand was in the segment of roadway closest to Likelike Highway (the southernmost portion of the study corridor), the options for widening the highway focused on how far to the north the widest segments would extend.



Figure 7: Typical Cross Section of Highway Widening Shown in Exhibit II-7 of 1990 Final EIS



The Alternatives that were evaluated within the FEIS are described below and shown in Figure 8: Number of Lanes of Kahekili Widening Alternatives in 1990 Final EIS.

• Alternative A – Likelike Highway to Haiku Road: This alternative (shown in green in the figure) would widen the section of Kahekili Highway between Likelike Highway and Kahuhipa Street to six lanes. From Kahuhipa Street to Haiku Road, the cross-section would be a divided five lane cross section (two northbound and three southbound; the latter to accommodate morning peak levels). Just north of Haiku Road, Alternative A would taper down to two lanes in width, and the two lane cross-section would continue north to Kamehameha Highway as it does today.

• Alternative B – Likelike Highway to Ahuimanu Place: This alternative (shown in red in the figure) would widen the section of Kahekili Highway between Likelike Highway and Kahuhipa Street to six lanes. From Kahuhipa Street to Haiku Road, the cross-section would be a divided five lane cross-section (two northbound and three southbound; the latter to accommodate morning peak levels). Just north of Haiku Road, Alternative B would taper down to four lanes in width and continue with a four-lane divided cross section up to Ahuimanu Place. North of Ahuimanu Place and through to Kamehameha Highway, the highway would remain two lanes wide.

• Alternative C – Likelike Highway to Kamehameha Highway: This alternative (shown in dark blue in the figure) would widen the section of Kahekili Highway between Likelike Highway and Kahuhipa Street to six lanes. From Kahuhipa Street to Haiku Road, the cross-section would be a divided five lane cross-section (two northbound and three southbound; the latter to accommodate morning peak levels). Just north of Ha‘ikū Road, Alternative C would taper down to four lanes in width and continue the four lane section all the way through to Kamehameha Highway.

Alternative C (shown in dark blue) was selected as the Preferred Alternative. A comparison on what was ultimately built and how it compares to Alternative C is provided below in Section 3.3: Kahekili Highway Widening from Likelike Highway to Haiku Road.

2.2.5.3 Castle Hills Connection to Keaahala Road The construction of the Likelike Highway/Kahekili Highway interchange under all alternatives described above necessitated the realignment of Likelike highway to the southeast between the Kahekili Highway and the connection with the H-3 freeway. For safety reasons, it was determined that the connection between Pookela Street should be not be extended, but rather, closed off. To maintain access into and out of the Castle Hills subdivision, Pookela Street was proposed to be extended north from Kupohu Street to connect with Keaahala Road near Windward Community College and Kaneohe District Park. Therefore, the intersection of Kahekili Highway and Keaahala Road would become the access into and out of this subdivision rather than Likelike Highway. See Figure 9: Castle Hills Connector Shown in Exhibit II-9 of 1990 Final EIS for a depiction of this new road.



Figure 8: Number of Lanes of Kahekili Widening Alternatives in 1990 Final EIS



Figure 9: Castle Hills Connector Shown in Exhibit II-9 of 1990 Final EIS



2.3 Preferred Alternative Selected in 1990 Final EIS and ROD

The Preferred Alternative selected in the 1990 Final EIS and ROD for the construction of the Kahekili Highway Widening and Interchange Project from Likelike Highway to Kamehameha Highway was:

• The full grade-separated interchange, Scheme A-4 (underpass) alternative for the Kahekili Highway/Likelike Highway intersection.

• Incremental widening of Kahekili Highway from the Likelike interchange to Kamehameha Highway under Alternative C (four lanes between Haiku Road and Kamehameha Highway, and 5 or 6 lanes between Haiku Road and Likelike Highway). The general intention was to widen from South to North, as the greatest need for congestion relief at the time of the writing of the Final EIS in 1990 was the southernmost portion of the corridor between Haiku Road and Likelike Highway.

• The Castle Hills Connection to extend Pookela Street to Keaahala Road.

According to the 1990 Final EIS, the first construction improvement was to be the Castle Hills connector to Keaahala Road, known as Pookela Street. The interchange and highway widening improvements would then be constructed as project funds became available, in a sequence to best facilitate traffic, and in a manner consistent with the Koolau Poko Sustainable Communities Plan (formerly known as the Koolaupoko Development Plan) of the City & County of Honolulu.

The specific features of these three improvements are noted below.

2.3.1 Full Interchange, Scheme A-4 (Underpass) The Preferred Alternative’s interchange design, Scheme A-4, shown below in Figure 10: Preferred Alternative Interchange Scheme A-4, would construct a full-access interchange where Kahekili Highway would pass under Likelike Highway. Scheme A-4 consisted of the following major project features:

• Elimination of all at-grade traffic conflicts • Underpass ramps for movements between Kahekili Highway and Kaneohe-bound

Likelike Highway and vice-versa • Grade-separated and braided ramps for traffic traveling to either Wilson Tunnel further

uphill on Likelike Highway or H-3 • Drainage improvements to convey existing storm water flows across Likelike Highway



Figure 10: Preferred Alternative Interchange Scheme A-4

2.3.2 Incremental Widening of Kahekili Highway to Kamehameha Highway

Alternative C, the Preferred Alternative for widening Kahekili Highway, (shown in dark blue in Figure 8: Number of Lanes of Kahekili Widening Alternatives in 1990 Final EIS) selected an incremental widening of the Highway in the following order:

• Beginning at the interchange, Kahekili Highway would be widened to six lanes between Likelike Highway and Kahuhipa Street

• Between Kahuhipa Street and Haiku Road, Kahekili would be widened to five lanes, two lanes northbound and three lanes southbound

• Between Haiku Road and Kamehameha Highway, Kahekili would be widened to four lanes

2.3.3 Castle Hills Connector The Preferred Alternative included extending Pookela Street north from Kupohu Street to connect with Keaahala Road near Windward Community College and Kaneohe District Park.

2.4 Summary of Impacts & Mitigation in 1990 Final EIS and ROD

The 1990 Final EIS investigated a range of social, physical, and environmental impacts from the project. These impacts are discussed in greater detail in Chapter 4: Validity of 1990 Final EIS and ROD to Reflect Current Conditions and in Table 1: Summary of Environmental Impacts Disclosed in 1990 Final EIS.



Table 1: Summary of Environmental Impacts Disclosed in 1990 Final EIS Section in this Report

Issue 1990 Final EIS Handling of Impacts of Project

4.1.1 Geology, Topography, Soils Some agriculture impacts

4.1.2 Climate and Air Quality

Intersection Impacts, Regional Impacts, Air Toxics, Greenhouse Gases

4.1.3 Wetlands and Streams Impacts to Stream Channels, Wetlands

4.1.4 Floodplains Some Impacts to Floodplains

4.1.5 Vegetation, Fish, and Wildlife

Minimal impacts likely, but no assessment of Threatened/ Endangered Species in 1990 Final EIS

4.1.6 Visual Quality Visual impacts from walls, landscaping provided. Community concerns from past improvements south of Haiku Road

4.1.7 Noise Noise would exceed standards in portions of corridor, noise walls or other abatement proposed

4.1.8 Energy Benefits from congestion reduction

4.1.9 Coastal Zone Impacts Project generally consistent with Coastal Zone Management Objectives, Consistency Determination previously performed

4.1.10 Water Quality Adverse impacts from erosion, sedimentation, pollution would be mitigated

4.1.11 Hazardous Waste Disposal Sites No known disposal sites.

4.2.1 Demographics and Environmental Justice

Assessment of demographics based on 1980 census data. Environmental Justice minority group not considered.

4.2.2 Cultural, Historic and Archaeological Resources

No Cultural Impact Assessment (CIA) done. Several archaeological resources in Likelike Highway intersection area mitigated as part of H-3 Freeway improvements. No archaeological resources known along Kahekili Highway itself.

4.2.3 Utilities Several utilities in corridor that might have to be relocated; agreements with utilities would be drafted

4.2.4 Public Institutions, Recreational and Community Facilities

Several community facilities and parks near corridor but no new ones and no impacts anticipated.

4.2.5 Neighborhoods Community cohesion across highway was not anticipated to be impacted substantially; this has subsequently been disputed by residents.





4.3.1 Traffic Operations

More recent traffic study has shown large variances between anticipated volumes in EIS and current counts;

Likelike Interchange not built as proposed; the intersection is different than all alternatives previously studied

Level of Service was generally anticipated to be adequate;

Past calculated volumes could not reflect future design year

4.3.2 Traffic Safety

Conclusion of anticipated safety benefits still valid; a direct comparison of pre-1990 accident rates cannot be made with current figures because in different thresholds in what constitutes an “accident.”

4.3.3 Heavy Vehicles EIS assumed higher percentages of trucks than current counts.

4.3.4 Transit Bus services in corridor would benefit; the current transit service is more extensive than in the past

4.3.5 Bicycles and Pedestrians

Cursory treatment of bicycles and pedestrians in EIS; more recent emphasis on “complete streets.”

4.4.1 Construction Air Quality

Fugitive dust would be mitigated by watering; other Best Management Practices not described

4.4.2 Construction Noise Noise permit or variance needed to ensure construction noise impacts mitigated

4.4.3 Construction Water Quality

Measures for trapping sediment/silt and controlling erosion. No description of National Pollution Discharge Elimination System (NPDES) permitting.

4.4.4 Construction Impacts on Socioeconomic Issues

Traffic plan to minimize disruption to community. Economic benefits of construction on employment, sales, and income.

4.4.5 Construction Impacts on Hazardous Materials

No sites mentioned in 1990 Final EIS. There are a number of sites in public databases, many of which came subsequent to 1990 Final EIS.

4.5 Right-of-Way, Relocation, and Taxes

Generally minor impacts on property. Up to six households relocated and parts or all of 10 parcels needed for interchange. 22 parcels with partial property takings for highway widening. Acquisitions took place after EIS. Minor reduction in tax rolls.

4.6 Land Use Minor land use impacts; land use today is largely identical to that in 1990 Final EIS





4.7 Indirect Impacts No growth anticipated to be induced from project. No other indirect effects such as on water quality, air quality, habitat fragmentation were assessed in EIS

4.8 Cumulative Impacts

No assessment in 1990 Final EIS. Cumulative effects from past actions (roads, stream modifications, development, agriculture, etc.) could contribute to cumulative effects on water quality, wetlands, floodplains, native biota, threatened/endangered species, historic/archaeological resources, etc.

4.9 Section 4(f) Evaluation No resources identified.

4.10 Unresolved Issues None identified other than the need for permits.

4.11 Relationship Short Term Uses and Long Term Productivity

Short term impacts will be offset by much greater long-term productivity

4.12

Unavoidable Impacts, Irreversible and Irretrievable Commitments

Impacts to agricultural lands, increased traffic noise, acquisition of property and residences, use of resources to build project.

Hawaii Department of Transportation Chapter 3 Kahekili Highway Improvements Project 83F-01-09 Design Comparison


CHAPTER 3: DESIGN COMPARISON The discussion that follows establishes the general similarities and differences between the Preferred Alternative identified in the 1990 Final EIS/ROD and the current roadway configuration, which reflect the implementation of some, but not all improvements. It also considers what improvements could be considered in the future, and how they relate to what was studied in the 1990 Final EIS.

After the Final EIS and ROD were issued in 1990, HDOT pursued several actions:

• Improvements to the intersection/interchange area of Kahekili Highway and Likelike Highway

• Widening of the segment of Kahekili Highway between Likelike Highway and Haiku Road

• Castle Hills Connector to extend Pookela Street to Keaahala Road

As will be explained below, some of the improvements completed by 1995 deviated from the Preferred Alternative in the 1990 Final EIS and ROD; other improvements were not fully implemented. In general terms, the improvements called for in the 1990 Final EIS were substantially similar to those improvements that were ultimately built. The differences will be highlighted below.

To simplify the comparisons between conceptual design in the 1990 Final EIS, what was later built, and what is proposed under the Possible Further Actions, the analyses that follow assume Possible Further Actions cover a “highest-magnitude” scenario. The term “highest magnitude” as used in this report is defined as the design option with the greatest footprint and therefore greatest amount of impact for determining impacts.

At the Likelike Highway and Kahekili Highway intersection, the “highest magnitude” design option would entail a full grade separated interchange, with either overpass or underpass designs. From Haiku Road to Kamehameha Highway, the “highest-magnitude” design option would be a full four-lane widening for that entire length with all possible additional provisions for transit, pedestrians, and bicycles.

By considering a “highest magnitude,” also called the “worst-case” situation, the greatest possible impact is taken into account. Alternatives that have a lower level of impact, or “lesser-magnitude” alternatives, would fall below the level of the effects caused by the “highest-magnitude” alternative. For example, a lesser-magnitude alternative could entail a partial underpass or overpass as was considered in the 1990 Final EIS. Therefore, if the 1990 Final EIS adequately considered the effects of the “highest-magnitude” action, it would also have adequately considered alternatives with lesser effects. The reader should understand that the lesser-magnitude alternatives could potentially become selected for the Possible Further Actions (assuming they meet the project’s Purpose and Need); it should not be presumed that the “highest-magnitude” is reflective of what may be selected to be built in the future.



3.1 Possible Further Actions A number of potential alternative concepts are possible for subsequent construction. These are outlined in the Kahekili Highway Project Alternatives Identification and Feasibility Analysis (SSFM, 2012a). Some of the alternatives were raised by HDOT, FHWA, and members of the public as part of the extensive public and community outreach performed on the project. The future improvements that are triggering this re-evaluation, referred to collectively later in this report as the “Possible Further Actions” are as follows:

• Completion of the grade separation of the Likelike Highway and Kahekili Highway, possibly as proposed by Scheme A-1 in the 1990 Final EIS, including an overpass with Kahekili Highway’s ramps crossing over Likelike Highway and braided ramps along Likelike Highway heading towards the Wilson Tunnel and the H-3 Freeway.

• Widening some or all of the remaining unimproved 3.3 miles of Kahekili Highway between Haiku Road and Kamehameha Highway. This could include:

o Widening all or just a portion of this corridor to a four-lane divided roadway between Haiku Road, and Kamehameha Highway.

o Using a contra-flow system to enable a three-lane-wide corridor for all or just a portion of this corridor. Contra-flow would permit two travel lanes during the peak hours in the peak travel direction (southbound in the AM peak, northbound in the PM Peak), with a lane switched between the two peaks.

o Signal improvements at intersections, particularly Hui Iwa Street (East) and Hui Iwa Street (West)

o Addition of Transportation Systems Management (TSM) measures in the corridor such as multi-modal measures (transit improvements, High-Occupancy Vehicle provisions, travel demand reduction strategies, etc.

o Provision of pedestrian and/or bicycle facilities in various sections between Haiku Road and Kamehameha Highway.

• Improvements to specific intersections without full widening of the entire roadway corridor were also suggested by the public.

3.2 Kahekili Interchange Design Prior to the issuance of the 1990 Final EIS and ROD, the intersection of Kahekili Highway and Likelike Highway was a skewed T-intersection between a two-lane Kahekili Highway and a four-lane Likelike Highway.

3.2.1 Design Proposed at the Interchange in the 1990 Final EIS The 1990 Final EIS and ROD identified a Preferred Alternative known as “Scheme A-4,” a full grade-separated interchange that included an underpass of Kahekili Highway below Likelike



Highway and braided ramps to separate traffic movements destined for the H-3 Freeway and Likelike Highway’s Wilson Tunnel (refer back to Figure 10: Preferred Alternative Interchange Scheme A-4). The 1990 Final EIS studied, but did not select, other alternatives that involved at-grade crossings (which would require traffic signals to safely permit conflicting traffic flows to cross each other).

3.2.2 Construction at the Intersection After the 1990 Final EIS What was ultimately constructed at the intersection by 1995 was a composite of Scheme A-4, and the at-grade intersection illustrated in Figure 6: At-Grade Intersection Alternative Shown in Exhibit II-6 of 1990 Final EIS. A view of the intersection as currently configured is found back in Figure 2: Current Configuration of Intersection of Likelike and Kahekili Highways.

As proposed in the EIS, Likelike Highway was shifted slightly southeast from its original alignment heading towards the H-3 Freeway interchange, and the access to the Castle Hills subdivision was closed off as a result (with alternative access provided as shown in Figure 9: Castle Hills Connector Shown in Exhibit II-9 of 1990 Final EIS). The objective of this realignment was to ensure adequate operations at the H-3 interchange.

Instead of a grade-separation with Kahekili Highway passing under Likelike Highway as proposed in the 1990 Final EIS, a signalized at-grade intersection was constructed. The heavy southbound movement between Kahekili Highway and Honolulu-bound Likelike Highway and the H-3 Freeway is accommodated by a pair of dual right-turn lanes that do not stop but rather follow a slip ramp that merges onto Likelike Highway (with the right-most lane dropping off after the merge).

A partial-cloverleaf loop ramp that would handle the traffic movement between southbound Kahekili Highway and eastbound Likelike Highway (towards Kaneohe) was retained from Scheme A-4 and constructed. Therefore, this movement, which would otherwise be served by a left turn in the at-grade intersection concept, is instead handled by a through movement and a merging ramp. Similarly, the movement between eastbound Likelike Highway and northbound Kahekili Highway is accommodated by a right hand off-ramp that crosses the signal as a through movement. Therefore, all movements and signal phases that would otherwise be served by a left turn have been eliminated and instead are accommodated by through movements.

The general footprint of this concept as currently built is slightly smaller than that of Scheme A-4 as was originally proposed in the 1990 Final EIS. By removing the grade-separated underpass and braided ramps, the amount of earthwork and slopes that would have been needed was reduced. Therefore, while the current design was not formally designed in the 1990 Final EIS, the component features of the intersection were studied, and do not reflect a substantial difference between the geographic area of impact studied in the 1990 Final EIS.



3.2.3 Future Proposals for the Interchange The current concept for the interchange under the Possible Further Actions would complete the grade separation between Likelike Highway and Kahekili Highway that was not completed in the early 1990s. However, recent consideration of engineering constraints in the area has suggested that it may be preferable to incorporate an overpass with Kahekili Highway’s ramps crossing over Likelike Highway as suggested in Scheme A-1 rather than the underpass that was proposed in Scheme A-4. A low point on Likelike Highway would be prone to flooding during heavy storms if the grade of Likelike Highway was dropped below its current grade. Either an overpass or underpass would be considered the “Highest Magnitude” alternative at this location.

Interchange construction under the Possible Further Actions may also construct the braided ramps along Likelike Highway heading towards the Wilson Tunnel and the H-3 Freeway.

3.2.4 Conclusion About the 1990 Final EIS’ Validity to Consider Future Interchange Improvements

Design of the future improvements proposed at the Likelike Highway intersection are generally consistent with the alternatives considered in the 1990 Final EIS, in particular Schemes A-1 and A-4. The “footprint” of these changes would be virtually the same to the area of impact considered in the 1990 Final EIS. Because the interchange was partially constructed in the early 1990s, many of the anticipated impacts in the 1990 Final EIS associated with construction of the partial cloverleaf loop and ramp have already taken place.

The primary improvements proposed in the 1990 Final EIS’ Preferred Alternative that have not yet taken place would be to grade-separate the two main highways and to “braid” the ramps along Likelike Highway heading toward the Wilson Tunnel and the H-3 Freeway. Any designs of these improvements would be expected to be substantially similar to what was evaluated in the 1990 Final EIS. Therefore, the designs shown in the 1990 Final EIS were consistent with improvements at the intersection considered as part of the Possible Further Actions.

3.3 Kahekili Highway Widening from Likelike Highway to Haiku Road

Prior to the issuance of the Final EIS in 1990, Kahekili Highway was two lanes wide between Likelike Highway and Kamehameha Highway. A third lane between Likelike Highway and Haiku Road had recently been completed to accommodate left turning movements in both directions. A contra-flow operation had been instituted prior to the 1990 Final EIS to address peak hour congestion between Likelike Highway and Haiku Road as well.

At the time of the Final EIS in 1990, signals were already provided at all major intersections in the Kahekili Highway corridor except for Hui Iwa Street (East), Ahuimanu Place, Ahuimanu Road, and Kamehameha Highway. Those four intersections were controlled by stop signs on the cross-street; Kahekili Highway traffic had the right-of-way and was not required to stop.



3.3.1 Design Proposed to Widen Kahekili Highway in the 1990 Final EIS

The 1990 Final EIS and ROD selected Alternative C, which proposed incremental widening of Kahekili Highway from Likelike Highway to Kamehameha highway. Specifically, Alternative C proposed:

• First to widen Kahekili Highway to six lanes between Likelike Highway and Kahuhipa Street with a median divider.

• Second, between Kahuhipa Street and Haiku Road, Kahekili would be widened to five lanes, with two travel lanes northbound and three lanes southbound (since the AM peak hour of traffic was more congested than the PM peak traffic).

• Finally, between Haiku Road and Kamehameha Highway, Kahekili Highway would be widened to four lanes in width (two in each direction with a median divider).

At intersections, left and right turn lanes were to be provided in addition as necessary. Retaining walls, noise walls, and sidewalks were also provided.

3.3.2 Widening of Kahekili Highway After the 1990 Final EIS HDOT made the first two phases of improvements to the Kahekili Highway corridor after issuance of the 1990 Final EIS and ROD. By 1995, Kahekili Highway had been widened and improved with six lanes between Likelike Highway and Kahuhipa Street, and five lanes from Kahuhipa Street to Haiku Road. These improvements addressed the most urgent congestion in the corridor. As a result, it was no longer necessary to offer the contraflow operations, and these were discontinued.

North of Haiku Road, Kahekili Highway transitions back to a two-lane undivided roadway. The third phase of proposed improvements has not yet been implemented.

In the time since the issuance of the 1990 Final EIS, HDOT has installed signals at the intersections of Kahekili Highway with Ahuimanu Place and with Hui Iwa Street (East) for safety. Therefore, in the segment of Kahekili Highway between Haiku Road and Kamehameha Highway, traffic signals are currently found at Haiku Road, Hui Iwa Street (East), Hui Iwa Street (West), Ahuimanu Place, and Ahuimanu Road. The only other major cross-streets in the corridor, Ahaolelo Road and Kamehameha Highway, are served by stop signs controlling the approaches to Kahekili Highway; traffic on Kahekili Highway has the right-of-way and does not stop.

In response to public concerns about safety, HDOT proposed construction of a roundabout at the intersection of Kamehameha Highway and Kahekili Highway, and design for the roundabout was completed in January 2005. A subsequent decision was made not to pursue this proposal. Currently, HDOT is pursuing intersection improvements at this location to pavement markings and signage, including turn lanes for all left and right turn movements. A bus shelter will also be relocated. These improvements are currently completing coordination and should be constructed shortly.



3.3.3 Possible Further Actions for Improving Kahekili Highway Between Haiku Road and Kamehameha Highway

As noted above in Section 3.1: Possible Further Actions, a number of concepts are possible for the widening of Kahekili Highway and are included in the Kahekili Highway Project Alternatives Identification and Feasibility Analysis (SSFM, 2012a).

The analyses that follow in this document assume a “highest-magnitude” or “worst case” scenario for the purpose of comparing impacts of the Possible Further Actions to what was considered in the 1990 Final EIS, as explained below. The highest-magnitude concept would be a full four-lane highway from Haiku Road to Kamehameha Highway.

Lower-magnitude options are possible. Rather than constructing a full four lane corridor for the entire length, it is possible to use a contra-flow system that would only require three lanes of width for varying lengths of highway. If four lanes were built, they could run for a shorter distance than all the way from Haiku Road to Kamehameha Highway. Transportation Systems Management (TSM) provisions that could improve signals, pedestrian/bicycle accommodations, and transit with minimal construction are possible as well, and could constitute “lower magnitude” options if pursued only by themselves.

The highest-magnitude concept for the Possible Further Actions is to widen the 3.3-mile two-lane segment of Kahekili Highway between Haiku Road and Kamehameha Highway to a divided four-lane cross-section, though the length of the widening could be shorter as noted above. A four-lane design proposes to generally maintain the existing two travel lanes as the northbound travel lanes, and perform most of the widening to the west, or mauka (upland, towards the mountains) side of the highway. In places where it has been widened to four lanes, the roadway could have four 12-foot travel lanes, eight-foot shoulders, and a median of varying widths depending upon the specific location. The overall right-of-way, which currently is approximately 120 feet in width, could generally accommodate locations where the roadway is widened to four lanes. If a contra-flow or lower-magnitude option is pursued, the amount of right-of-way needed could likely be lower.

A four-lane-wide corridor could deviate from the 120-foot right-of-way width in locations where constraints such as steep grades or nearby homes could warrant making the corridor narrower, or where turn lanes and other roadway features could warrant making the roadway wider. The width of clear zone areas beyond the paved shoulders could vary depending upon the specific limitations in any given location.

3.3.4 Conclusion About the 1990 Final EIS’ Validity to Consider Future Proposed Widening

The highest-magnitude concept for the Possible Further Actions for improving the remaining 3.3 miles of Kahekili Highway to a four-lane divided roadway is generally identical to the third phase of widening as was proposed by the Preferred Alternative in the 1990 Final EIS. In addition, the portions of Kahekili Highway that were improved in the early 1990s were



consistent with the first two phases proposed in the 1990 Final EIS. Therefore, the 1990 Final EIS was valid in considering the highest-magnitude design currently proposed for the Possible Further Actions.

As described in the Kahekili Highway Project Alternatives Identification and Feasibility Analysis (SSFM, 2012a), it is possible that the Possible Further Actions could ultimately include improvements to Kahekili Highway that are less intensive than the highest-magnitude concept: a narrower corridor, a corridor with a shorter length of widening, or other concepts such as a contra-flow lane or Transportation Systems Management (TSM) measures (improve transit, optimize signal timing, include travel demand measures, bicycle/pedestrian improvements, etc.). Any of these concepts could be lesser in impact than the Preferred Alternative considered in the 1990 Final EIS. However, the 1990 Final EIS did not specifically quantify the impacts of many of these concepts.

The highest-magnitude concept for the Possible Further Actions, a full four-lane widening from Haiku Road to Kamehameha Highway, could be expected to be virtually identical to what was evaluated in the 1990 Final EIS. Therefore, the designs shown in the 1990 Final EIS were consistent with the widest, longest design considered as part of the Possible Further Actions. Any “lesser-magnitude” options could have impacts that fall within the limits of what was considered in the 1990 Final EIS.

3.4 Castle Hills Connector The Castle Hills Connector was constructed consistent with what was proposed in the 1990 Final EIS and ROD. Pookela Street was extended north from Kupohu Street to connect with Keaahala Road near Windward Community College and Kaneohe District Park.

3.5 Conclusions on Design of Built Segments In general, the “highest magnitude” designs of Possible Future Actions are consistent with designs that were considered in the 1990 Final EIS. The overall footprints (and consequently the areas of impact) of the highest-magnitude of Possible Further Actions at both the Likelike Highway interchange and the Kahekili Highway corridor between Haiku Road and Kamehameha Highway could be expected to be generally consistent with the conceptual design from the 1990 Final EIS and therefore, the conclusions of the 1990 Final EIS as they relate to overall impacts and design are still valid.

Nonetheless, the actual impact of Possible Further Actions could be lower if lower-magnitude options are pursued.

Hawaii Department of Transportation Chapter 4 Kahekili Highway Improvements Project 83F-01-09 Validity of FEIS /ROD to Reflect Current Environment


CHAPTER 4: VALIDITY OF 1990 FINAL EIS AND ROD TO REFLECT CURRENT CONDITIONS AND POSSIBLE FURTHER ACTIONS

This chapter offers a comprehensive review of whether there were changes that have occurred since 1990 and their relations to what was covered in the 1990 Final EIS. The discussions that follow consider the findings of the 1990 Final EIS and focuses on:

• Changes within the corridor,

• Potential for new or previously undisclosed impacts,

• New project-related issues that have arisen since the 1990 Final EIS and ROD were approved, and

• Changes in regulations and laws since 1990 that could have an influence over the impacts associated with the project. A list of laws and regulations that have changed since 1990 is found in Appendix A: Regulations/Laws Added or Changed Since 1990.

As noted above in greater detail in Section 3.1: Possible Further Actions , the term “Possible Further Actions” collectively includes:

• Completion of the grade separation of the Likelike Highway and Kahekili Highway

• Widening of all or some of the remaining unimproved 3.3 miles of Kahekili Highway in various ways (full four-lane widening, three-lane contra-flow, TSM measures, signal improvements, and accommodations for pedestrians, bicycles, and transit.)

For the purpose of re-evaluating the 1990 Final EIS, all the comparisons that follow will assume that the Possible Further Actions cover the “highest-magnitude” scenario, thereby ensuring the greatest possible impact is taken into account. However, lesser-magnitude improvements could be what are ultimately pursued for the corridor. Refer back to Section 3.1: Possible Further Actions for more elaboration.

A summarization of the findings below for each section is found in Table 2: Validity of 1990 Final EIS to Cover Issues Today. As the table and this chapter illustrate, the coverage of a number of issues in the 1990 Final EIS are not considered to validly reflect current conditions, either because of changes in laws, the physical/social environment, or other factors.

The discussions that follow consider impacts in the context of federal regulations at 23 CFR 771.129 and state regulations at HAR 11-200-26 and 11-200-27.



Table 2: Validity of 1990 Final EIS to Cover Issues Today Section in this Report

Issue Is the 1990 Final EIS Discussion Still Valid

for this Issue?

4.1.1 Geology, Topography, Soils Yes 4.1.2 Climate and Air Quality No 4.1.3 Wetlands and Streams Yes 4.1.4 Floodplains Yes 4.1.5 Vegetation, Fish, and Wildlife No 4.1.6 Visual Quality No 4.1.7 Noise No 4.1.8 Energy Yes 4.1.9 Coastal Zone Impacts Yes 4.1.10 Water Quality Yes 4.1.11 Hazardous Waste Disposal Sites Yes 4.2.1 Demographics and Environmental Justice No 4.2.2 Cultural, Historic and Archaeological Resources No 4.2.3 Utilities Yes 4.2.4 Public Institutions, Recreational and Community Facilities Yes 4.2.5 Neighborhoods No 4.3.1 Traffic Operations No 4.3.2 Traffic Safety Yes 4.3.3 Heavy Vehicles Yes 4.3.4 Transit No 4.3.5 Bicycles and Pedestrians No 4.4.1 Construction Air Quality No 4.4.2 Construction Noise Yes 4.4.3 Construction Water Quality No 4.4.4 Construction Impacts on Socioeconomic Issues No 4.4.5 Construction Impacts on Hazardous Materials No 4.5 Right-of-Way, Relocation, and Taxes No 4.6 Land Use Yes 4.7 Indirect Impacts No 4.8 Cumulative Impacts No 4.9 Section 4(f) Evaluation No 4.10 Unresolved Issues n/a 4.11 Relationship Short Term Uses and Long Term Productivity Yes 4.12 Unavoidable Impacts, Irreversible and Irretrievable Commitments Yes



4.1 Physical and Natural Environment

4.1.1 Geology, Topography, and Soils Chapter 3, Section A.1 (page 38) of the 1990 Final EIS considered the existing Geology, Topography and Soils of the study area. The Environmental Consequences of the project on topography were considered in Chapter 4, Section B.1 (page 78). Effects on agricultural soils (Prime and Important Agricultural Lands) are considered in Chapter 4, Section B. 10 (page 101).

The 1990 Final EIS discusses the soil types and landscape of the area, identifying soil types and the geological/topographic composition of the area. Between four and twelve acres of Prime Agricultural Land (based on soil type) were identified within the area of the Likelike Highway interchange area, depending on the interchange scheme considered; the 1990 Final EIS noted that none of that area was currently in use as agricultural land.

Geology is unchanged since 1990 and the findings of the 1990 Final EIS are still valid. Topography and soils have been altered in the areas that have experienced construction since 1990, but otherwise the findings of the 1990 Final EIS are still valid. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), this issue would be re-visited as part of that document. The 1990 Final EIS noted that Scheme A-1 would require less cut and fill for the directional ramps than the other schemes described in the 1990 Final EIS. The issue of grading will be an important consideration in the design of these ramps under the Possible Further Actions.

4.1.2 Climate and Air Quality Chapter 3, Section A.2.a. (page 40) of the 1990 Final EIS considered existing climate and air quality. Impacts of the project on air quality were considered in Chapter 4, Section B.1 (page 78). It should also be noted that there was a separate discussion in the 1990 Final EIS on air quality impacts specifically during the construction phase of the project, these are assessed separately below in Section 4.4.1: Construction Impacts on Air Quality.

The 1990 Final EIS talks about the climate in the area in general terms, which still are representative in 2013. While climate change is more of a recognized concern in 2013 than it was in 1990, the project is not within an area where sea-level rise or other climactic effects would be of concern.

For the air quality analysis, the 1990 Final EIS did not consider regional (mesoscale) air emissions, but was simply limited to intersection-level (microscale) effects. Regional air emissions would be considered in an EIS performed today.

The microscale analyses for the 1990 Final EIS used Environmental Protection Agency (EPA) air quality models current for the time (MOBILE3, CALINE3, and CALINE4). All of these models have been long-superseded through several generations. Numerous changes in calculating emission rates were made by EPA between MOBILE3 and the current model, MOVES2010, and vehicle emissions control technology has progressed substantially between 1990 and 2013.



Similarly, calculating dispersion of emissions has changed between the CALINE3/CALINE4 models used in the 1990 Final EIS and the current standard CAL3QHC. The 1990 Final EIS assumed a future design year of 2008, and the Possible Further Actions will have a design year of 2035, a 27-year difference.

Air quality in 1990 was anticipated to violate Hawaii Ambient Air Quality Standards (HAAQS) for carbon monoxide at the intersection of Kahekili Highway and Likelike Highway based on air quality models performed at the time. If no improvements were made, the 1990 Final EIS also anticipated subsequent exceedances by 2008 of the HAAQS at Ahuimanu Place and Haiku Road. Even with the improvements along Kahekili Highway, the intersection of Kulukeoe Street was forecast to exceed the HAAQS by 2008. No National Ambient Air Quality Standards (NAAQS) were modeled to be exceeded in any year.

Air quality in the southern end of the corridor is presumed to have improved substantially since 1990 with the widening of Kahekili Highway between Haiku Road and Likelike Highway. Furthermore, the improvements at the Likelike Highway intersection have also improved traffic operations substantially, though they do not reflect the full grade-separated interchange that was proposed in the 1990 Final EIS.

Future traffic analysis of the project will be necessary to determine whether traffic operations are satisfactory by the design year 2035. However, it is assumed that intersection geometrics and signal timing could be refined to ensure that all signalized intersections operate at a Level of Service (LOS) D or better.

While it is likely that future design of the Possible Further Actions will not result in an exceedance of the NAAQS or HAAQS because of reductions in vehicle emissions technology, it is not possible to confirm this definitively without future traffic volumes and microscale modeling, using current models that consider the current state of the art. Traffic volumes will be substantially larger given a 27-year difference between the design year in the 1990 Final EIS and the current anticipated design year of 2035, and the higher traffic volumes could offset the emissions reductions. Furthermore, the 1990 Final EIS did not consider regional air quality effects of the corridor as a whole.

The EPA issued a Final Rule on Controlling Emissions of Hazardous Air Pollutants from Mobile Sources (66 CFR 17229) in 2001. In 2006, the Federal Highway Administration (FHWA) provided general guidance for addressing the issue of Mobile Source Air Toxics (MSATs) in NEPA documentation, and this was updated again in September 2009. The latest guidance was last updated on December 6, 2012. If a new EIS was drafted today, a standard qualitative discussion of MSATs would be provided per FHWA guidance. This issue was not considered back in 1990 at the time of the 1990 Final EIS.

Greenhouse gases are a new issue, but were not addressed at all in the 1990 Final EIS.

For all these reasons, the air analyses performed in the Final EIS from 1990 are not considered to be valid to reflect current conditions or the impacts of the Possible Further Actions. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), this issue would be re-visited as part of that document.



4.1.3 Wetlands and Streams The issue of wetlands and streams was discussed in the Affected Environment discussion of the 1990 Final EIS (Chapter 3, Section A.2.b., page 40) and in the Environmental Consequences discussion (Chapter 4, Section B.7, page 95).

The 1990 Final EIS noted that Kahekili Highway crosses several streams. The highway runs parallel to sections of the Kahaluu Stream System (which is made up of Waiola, Ahuimanu, Kahaluu and Waihee streams) for about 1.3 miles. Waiola Stream crosses Kahekili Highway twice. Kahekili Highway is also crossed by Puolena, Heeia, Keaahala, Haiku and Kapunahala (or Aolani) Streams. All but one (Puolena Stream) were identified as perennial. Surveys of the Kahaluu Stream System indicated that at that time, the streams were greatly altered by lined channels and culverts. Heeia Stream feeds into the larger Heeia Wetlands downstream of its crossing of Kahekili Highway. All streams discharge into Kaneohe Bay.

Modifications were made to crossings of Haiku Stream, Keaahala Stream, Kapunahala (or Aolani) Stream when the segment of Kahekili Highway south of Haiku Road was constructed. In addition, the 1990 Final EIS called for installation of an 84-inch culvert under Likelike Highway to address drainage in that area. A freshwater spring (Nakama Springs) was identified south of Likelike Highway, and the EIS called for the design of the interchange to be coordinated with the City and County of Honolulu Board of Water Supply to avoid impacting that spring, as it was intended for future use as a potable water source.

The FEIS noted the need to apply for permits for stream channel alterations with the Department of Land and Natural Resources (DLNR) and for Section 404 permits under the Clean Water Act administered by the U.S. Army Corps of Engineers (USACE).

Several U.S. Supreme Court Rulings issued in the past decade such as Solid Waste Agency of Northern Cook County (SWANCC) v. United States Army Corps of Engineers, Rapanos v. United States, and Carabell v. United States have modified the definition of “Waters of the United States” under the jurisdiction of the U.S. Army Corps of Engineers in their oversight of the Clean Water Act. The most recent guidance by the Corps on this subject was issued in 2008.

At the time of the 1990 Final EIS, wetlands under jurisdiction of the USACE were delineated based upon the 1987 Wetland Delineation Manual. This manual is still in use nationwide, although there have been changes in USACE policy, including a Hawaii-and-Pacific-Islands-specific supplement to the 1987 Wetland Delineation Manual, issued on a one-year trial in 2010-2011. The delineations may need to be re-verified.

While there have been various changes to the permitting regulations and there could be effects on streams, the 1990 Final EIS has generally covered the issue and noted in general that all necessary permits will be obtained. Therefore, the analyses performed in the 1990 Final EIS from 1990 are considered to be generally valid to reflect current conditions or the impacts of the Possible Further Actions on streams and wetlands. However, if additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), this issue would be re-visited as part of that document, including new wetland delineations and the current types of needed permits.



4.1.4 Floodplains The issue of floodplains was discussed in the Affected Environment discussion of the 1990 Final EIS (Chapter 3, Section A.2.c., page 42) and in the Environmental Consequences discussion (Chapter 4, Section B.5, page 90).

The 1990 Final EIS noted that because of the confluence of several streams, a portion of Kahekili Highway near Kahaluu is within or near the 100-year flood zone (area with a one percent chance of being inundated in any given year). All but 150 feet of Kahekili Highway’s road surface was identified as above base flood elevations. All other locations (including other streams) were determined to not be in the 100-year flood at Kahekili Highway; the flood zones were below (east of) the highway.

A detailed drainage study for the preliminary design of Kahekili Highway at the time of the 1990 Final EIS identified that during heavy floods (50-year and 100-year), there could be three homes upstream of the highway that would be inundated near Kapunahala (or Aolani) Stream, and nine homes that would be inundated near Heeia Stream in a 100-year flood.

Modification or replacement of culverts at Kapunahala (or Aolani) Stream was called for in the 1990 Final EIS to protect nearby residential areas from inundation. At Heeia Stream, the highway widening would occur to the upstream side and not encroach into the 100-year floodplain. Addition of a 156-inch concrete pipe tunnel beside the existing box culvert was called for to avoid ponding that would threaten nine residences. The 1990 Final EIS called for all widening alternatives and intersection schemes to meet State of Hawaii drainage standards.

The ROD called for the crossing of the Ahuimanu Stream regulatory floodway to be designed and constructed consistent with Federal Emergency Management Agency (FEMA), State, and City/County agencies’ policies under the National Flood Insurance Program.

Since the issuance of the EIS, widening of Kahekili Highway south of Haiku Road and partial construction of the interchange at Likelike Highway have resulted in drainage improvements in these areas.

The Flood Insurance Rate Maps for the area were updated in 2004 and 2011. The general extents of the floodplains appear to be consistent with those shown in the 1990 FEIS.

A March 16, 2012 Letter of Map Revision was issued for Keaahala Stream immediately makai of Kahekili Highway, so there are likely minor differences from the floodplain mapping studied previously and the current mapping. Nonetheless, the overall conclusions about floodplains in the Final EIS from 1990 are considered to be generally valid to reflect current conditions of the impacts of the Possible Further Actions on floodplains. However, if additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), additional drainage studies and impacts on nearby subdivisions would be studied as part of preliminary design.



4.1.5 Vegetation, Fish and Wildlife, and Threatened/Endangered Species

A discussion of vegetation, fish, and wildlife (flora and fauna) was provided in the 1990 Final EIS in Chapter 3, Section A.3 (page 43). Threatened and Endangered Species were discussed in Chapter 4, Section B.9 (page 101).

The 1990 Final EIS noted that urban and agricultural development has resulted in a landscape of mostly introduced species, many of which are considered invasive. The primary areas of interest for biological value were noted to be the stream crossings, Heeia Wetlands, and Kaneohe Bay. Heeia Wetlands (located 300 feet from Kahekili Highway at its closest point) was used much for cattle pasture, and also had mangroves congesting the outlet of Heeia Stream. The Heeia Wetlands were identified as important waterbird habitat.

Kaneohe Bay was identified as unique in the Hawaiian Islands in its extent of patch and barrier reefs. It was improving from a water quality and reef quality standpoint at the time of the 1990 Final EIS with the removal of pollution sources. Streams that had been in a less-altered state were identified as having the most value for native fishes and mollusks.

No rare, threatened or endangered species were identified in the vicinity of the project area at the time of the 1990 Final EIS. However, in the intervening 22 years, there may have been new threatened or endangered species listed at the state or federal levels. No Section 7 consultation with the US Fish and Wildlife Service under the Endangered Species Act was mentioned in the 1990 Final EIS. It is possible that the study area is overflown by endangered or threatened seabirds. The endangered Hawaiian Hoary Bat is rarely found on Oahu. A biological survey of the area would be necessary to determine if any of these species could be affected by the project.

Since the level of development in the Kahekili Highway corridor has not changed substantially following the issuance of the 1990 Final EIS, the overall biological value of the unimproved portion of the corridor north of Haiku Road is likely unchanged. Nonetheless, it cannot be known for certain if there are rare species that could be affected by the Possible Further Actions without additional consultation or field assessment. For this reason, the analyses of vegetation, fish and wildlife performed in the Final EIS from 1990 are not considered to be valid to reflect current conditions or the impacts of the Possible Further Actions. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), this issue would be re-visited as part of that document.

4.1.6 Visual Quality A discussion of existing visual character of the project area at the time of the issuance of the 1990 Final EIS is found in Chapter 3, Section A.4 (p. 46) of the 1990 Final EIS. Chapter 4, Section C.6 (p. 121) discusses the effects of the project on visual resources.

The 1990 Final EIS described the suburban character of the southernmost segment of Kahekili Highway (south of Haiku Road), the predominantly undeveloped area between Haiku Road and



Hui Iwa Street (East), and the rural, partially developed segment between Hui Iwa Street (East) and Kamehameha Highway. It considered the changes to vantage points in the study area, and predicted the effects of widening the highway, including cuts, fills, and noise walls/retaining walls. In the area of the Likelike Highway interchange, it noted the differential effects between overpass schemes and underpass schemes. Mitigation measures were suggested.

The southernmost segment of roadway and intersection of Kahekili Highway/Likelike Highway was changed to a six- and five-lane highway corridor with the development of the wider roadway. The other two segments, which could be improved under the Possible Further Actions, have generally been unchanged since the writing of the Final EIS in 1990.

A number of local residents and community groups have expressed disappointment in the aesthetics of the sound walls and lack of landscaping used in the segment of Kahekili Highway from Haiku Road south to Likelike Highway. Upon project completion in 1997, vines and approximately 300 plants were planted along the walls between the Likelike Highway Intersection and Haiku Road. Most of the vines were inadvertently destroyed. In 1998, palm trees were planted on the slopes near Kaneohe District Park, but ten of the palms were stolen and five were uprooted. Pine trees and bougainvillea planted on the opposite slope have survived.

Some residents have called the project a “concrete corridor.” Others have said that the corridor’s “freeway” look causes vehicles to speed, making it dangerous for pedestrians on the sidewalks. The Kaneohe Outdoor Circle has been especially vocal about the aesthetics of the concrete sound barriers and has worked with HDOT on beautifying the project area since it was constructed. During Stakeholder Interviews, the Kaneohe Outdoor Circle requested that HDOT include landscaping with a detailed landscaping plan and community input prior to construction of any highway project. The City Department of Parks and Recreation also requested that any project including relocation of trees should be coordinated closely with the Parks Department. They noted that several trees the Outdoor Circle wanted saved from the widening project ended up on Kaneohe District Park property, but were not properly installed, cutting into playing field space or becoming victims of vandalism.

Figure 11: Noise Walls between Haiku Road and Kahuhipa Street shows the present-day condition of vines on the walls between Haiku Road and Kahuhipa Street.



Figure 11: Noise Walls between Haiku Road and Kahuhipa Street

In recent years, HDOT has sought public input and installed more landscaping along the corridor. Planter boxes were installed in the median up to Haiku Road, as pictured in Figure 12: Kahekili Highway Median Planters.

Figure 12: Kahekili Highway Median Planters

Another representative view of the previously-widened corridor is found in Figure 13: Retaining Wall at Kaneohe District Park.



Figure 13: Retaining Wall at Kaneohe District Park

Landscaping was also installed between Haiku Road and East Hui Iwa Street, on the slopes near a dip in the Highway. The Ko‘olaupoko Hawaiian Civic Club noted this landscaping as an improvement, but had concerns that native plants were not used, and that the Umbrella Trees planted there would conflict with any native plants installed.

The current preliminary designs outlined in the Kahekili Highway Project Alternatives Identification and Feasibility Analysis reflect the fact that in some areas, there may need to be substantial retaining walls or graded slopes that encroach into adjoining privately-owned property outside of the highway right-of-way. These impacts are of a somewhat greater magnitude than what was anticipated in the Final EIS.

The descriptions of existing visual quality in the Final EIS from 1990 are generally consistent with current conditions in the areas not already widened or improved in the early 1990s. However the anticipated effects of the Possible Further Actions are not consistent with what was outlined in the 1990 Final EIS for the Kahekili Highway corridor north of Haiku Road and at the Likelike Highway interchange, as additional grading and retaining walls with a greater intensity of design may be needed as noted above.

In addition, the public clearly has raised serious concerns about the visual effects of the past improvements as well the future visual effects of the project.

Therefore, the 1990 Final EIS did not adequately anticipate the impacts of the project. Additional assessment of the impacts of the Possible Further Actions on visual quality would be desirable to ensure that the community’s concerns about the appearance of the highway have been addressed in a context-sensitive manner. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), additional assessment of visual quality would be performed.



4.1.7 Noise Chapter 4, Section B.3 (page 80) of the 1990 Final EIS discusses noise and its impacts. It should also be noted that there was a separate discussion in the 1990 Final EIS on noise impacts specifically during the construction phase of the project, these are assessed separately below in Section 4.4.2: Construction Impacts on Noise.

At the time the Final EIS was published in 1990, noise measurements had been taken in 1983, and updated for 1987 traffic levels. The FHWA’s Traffic Noise Prediction Model from 1977 was the methodology that was followed, and the justification for noise walls was based upon FHWA Noise Abatement Criteria (NAC) from that time. The tests for reasonableness and feasibility of noise abatement walls dated to the current standards for that time. For the areas around the Kahekili/Likelike Highway intersection, the 1990 Final EIS noted that there would be noise impacts in at the Koolau Baptist Church and in the Castle Hills subdivision; those alternatives with the highest travel speeds (full grade separation, e.g., Scheme A-4) had higher projected noise levels than other concepts with slower speeds. Overpass options would have higher noise levels than underpass options.

Noise levels in 2008 were predicted to approach the NAC south of Haiku Road as well as in the Heeia and Ahuimanu areas. A further determination of the feasibility and reasonableness of noise walls determined that they should be built from Haiku Road southward, and in the vicinity of Kahaluu Gardens (a three-story condominium apartment building makai of Kahekili Highway at Hui Iwa Street West in Ahuimanu. Directly across the highway, the 1990 Final EIS called for interior noise insulation treatments to the Seicho-No-Ie Jisso Japanese pre-school complex such as carpeting, air conditioning, and other similar measures.

In the time since the 1990 Final EIS was published, HDOT’s noise abatement policies have been changed twice (in 1997 and 2011), and the FHWA’s NAC have been changed (23 CFR 772) in 2010. HDOT now has a standard for determining the “reasonableness” of noise abatement pegged at $60,000 per affected receptor, and this figure has increased over time to reflect inflation (it was $35,000 per affected receptor in 1997).

The Preferred Alternative in the 1990 Final EIS proposed installation of approximately 2,880 linear feet of three-foot high noise barriers and 7,130 linear feet of seven-foot high noise barriers. The walls for the noise barriers ended up as high as 14 feet. The ROD called for the noise abatement measures identified in the EIS.

The three-foot high barriers were constructed on the makai side of the Highway, from the Likelike intersection to halfway between Kulukeoe Street and Keaahala Road. Higher noise barriers begin at the Likelike Intersection on the mauka side of Kahekili Highway and continue on until 520 feet past Haiku Road. The 1990 Final EIS stated the visual impact of the noise barriers over six feet high would be softened by landscaping and terracing.

Prior to the sound walls being built, abutting landowners like the Koolau Baptist Church & School at the intersection had requested sound walls, but were concerned about aesthetics and also safety for their students. At a stakeholder interview conducted for this project, the principal of Koolau Baptist School stated that the sound walls have worked to reduce noise.



Their campus has less sound from the Highway than before widening, even though the widened highway is closer to the school.

The section of Kahekili Highway in the vicinity of West Hui Iwa Street was not widened subsequent to the 1990 Final EIS. Therefore noise barriers or other abatement were not constructed at Kahaluu Gardens, on the makai side of the highway near West Hui Iwa Street, nor at the Seicho-No-Ie Jisso School on the mauka side of the highway

There has been no new development in the vicinity of Kahekili Highway such as residential homes or apartment buildings that would have introduced new noise receptors into the corridor that were not present in 1990. The conceptual design of the new highway under the Possible Further Actions would likely place travel lanes similar distances from nearby receptors to what was anticipated in the 1990 Final EIS.

Nonetheless, the 1990 Final EIS does not adequately reflect noise impacts and necessary mitigation under the Possible Further Actions. The design year for traffic under the Possible Further Actions will be 2035, in contrast to the year 2008 studied in the 1990 Final EIS. With the changes in traffic levels, new computer models, changes in FHWA and HDOT noise policy, and a new design year of 2035, the analyses of noise and proposed mitigation performed in the Final EIS from 1990 are not considered to be valid to reflect current conditions or the impacts of the Possible Further Actions. If additional documentation is performed under Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), this issue would be re-visited as part of that document.

4.1.8 Energy Chapter 4, Section B.4 (page 88) of the 1990 Final EIS discusses energy. The discussion that is provided is in very general terms, qualitatively considering the benefits that will derive by constructing the project, and comparing it to the overall expenditure in energy that will come from building the project. In the intervening time, the most congested segment of Kahekili highway with the greatest energy waste, the segment south of Haiku Road, has been improved and widened. The intersection of Kahekili Highway and Likelike Highway has been upgraded to a configuration where left turns have been eliminated and the heaviest traffic movement (the AM Peak movement between southbound Kahekili Highway and the Wilson Tunnel/H-3 Freeway) is accommodated by a free-flowing movement. Therefore, many of the most substantial energy benefits outlined in the 1990 Final EIS have been already realized.

The 1990 Final EIS is considered valid for this issue. If additional documentation is performed under HRS Chapter 343 and NEPA, this issue would be re-visited as part of that document.

4.1.9 Coastal Zone Impacts Chapter 4, Section B.6 (page 93) of the 1990 Final EIS discusses Coastal Zone Management (CZM) issues. It notes that two portions of Kahekili Highway are in the Special Management Area (SMA): near the junction with Kamehameha Highway and near the Heeia Wetlands area. The SMA program was established under Hawaii's Coastal Zone Management (CZM) Program.



All of the state of Hawaii is actually within the Coastal Zone and federal projects need to demonstrate consistency with the CZM objectives. During the 1990 Final EIS process, a CZM Assessment form had been sent to the Office of State Planning’s CZM program for a determination of consistency.

In general, the project is consistent with Coastal Zone program objectives. Given that the Possible Further Actions are expected to be fully comparable with the 1990 Final EIS in terms of overall design and impact, the 1990 Final EIS is considered valid for this issue. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), this issue would be re-visited as part of that document, and a current CZM consistency determination will be made.

4.1.10 Water Quality Chapter 4, Section B.8 (page 98) of the 1990 Final EIS discusses impacts of the project on water quality. It should also be noted that there was a separate discussion on water quality impacts specifically during the construction phase of the project, these are assessed separately below in Section 4.4.3: Construction Impacts on Water Quality.

The 1990 Final EIS notes that the primary adverse impact on water quality from the project would be sediment and organic material carried in stormwater runoff from the road surface. Vegetating and landscaping exposed areas are an important way to minimize sedimentation. Collection and treatment of runoff are also important, preventing pollution from reaching surface waters and ultimately Kaneohe Bay. Reducing the steepness of slopes was also identified as important measures. Other measures cited within the EIS include using plantings in critical erodible areas and around drainage easements and streams, permanent diversions, drift control agents to improve accuracy of herbicide application, windbreaks, proper culvert design, hillside ditches, mulching, terracing, and using underground outlets where appropriate. All of these measures were specified in the ROD for this project as well.

The 1990 Final EIS also notes the need for scheduling grading to avoid the heaviest rainfall periods and minimizing the amount of graded areas to minimize erosion. Permits such as Section 404 Clean Water Act permits, Stream Channel Alteration Permits, and County Grading permits would also protect water quality.

In general, the measures that were called for in the 1990 Final EIS and ROD do not reflect current Best Management Practices (BMPs) since there have been some refinements in BMPs since 1990. The discussion of construction water quality impacts in the 1990 Final EIS was brief and did not reflect current BMPs. Therefore, it is not considered to be valid to reflect current conditions and the impacts of the Possible Further Actions. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), then a review of construction water impacts would be incorporated into that document



4.1.11 Hazardous Waste Disposal Sites Chapter 4, Section B.11 (page 101) of the 1990 Final EIS discusses Hazardous Waste Disposal Sites. The potential effects of construction in encountering unanticipated hazardous wastes are discussed separately; see Section 4.4.5: Construction Impacts on Hazardous Materials. According to the 1990 Final EIS, there were no hazardous waste disposal sites on the Island of Oahu.

This is still the case. A construction and demolition landfill in Nanakuli can accept asbestos-containing material and petroleum-contaminated soil, but cannot accommodate more dangerous hazardous wastes. Nanakuli is on the Waianae Coast, on the opposite end of Oahu from Kaneohe.

The 1990 Final EIS is considered valid for this issue. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), this issue would be re-visited as part of that document.

4.2 Social Environment The discussions below cover the Social Environment Section of the 1990 Final EIS (Chapter 3, Section B) and Community Impacts (Chapter 4, Section C). A discussion of the socio-economic impacts specifically limited to the construction phase of the project are covered separately, and discussed separately below in Section 4.4.4: Construction Impacts on Socioeconomic Issues.

It should be noted that while the Final EIS was produced in 1990, no 1990 census data was available yet at that time. All the demographics data provided in the 1990 Final EIS dated to the 1980 census.

4.2.1 Demographics and Environmental Justice Chapter 3, Section B.1 (page 46) of the 1990 Final EIS discusses existing demographics of the area. Community impacts on property values and neighborhood cohesion are found in Chapter 4, Section C.2 (page 112). The effects of relocations and consequent impacts on public tax revenues is discussed in Chapter 4, Section C.3 (page 113)

4.2.1.1 Population Change and Environmental Justice Kaneohe experienced substantial population growth in the latter half of the 20th century as a result of increased suburbanization following the opening of the Pali and Wilson tunnels around the time of Statehood. Increased presence of the military at the Marine Corps Base Hawaii has also contributed to this growth. However, since the 1990 census, population growth in the region has abated. In 1950, 3,000 residents made Kaneohe their home, and in 1980 that population had grown to 30,000 residents. According to the 1990 US Census, Kaneohe's population grew modestly to 35,448 persons, and the 2000 Census actually saw a slight reduction to 34,970 persons. The 2010 Census saw another slight reduction to 34,597.



Ahuimanu and Heeia have shown similar trends over the past three censuses, with minimal growth, or even slight reductions in population. Refer to Table 3: Kaneohe-Ahuimanu-Heeia Census Area counts, 1990-2010 for the total populations of the three communities.

Table 3: Kaneohe-Ahuimanu-Heeia Census Area counts, 1990-2010 Census Area 1990 Census 2000 Census 2010 Census

Kaneohe 35,448 34,790 34,597 Heeia 5,010 4,944 4,963

Ahuimanu 8,387 8,506 8,810 Total 48,845 48,240 48,370

Source: 2010 Census Interactive Population Map at http://2010.census.gov/2010/popmap

While there has not been any substantial population growth, there have been changes in the population makeup. Like the rest of Honolulu County, Kaneohe and the neighboring Ahuimanu and Heeia Census Areas are aging. From 2000 to 2010, the number of residents 65 and over has increased in all census areas. The aging of the population warrants new and additional consideration of the use of sidewalks by aging residents that may not have access to a personal automobile. Also, safety of transportation facilities is of concern in the context of aging motorists.

According to the 1990 Final EIS, the median income in 1980 for Kahaluu and Kaneohe respectively ($24,984 and $28,652) was higher than Oahu’s median income as a whole ($21,077). The area had a higher percentage of high school graduates (over 80 percent) compared to about 76 percent for Oahu as a whole.

One issue that has become of concern after the Final EIS was issued in 1990 is Environmental Justice. In response to growing public concern and mounting evidence of disparate treatment, President Bill Clinton signed Executive Order 12898, Federal Actions to Address Environmental Justice in Minority Populations and Low-Income Populations, on February 11, 1994 (59 CFR 7629, 62 CFR 18377, and 60 CFR 33896). E.O. 12898 directed the Federal Highway Administration and other federal agencies to address disproportionately high and adverse human health or environmental effects of their programs on minority and low-income populations.

In October 2001, the Oahu Metropolitan Planning Organization (OahuMPO) published the report, Environmental Justice in the OahuMPO Planning Process: Defining Environmental Justice Populations. This Report was updated in 2004 (OahuMPO, 2004) utilizing the 2000 Census data on income and geography. Additionally, the methodology was revised based upon local knowledge and settlement patterns of federally-defined minority groups. These defined minority groups are; Black, Hispanic, Asian, American Indian and Alaska Native, Native Hawaiian or Other Pacific Islander, and Low-Income (a person whose household income, or in the case of a community or group, whose median household income) is at or below the U.S. Department of Health and Human Services poverty guidelines.

http://2010.census.gov/2010/popmap



The OahuMPO report (OahuMPO, 2004) identified 70 census block groups out of 435 on Oahu as Minority Environmental Justice areas. It identified the Ahuimanu area and the “Kahuhipa Apartment/Industrial Area” as both having high populations of minority groups. No areas near the Kahekili Highway study area were identified as being low-income Environmental Justice areas.

In 2006, the State of Hawai‘i enacted Act 294, which called for the Chapter 343 process to consider Environmental Justice in the context of Hawai‘i’s unique ethnic composition, where no group is a “majority.” Subsequently, guidance was prepared by the State of Hawai‘i Environmental Council in January, 2008 (Kahihikolo, 2008) to address this concern, accessed at:

http://oeqc.doh.hawaii.gov/Shared%20Documents/Misc_Documents/2008_Hawaii_Environmental_Justice_Report.pdf

The guidance recommended consideration of “under-represented populations,” specifically Native Hawaiian, minority, and/or low-income, and also noted that there was no standard formula for identifying or addressing environmental justice issues. For this project, the elderly and disabled populations should also be considered in conjunction with Title VI of the Civil Rights Act of 1964.

The 1990 Final EIS did not focus on poverty or minority status. The urgency to ensure Environmental Justice in federal and state projects only surfaced in the time since the release of the 1990 Final EIS. In addition, the 1980 US Census data available at the time of the 1990 Final EIS was already ten years old at the time of the release of the 1990 Final EIS, and is therefore 33 years old at this time. New census data on poverty is still forthcoming from the 2010 census but should be available by the time new studies are initiated.

4.2.1.2 Housing The 1990 Final EIS provided a cursory overview of housing in Kahaluu and Kaneohe, using 1980 Census data, the only data available at that time. The percentages of single-family homes and of owner-occupied homes were universally much higher in the project region than in Oahu as a whole. The average household size was also larger than the island-wide average.

As noted earlier, the 1980 US Census data available at the time of the 1990 Final EIS was already ten years old at the time of the release of the 1990 Final EIS, and is therefore 33 years old at this time.

4.2.1.3 Employment The 1990 Final EIS did not describe the employment of the area in any detail. It described commercial centers in the area as part of the Land Improvements and Tax Base discussion, starting on page 58 in Chapter 3, Section C.1, but provided no statistics on employment in the area.

The Kaneohe area was recognized in the 1990 Final EIS as being a “bedroom community” of the Honolulu. The study area lacked a large employment center and had residents commuting to work in Honolulu and other areas on Oahu. This is generally still the case.





There are several business and employment centers in the project area. Defined as Community or Neighborhood Commercial Centers in the Koolau Poko Sustainable Communities Plan (SCP) of 2000 are1:

• Hygienic Store and area formerly occupied by Noriko’s • Koolau Shopping Center (formerly known as Temple Valley Shopping Center) • Windward Mall • Kaneohe Bay Shopping Center • Windward City Shopping Center

These are illustrated in Figure 14: Employment Centers and Other Land Uses, adapted from the Koolau Poko SCP. Employee Centers are shown in red.

In addition to these community and neighborhood commercial centers as sources of employment, the project area also has Windward Community College, several public and private schools, the Hawaii State Hospital, the Kaneohe Courthouse, and an industrial area off Kahekili Highway on Kahuhipa Street.

During Stakeholder interviews for this project, many of the people working at the area businesses and institutions were commuting from elsewhere on the island. Some commuted from as far away as Wahiawa to their job in Kaneohe, while others commuted from areas in Koolauloa North of Kaneohe.

The 1990 Final EIS did not provide figures on employment, and even if it did, the 1980 US Census data available at the time of the 1990 Final EIS was already ten years old at the time of the release of the 1990 Final EIS, and is therefore 33 years old at this time.

1 City & County of Honolulu Department of Planning and Permitting. Koolau Poko Sustainable Communities Plan. August 2000.



Figure 14: Employment Centers and Other Land Uses

Source: Adapted from: Koolau Poko Sustainable Communities Plan



4.2.1.4 Conclusions about Demographics and Environmental Justice The demographic studies performed in the 1990 Final EIS are not considered to be valid to reflect current population conditions or the impacts of the Possible Further Actions for a number of reasons:

• Demographic information dated from the 1980 census, currently 33 years old.

• There was no assessment of Environmental Justice communities (low income or minority)

• There was minimal coverage of employment in the area.

If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), this issue would be re-visited as part of that document.

4.2.2 Cultural, Historic, and Archaeological Resources Chapter 3, Section B.2 (page 50) of the 1990 Final EIS discusses the cultural history of the area in very brief form. Chapter 3, Section B.3 (page 48) of the 1990 Final EIS discusses archeological resources of the area. Impacts on historic and archaeological resources are discussed in Chapter 4, Section D (page 127). Historic and archaeological resources afforded protection under Section 4(f) of the Department of Transportation Act of 1966 (“Section 4(f) properties”) are also discussed in Chapter 4, Section C.7 (page 124) of the 1990 Final EIS.

The 1990 Final EIS discussed the cultural history of the Kaneohe Bay region, noting that the area had an estimated population of between 15,000 and 17,000 people at the time of European contact in 1779. According to the 1990 Final EIS, only a few pre-contact archaeological remains are in good condition in the region because of destruction in the wake of pineapple cultivation. Previous road construction or agricultural activities have disturbed most areas bounding Kahekili Highway.

Kaneohe was rural until the 1940s; population growth in the latter part of the 20th century transformed the region into a suburban area. Most development in the corridor of Kahekili Highway has generally progressed south to north, though some townhouse and single-family developments in the Ahuimanu area have occurred independently of this general pattern. Undeveloped areas remain in Heeia and between Ahuimanu and Kahaluu.

One important change that took place in the time since the Final EIS was issued in 1990 was the enacting of Hawaii’s Act 50 (2000) which sought to “promote and protect cultural beliefs, practices, and resources of native Hawaiians and other ethnic groups” and requires the project proposers under HRS Chapter 343 to consider cultural practices in a cultural impact assessment (CIA). Since the Act 50 requirements for a CIA were not in place at the time of the 1990 Final EIS, this constitutes a major difference between the efforts performed in 1990 and what would be done for a highway project today.

The 1990 Final EIS notes that an archaeological district comprised of 18 separate archaeological sites, the Luluku Discontiguous Archeological District, is found above Kahekili Highway in the



H-3 Freeway corridor, and includes extensive agricultural terraces, burials, possible habitation features, walls, historic-period artifacts, and charcoal kilns. These sites are eligible for the National Register of Historic Places (NRHP) under Criteria A, C, and D. Refer to http://www.hlid.org/wp-content/uploads/2012/05/Cultural-Landscape-Inventory-Report-VOLUME-2.pdf

Only an “Archaeological Reconnaissance Survey” was performed for the 1990 EIS (Appendix E). No Archaeological Inventory Survey (AIS) is cited from 1990.

Archaeological reconnaissance for the Kahekili Highway EIS identified two archaeological sites associated with the Luluku Discontiguous Archaeological District within the area of the proposed Likelike Highway/Kahekili Highway interchange. These are a cemetery/historic period compound (site GS-88) and ‘ili (land subdivision of an ahupua‘a) boundary wall. Data recovery for these sites was undertaken to mitigate impacts on these properties as part of a Memorandum of Agreement for the H-3 Freeway construction.

The reconnaissance identified no properties along the Kahekili Highway corridor itself north of the interchange area.

The 1990 Final EIS notes that it is possible to encounter unanticipated archeological resources during excavation and grading, and notes standard mitigation measures to be followed, including alerting construction crews to possible archaeological sensitivity near existing archaeological sites, and alerting the State Historic Preservation Office (part of the State Historic Preservation Division, SHPD) to any uncovered remains to determine appropriate mitigation. The 1990 Final EIS committed to a Burial Treatment Plan developed in a Memorandum of Agreement for the H-3 Freeway. This is because the Kahekili/Likelike Interchange was modified as part of the H-3 Freeway construction project.

An Archaeological Literature Review and Field Inspection (LRFI, not a formal AIS) was completed for this project in October 2012. Four sites were identified. Sites of interest are shown in Figure 15: Cultural and Archaeological Sites Identified in CIA and LRFI Studies and described below. These features likely, or potentially, will be affected by the proposed project:

1. State Inventory of Historic Properties (SIHP) # 50-80-10-2897, a pre-contact native Hawaiian burial site located within the “KM Loop” (traffic loop from southbound Kahekili Highway to eastbound Likelike Highway).

2. McAllister Site #328 (SIHP # 50-80-10-0328), remnant heiau site that sustained historic damage and disturbance due to past agricultural development

3. SIHP # 50-80-10-2462, also within the “KM Loop” described above, numerous features related to historic as well as prehistoric land use and management

4. McAllister Site #319 (SIHP # 50-80-10-0319), Kahonua Fishpond (a.k.a. Kahaluu Fishpond)



Figure 15: Cultural and Archaeological Sites Identified in CIA and LRFI Studies

Source: Cultural Surveys Hawaii



SIHP # 50-80-10-2897 and the McAllister Sites #328 and #319 are designated under Criterion E for listing on Hawai‘i State Register under HAR §13-275-6, and has “an important value to the native Hawaiian people or to another ethnic group of the state due to associations with cultural practices once carried out, or still carried out, at the property or due to associations with traditional beliefs, events or oral accounts—these associations being important to the group’s history and cultural identity” [HAR §13-275-6 (b) (5)]. SIHP #50-80-10-2462 is designated under Criterion D because it has the potential to yield information about traditional culture history, prehistory, and how foreign influence affected cultural change in historic times [HAR §13-275-6 (b) (4)].

The LRFI determined that the archaeological assessment from the 1990 FEIS remains valid. A formal AIS would be performed as part of a future EA or EIS effort for this project.

A CIA was performed by Cultural Surveys Hawai‘i as part of this re-evaluation effort for the current Possible Further Actions because of the importance of cultural resources. (Ishihara and Hammatt, 2012). In addition, a review of the archaeological studies performed for the 1990 Final EIS is underway, and will be documented in future environmental documentation. Sites of interest were shown in Figure 15: Cultural and Archaeological Sites Identified in CIA and LRFI Studies and described below.

The 2012 CIA identified the following resources of concern, listed with their SIHP number used by SHPD to catalogue sites:

• The Watson family cemetery (SIHP-50-80-10-1890) identified during the Final EIS within 500 meters of the Likelike Highway/Kahekili Highway interchange is still present. Terraces at the cemetery were previously removed during the construction of the H-3 freeway, but the cemetery is still present.

• There is a heiau (Native Hawaiian place of worship, shrine) known as the Kaualauiki Heiau (SIHP-50-80-10-0328) near the low-point dip on Kahekili Highway as well as several other cultural sites of concern located on property owned by Kamehameha Schools in Heeia ahupuaʻa. Kaualauiki Heiau is maintained by Kamehameha Schools, and is used by several hula hālau (performing groups) and other visitors.

• There is an unnamed burial (SIHP-50-80-10-2897) discovered about 20 to 25 years ago in the Ahuimanu/Kahaluu area. For unknown reasons, this was not actually documented in the 1990 Final EIS itself. More burials and cultural finds could be possible pending the findings of the archaeological review currently being performed as part of this Re-evaluation effort.

Twenty-three years have elapsed since the issuance of the 1990 Final EIS. Properties are not typically considered to be of historic importance until they are at least fifty years in age. Therefore, with the passage of time since the issuance of the 1990 Final EIS, it is possible that there are properties dating from early suburbanization of the area that could have historic importance today that were not considered historically significant at the time of the issuance of the 1990 Final EIS because they were only about thirty years old at that time.



In addition, standard practice is to currently include archeological monitoring during excavation and grading activities on highway projects to ensure that any unanticipated archaeological finds are handled in a way to minimize damage and to mobilize SHPD. Construction typically is curtailed until necessary mitigative measures can be completed.

The consultation process under Section 106 of the National Historic Preservation Act has been refined since the issuance of the 1990 Final EIS to include Native Hawaiian Organizations (NHOs). This kind of consultation did not take place back in the 1980s when the EIS was being written.

Because of the passage of time since the EIS and because no CIA was previously performed, the analyses of historic/archaeological resources and cultural resources performed in the 1990 Final EIS from 1990 are not considered to be valid to reflect current conditions or the impacts of the Possible Further Actions. Current archaeological and cultural studies are identifying resources not revealed in 1990. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), cultural impacts, historic and archaeological resource issues would be re-visited as part of that document.

During a future Chapter 343/NEPA process, consultation will take place with the SHPD and other interested parties as required under Section 106 of the National Historic Preservation Act. This process will include consultation with interested parties, including NHOs that have ties to this area. Consultation with SHPD should determine the scope of this cultural resource management effort, and whether or not an archaeological testing and/or an archaeological monitoring program is warranted due to anticipated project related ground disturbance.

4.2.3 Utilities Chapter 3, Section B.5 (page 52) of the 1990 Final EIS discusses utilities in the area.

The 1990 Final EIS notes the presence of existing Board of Water Supply (BWS) mains, and notes that a 42-inch water main was planned for the entire Kahekili Highway corridor between Likelike and Kamehameha Highways to replace a 30-inch main; this improvement was made in the early 2000s. A number of sanitary sewer improvements planned for upcoming implementation were also cited in the EIS. The 1990 Final EIS noted that the Hawaiian Electric Company (HECO) and HDOT would probably enter an agreement about relocation of any overhead or underground electric lines.

Any new construction performed in the future in the Kahekili Highway corridor or the Likelike Highway interchange area would have to consider the effects on water, electric, telecommunication, and other utilities, and might require relocations of utilities. Utility relocations typically require a utility agreement (UA) between the regulated utility and HDOT. Typically all relocations are an in-kind replacement. The UA provides for cost-sharing for these relocations and the Public Utilities Commission would have oversight of this process.

While there have been improvements to the utilities in the corridor since 1990 such as cited above, the general discussion of utilities performed in the Final EIS from 1990 is considered to be valid to reflect current conditions and the impacts of the Possible Further Actions. If



additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), utility issues would be re-visited as part of that document.

4.2.4 Public Institutions, Recreational and Community Facilities Chapter 3, Section B.6 (page 54) of the 1990 Final EIS discusses Public Institutions, Recreational and Community Facilities in the area. Impacts on the project on recreational facilities under the jurisdiction of Section 4(f) of the Department of Transportation Act of 1966 (“Section 4(f) properties”) are discussed in Chapter 4, Section C.7 (page 124) of the 1990 Final EIS.

In general, the discussion of public facilities in the 1990 Final EIS still reflects what is currently in the community today. Four public elementary schools in the Castle Complex are mentioned along with, Windward Community College, Kaneohe State Hospital (now the Hawaii State Hospital, a mental health institution), Windward Comprehensive Health Center, and several local churches. The Hookipa Public Housing complex in Ahuimanu is also cited; this complex is still in public use.

Two parks in the study area, Ahuimanu Neighborhood Park (now called Ahuimanu Community Park) and Kaneohe District Park were also noted in the 1990 Final EIS, with the conclusion that the project would not encroach on either of them and that there were no impacts under the jurisdiction of Section 4(f) of the Department of Transportation Act of 1966. The Ahuimanu Community Park appears to have had some improvements in the intervening years; whereas the EIS only mentions playground equipment and a comfort station as the available facilities, the park now also offers facilities for picnicking, soccer, volleyball, basketball, and indoor recreation.

While the 1990 Final EIS anticipated additional improvements to Kaneohe District Park, the current facilities appear to be generally identical to what was inventoried in 1990. Subsequent to the issuance of the 1990 Final EIS, Kahekili Highway was widened next to Kaneohe District Park, and the Castle Hills Connector was extended on the other side of the park.

No future impacts would be expected to Kaneohe District Park under the Possible Further Actions as that area of Kahekili Highway was already widened in the early 1990s. The Possible Further Actions would not be expected to create any impacts to Ahuimanu Community Park.

The general discussion of community facilities and parks performed in the Final EIS from 1990 is considered to be valid to reflect current conditions and the impacts of the Possible Further Actions. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), community facility issues would be re-visited as part of that document.

4.2.5 Neighborhoods Chapter 3, Section B.7 (page 57) of the 1990 Final EIS discusses the neighborhoods in the area in a very cursory fashion, citing neighborhood names and general types of development. Community impacts on property values and neighborhood cohesion are found in Chapter 4, Section C.2 (page 112).



The 1990 Final EIS only gave brief mention to neighborhoods. Figure 16: Neighborhoods in Project Region shows the neighborhoods of interest close to the study area.

The EIS discusses property values and neighborhood cohesion associated with transportation improvements, noting that property values often increase when access is improved from highways, but this can be offset by a reduction in property values when a highway creates greater impacts from noise and aesthetics. Increases in property value were not anticipated in the Draft EIS as the highway was already a pre-existing feature in the area, but the EIS anticipated a net benefit to the community from improved accessibility, outweighing the impacts of traffic noise.

The 1990 Final EIS did not anticipate a substantial effect on social cohesion in adjoining neighborhoods caused by the barrier effect of a highway, since Kahekili Highway was a pre-existing facility that pre-dated the establishment of most neighborhoods in the area.

While these conclusions may all be true, it is likely that in the context of today’s Kaneohe and Kahaluu communities, residents could perceive improvements to the Likelike Highway interchange area and to a wider Kahekili Highway corridor north of Haiku Road (particularly in populated areas like Ahuimanu) as psychological barriers that divide rather than unite the two communities. Public input from the Kahekili Highway Charette indicated that some residents felt that the widened portion of Kahekili Highway already divided their community between mauka and makai. Public input on the effects of the previous widening has indicated dissatisfaction with the look of the previously-improved segment of roadway south of Haiku Road.

The general discussion of neighborhood impacts and community cohesion performed in the Final EIS from 1990 is not considered to be valid to reflect current conditions and the impacts of the Possible Further Actions. Widening of the segment of Kahekili Highway north of Haiku Road and new grade-separated ramps and overpasses in the Likelike Highway interchange would be scrutinized to a greater level if additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771).



Figure 16: Neighborhoods in Project Region

Map base: Google Maps



4.3 Transportation Transportation issues are discussed in various places throughout the 1990 Final EIS document. This subsection of the re-evaluation attempts to assemble all the issues related to transportation into one place.

4.3.1 Traffic Operations Chapter 1, Section B (page 1) of the 1990 Final EIS establishes existing traffic deficiencies within the study area as part of the Purpose and Need for Action. Chapter 4, Section C.1 (page 111) briefly describes traffic efficiency and safety associated with the project.

Traffic engineers use a scale ranging from A to F to reflect “Level of Service” (LOS) on roadways and at intersections. LOS A is defined as the least interrupted flow conditions with little or no delays, whereas LOS F is defined as conditions of extreme delay. The 1990 FEIS considered guidelines from HDOT’s Statewide Uniform Design Manual for Streets and Highways which stated that an LOS goal for an urban State arterial, the functional classification of Kahekili Highway, is LOS C or better. Additionally, it stated that LOS C or better is desired for urban freeways, the functional classification of Likelike Highway.

Tables and methodology from the 2010 Highway Capacity Manual were used in the current Traffic Impact Analysis Assessment (SSFM, 2011b) for determination of the resulting Level of Service.

At the time of the 1990 Final EIS, the entire Kahekili Highway corridor between Likelike Highway and Kamehameha Highway was two lanes wide, with a T-intersection at Likelike Highway and Kahekili Highway. The H-3 Freeway was being designed and constructed, but was not yet open for operations. The years of traffic analysis in the 1990 Final EIS were 1987 and a projection year of 2008.

At the time of the 1990 Final EIS, congestion in the corridor was already a problem. HDOT had implemented a contra-flow operation with a continuous left-turn lane for the peak traffic direction during peak hours to alleviate congestion in the corridor between Haiku Road and Likelike Highway. Even with the contra-flow measures, congestion was anticipated to become extreme by 2008 if no action had been taken. An LOS “F” during the AM Peak was at the intersections with Kulukeoe Street, Keaahala Road, Kahuhipa Street and Haiku Road. All intersections along the entire corridor were predicted to reach an LOS “F” in the AM Peak by 2008 without any widening, and the FEIS noted trip times for 2008 of up to 79 minutes because of the congestion. Backups 2.5 miles long were predicted.

The 1990 Final EIS evaluated five main alternatives, described above in detail in Section 2.2: Alternatives Studied in 1990 Draft EIS and Final EIS. To summarize, they were:

1. No Action 2. Transportation Systems Management (TSM) Alternative 3. Contraflow Alternative 4. Improving existing or constructing new parallel corridors



5. Kahekili Highway improvement alternatives, which included: o Kahekili/Likelike Highway intersection alternatives (full interchange, partial

interchange, and at-grade intersection) o Kahekili Highway widening alternatives o Castle Hills Connection to Keaahala Road

None of the first four alternatives were found to meet the purpose and need for the project.

The improvements that were implemented in the early 1990s after the 1990 Final EIS and ROD offered a pronounced improvement to the portions of the corridor with the greatest need for congestion relief. While a full grade-separated interchange was not constructed at Likelike Highway and Kahekili Highway, the intersection improvement was able to bring the traffic operations here to an acceptable LOS. (For this roadway type, a LOS C or better is considered acceptable). After the writing of the 1990 Final EIS, intersections of Kahekili Highway with Hui Iwa Street (East) and Ahuimanu Place were signalized in 1991; the intersection with Ahuimanu Road was signalized in 1992.

A Traffic Impact Analysis Assessment (SSFM, 2011b) referred to here as the “Traffic Study” was performed in association with this re-evaluation to assess the potential for improvements under the Possible Further Actions to the unimproved segment of Kahekili Highway from Haiku Road to Kamehameha Highway and within the intersection of Likelike Highway and Kahekili Highway. The discussion that follows is a short summary of that report. The reader should refer to that report for more specific detail.

There are several analyses performed in the Traffic Study that were not considered in the 1990 Final EIS and therefore are not discussed below:

• The 1990 Final EIS did not consider weekend traffic volumes and operations • The 1990 Final EIS did not consider LOS for “mid-block” segments of Kahekili Highway

(between major intersections) • The 1990 Final EIS not investigate the LOS at intersections that were intended to remain

unsignalized (Kahekili Highway at Ahaolelo Road and at Kamehameha Highway)

4.3.1.1 Traffic Volumes in Likelike Highway Intersection The intersection of Likelike Highway and Kahekili Highway is different than what was proposed in the 1990 Final EIS; while it currently is an at-grade intersection, it contains associated ramps for some movements and is different from both the “No-Action” condition in the 1990 Final EIS and from the “at-grade intersection” scheme considered in the 1990 Final EIS. Where relevant below, the discussion compares the “at grade intersection” scheme in the 1990 Final EIS with the current intersection configuration, as this is the best comparison possible.

At the intersection of Kahekili Highway and Likelike Highway, actual volumes counted varied greatly per leg as compared to projections. Comparison of the 2008 ADT projections in the 1990 Final EIS to available year 2009 HDOT 24-hour traffic counts show a 35 to 37 percent higher volume of traffic entering and exiting the intersection legs on Kahekili Highway, similar to results noted along the corridor. Volumes along Likelike Highway were 4 to 11 percent lower



for actual conditions as compared to the projections in the 1990 Final EIS. These results can be seen in Table 4: Likelike Intersection Average Daily Traffic in EIS (2008) Compared to 2009 Traffic Counts and Figure 17: Projected EIS Volumes for 2008 and Counts in 2009 for Likelike/Kahekili Intersection.

Table 4: Likelike Intersection Average Daily Traffic in EIS (2008) Compared to 2009 Traffic Counts

Kahekili Highway and Likelike

Highway Intersection Leg

Average Daily Traffic (ADT)

Percent Difference 1990 Final EIS Projections HDOT Traffic Counts

2008 2009* Approach Exit Approach Exit Approach Exit

North 15,909 15,899 21,424 21,850 +35% +37% East 19,771 17,772 17,501 17,068 -11% -4%

West** 26,941 28,950 25,881 26,453 -4% -9% Total 62,621 62,621 64,806 65,371 +3% +4%

*Volumes not taken on same date resulting in approach and receiving totals not equaling. **HDOT Traffic Counts for West leg taken west of off-ramp to Kahekili Highway, and east of H-3 off-ramp, thereby accounting for vehicles utilizing the South leg of the intersection. Source: Kahekili Highway Traffic Impact Analysis Assessment (SSFM, 2011b)

Figure 17: Projected EIS Volumes for 2008 and Counts in 2009 for Likelike/Kahekili Intersection

Source: SSFM International, Inc.



During the peak hours of traffic, there are some large differences between the volumes predicted in the 1990 Final EIS and year 2009 traffic counts. A potential reason for this difference is thought to be attributed to the fact that at some hours, traveling along Kamehameha Highway can bypass Kahekili Highway delay, but by a certain point in the morning, Kamehameha Highway reaches capacity and Kahekili Highway becomes the faster alternative for the majority of vehicles. Detailed volumes are provided in the Traffic Study; Table 5: Peak Hour Likelike Intersection Traffic Predicted in 1990 Final EIS (2008) Compared to Traffic Counts summarizes the overall percentage differences.

Table 5: Peak Hour Likelike Intersection Traffic Predicted in 1990 Final EIS (2008) Compared to Traffic Counts (2009)

Kahekili Highway and Likelike Highway Intersection Leg

Percent Increase/Decrease from 1990 Final EIS No-Build Traffic Projections (2008) to 2009 Traffic Counts

AM Peak Hour PM Peak Hour Approach Exit Approach Exit

North +9% +5% +9% +46% East -47% +61% +4% -16%

West* +1% -31% -18% -11% Total -21% -17% -9% +3%

*HDOT Traffic Counts for West leg taken west of off-ramp to Kahekili Highway, and east of H-3 off-ramp, thereby accounting for vehicles utilizing the South leg of the intersection. Source: Kahekili Highway Traffic Impact Analysis Assessment (SSFM, 2011b)

Existing (2011) LOS at the intersection of Kahekili Highway and Likelike Highway, compared to the 2008 “intersection widening” alternative (all other alternatives included grade separation) in the 1990 FEIS, is shown in Table 6: LOS Comparison at Likelike Intersection. As the table shows, there are some substantial projected differences, with the AM Peak hour performing slightly worse than previously predicted (LOS F versus LOS E), but with the PM Peak hour performing slightly better than previously predicted (LOS C versus LOS D). Again, as the current intersection is in a different configuration than previously studied in the 1990 Final EIS, it is difficult to make a conclusive determination, but there is likely a large variance in performance nonetheless.



Table 6: LOS Comparison at Likelike Intersection Between 1990 Final EIS and Current Study

Kahekili Highway and Likelike Highway

AM PM 1990 Final

EIS Projections

Traffic Study

Analysis

1990 Final EIS

Projections

Traffic Study

Analysis 2008 2011 2008 2011

Northbound Approach n/a B n/a D Southbound Approach n/a F n/a C Eastbound Approach n/a D n/a C Westbound Approach n/a F n/a C Intersection Total E F D C Source: Kahekili Highway Traffic Impact Analysis Assessment (SSFM, 2011b)

Comparison of the 2008 traffic volumes forecast in the 1990 Final EIS to Future 2035 Widening volumes in the Oahu Regional Transportation Plan (ORTP) (see Table 7: Interchange Future Widening ADT Comparison to Previous Projections) show 10 to 79 percent greater volumes along the west and north leg with 12 to 14 percent less volume along the east leg. As with the mainline of Kahekili Highway, this suggests that the 2008 analysis projected in the 1990 Final EIS cannot be used to accurately reflect future 2035 conditions. The ORTP Model is a travel demand model that forecasts future traffic volumes using committed projects as determined through work done by the Oahu Metropolitan Planning Organization (OahuMPO).

Table 7: Interchange Future Widening ADT Comparison to Previous Projections

Kahekili Highway and Likelike Highway Interchange Leg

ADT Percent

Difference 1990 Final EIS

Projections ORTP Model (Widening)

Projections * 2008 2035

Approach Exit Approach Exit Approach Exit North 15,909 15,899 28,462 27,071 +79% +70% East 19,771 17,772 17,450 15,221 -12% -14% West 26,941 28,950 29,673 34,639 +10% +20% Total 62,621 62,621 75,585 76,931 +21% +23%

* Difference between total approach and exit volumes result of data in ORTP Model. Source: Kahekili Highway Traffic Impact Analysis Assessment (SSFM, 2011b)

4.3.1.2 Traffic Volumes along Kahekili Highway In order to determine the accuracy of the 2008 traffic volumes forecast in the 1990 Final EIS, projected ADT were compared to 2008 HDOT traffic volumes in the Traffic Study as shown in Table 8: Corridor Existing Average Daily Traffic (ADT) Comparison to Previous Projections.



Table 8: Corridor Existing Average Daily Traffic (ADT) Comparison to Previous Projections

Kahekili Highway Roadway Segment Widened

After 1990 Final EIS?

Average Daily Traffic (ADT)

Percent Diff-

erence

1990 Final EIS

Projections

HDOT Traffic Counts

2008 2008 Likelike Highway to Kulukeoe Street Yes 31,808 43,705 +37% Kulukeoe Street to Keaahala Road Yes 31,454 n/a n/a Keaahala Road to Kahuhipa Street Yes 30,681 n/a n/a Kahuhipa Street to Haiku Road Yes 26,761 33,265 +24% Haiku Road to Hui Iwa Street (East) No 27,220 29,844 +10% Hui Iwa Street (East) to Hui Iwa Street (West) No 23,878 N/A N/A Hui Iwa Street (West) to Ahuimanu Place No 22,263 22,564 +1% Ahuimanu Place to Ahuimanu Road No 17,995 16,824 -7% Ahuimanu Road to Kamehameha Highway No 18,243 n/a n/a Source: Kahekili Highway Traffic Impact Analysis Assessment (SSFM, 2011b)

This comparison shows that traffic volumes along the study corridor, from Haiku Road to Ahuimanu Road, are within ±10 percent of the projections while actual HDOT volumes from 2008 are significantly higher than what was previously predicted closer to the intersection with Likelike Highway, where the highway was widened subsequent to the 1990 Final EIS.

Table 9: Percent Change in Peak Hour Traffic Predicted in 1990 Final EIS Compared to 2011 Traffic Counts North of Haiku Road summarizes how previous forecasts for traffic in the “No Build” scenario compared to actual counts during the peak hours of traffic in the segment of highway that was not widened after the 1990 Final EIS. The differences in directional peak hour volumes for AM conditions show large changes in actual travel patterns from what was projected.



Table 9: Percent Change in Peak Hour Traffic Predicted in 1990 Final EIS Compared to 2011 Traffic Counts North of Haiku Road

Kahekili Highway Roadway Segment from Haiku Road Northwards

Percent Increase/Decrease from 1990 Final EIS No-Build Traffic Projections (2008) to 2011

Traffic Counts

AM Peak PM Peak South-bound

North-bound

South-bound

North-bound

Haiku Road to Hui Iwa St. (East) -33% +57% +2% -14% Hui Iwa St. (East) to Hui Iwa St. (West) -44% +40% -1% -15% Hui Iwa St. (West) to Ahuimanu Place -65% +29% -10% -13% Ahuimanu Place to Ahuimanu Road -69% +87% -10% -10% Ahuimanu Road to Ahaolelo Road -62% +55% -17% +4% Ahaolelo Road to Kamehameha Hwy. n/a n/a n/a n/a Source: Kahekili Highway Traffic Impact Analysis Assessment (SSFM, 2011b)

North of Haiku Road, the AM peak hour had significantly lower volumes in the peak direction than was previously forecasted in the 1990 Final EIS but significantly greater volumes in the opposing direction. In the PM peak hour, volumes were generally less than previously projected. The actual traffic volumes used to derive this table are outlined in the Traffic Study.

In comparing signalized intersections’ LOS between what the 1990 Final EIS forecasted and the current traffic study, the 1990 Final EIS projections for AM and PM peak hours were generally consistent with current modeling except at the intersection with Haiku Road which worsened from a projected LOS B to an actual LOS D in AM and PM conditions. Refer to Table 10: Comparison of LOS at Signals in 1990 Final EIS Compared to Current Modeling.

Table 10: Comparison of LOS at Signals in 1990 Final EIS Compared to Current Modeling

Signalized Intersections

AM Level of Service PM Level of Service

1990 Final EIS

Projection

Traffic Study

1990 Final EIS

Projection

Traffic Study

2008 2011 2008 2011 Kahekili Highway and Haiku Road B D B D Kahekili Highway and Hui Iwa Street (East) * C C C B Kahekili Highway and Hui Iwa Street (West) D C C C Kahekili Highway and Ahuimanu Place * B B B B Kahekili Highway and Ahuimanu Road * B B B B *Intersections with Hui Iwa Street (East) and Ahuimanu Place were signalized in 1991 and with Ahuimanu Road in 1992, after the writing of the 1990 Final EIS.

Source: Kahekili Highway Traffic Impact Analysis Assessment (SSFM, 2011b)



As noted earlier, the 1990 Final EIS did not assess intersection Levels of Service at future unsignalized intersections along Kahekili Highway (Ahaolelo Road and Kamehameha Highway). The Traffic Study has indicated that traffic approaching these intersections on the lower-volume cross-streets (which are controlled by stop signs) currently operate at LOS E or F.

The 1990 Final EIS contained an analysis with a design year of 2008. The Possible Further Actions assume a design year of 2035. Future 2035 traffic volumes for no action conditions along the study corridor were greater than 2008 No Action projections made in the 1990 Final EIS. For future 2035 widening conditions, traffic volumes are significantly greater than projections. Table 11: ADT in 1990 Final EIS for Widening Kahekili Highway (2008) Versus Current 2035 Projections shows the magnitude of this difference between the 1990 Final EIS’ predictions for 2008 and the Oahu Regional Transportation Plan (ORTP) model for 2035.

This suggests that the 2008 analysis projected in the 1990 Final EIS cannot be used to accurately reflect future 2035 conditions, which would be expected if considering volumes 27 years in the future.

Table 11: ADT in 1990 Final EIS for Widening Kahekili Highway (2008) Versus Current 2035 Projections

Kahekili Highway Roadway Segment

Widened After 1990 Final EIS?

Average Daily Traffic (ADT) Percent

Diff-erence

1990 Final EIS (Widening) Projections

ORTP Model (Widening) Projections

2008 2035 Likelike Highway to Kulukeoe Street Yes 31,808 N/A N/A Kulukeoe Street to Keaahala Road Yes 31,454 N/A N/A Keaahala Road to Kahuhipa Street Yes 30,681 50,727 +65% Kahuhipa Street to Haiku Road Yes 26,761 40,501 +51% Haiku Road to Hui Iwa Street (East) No 27,220 40,276 +48% Hui Iwa St. (East) to Hui Iwa St. (West) No 23,878 36,251 +52% Hui Iwa St. (West) to Ahuimanu Place No 22,263 31,801 +43% Ahuimanu Place to Ahuimanu Road No 17,995 26,641 +48% Ahuimanu Road to Kamehameha Hwy. No 18,243 26,430 +45% Source: Kahekili Highway Traffic Impact Analysis Assessment (SSFM, 2011b)

4.3.1.3 Conclusions About 1990 Final EIS Traffic Analyses The traffic analysis performed in the 1990 Final EIS is not considered to be adequate to reflect current conditions or future impacts for a number of reasons:

• There are substantial differences in current (2008 or 2009) daily traffic counts compared to the projected 2008 traffic in the 1990 Final EIS along Kahekili Highway and also within the Likelike Highway intersection. Similarly, there are substantial differences between recent peak hour traffic counts (2011) and what was projected for 2008 in the 1990 Final EIS.



• Level of Service at signalized intersections is generally similar between the 1990 Final EIS projections and the current traffic study, except at Haiku Road where the intersection operates at a LOS D overall (compared to LOS B predicted in the 1990 Final EIS, which included improvements for the entire corridor).

• Level of Service at the Likelike Highway Intersection is substantially different from the “at-grade” intersection modeled in the 1990 Final EIS; the AM Peak operates at a poorer LOS than formerly predicted, and the PM Peak operates at a better LOS than was predicted.

• Traffic volumes along Kahekili Highway and within the Likelike Highway interchange projected for the design year of 2008 in the 1990 Final EIS cannot be used to accurately reflect future 2035 conditions, as 2035 volumes are much higher, which would be expected for a 27-year difference.

• The 1990 Final EIS did not consider weekend traffic volumes and operations.

• The 1990 Final EIS did not consider LOS for “mid-block” segments of Kahekili Highway (between major intersections).

• The 1990 Final EIS did not investigate the LOS at intersections that were intended to remain unsignalized (Kahekili Highway at Ahaolelo Road and at Kamehameha Highway), and some traffic movements at these locations were recently modeled as having a poor current LOS during peak hour traffic.

• The 1990 Final EIS analyzed a different configuration of an at-grade intersection at Likelike Highway than what was ultimately built.

For all these reasons, the traffic analyses performed in the Final EIS from 1990 are not considered to be valid to reflect current conditions and the impacts of the Possible Further Actions. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), the traffic analyses cited above would be incorporated into that document.

4.3.2 Traffic Safety Chapter 3, Section B.8 (page 58) of the 1990 Final EIS describes existing safety concerns in the corridor. Chapter 4, Section C.1 (page 111) briefly describes traffic efficiency and safety associated with the project. The Kahekili Highway Traffic Impact Analysis Assessment (“Traffic Study”) provides a detailed discussion of accidents, which is summarized here.

The 1990 Final EIS observed that Kahekili Highway experienced a higher than average rate of traffic accidents (for a suburban two-lane expressway) in the area between Likelike Highway and Haiku Road and in the area along Kahekili Highway between Ahuimanu Road and Kamehameha Highway. The EIS also suggested that installation of a median could reduce the incidence of head-on collisions. Full grade-separation at the proposed Likelike Highway interchange would have the greatest benefit for reducing accidents according to the Purpose and Need of the 1990 Final EIS.



Safety concerns were addressed in the 1980s through the addition of turn lanes in portions of the corridor. In the 1990s, improvements implemented subsequent to the 1990 Final EIS included widening of Kahekili Highway south of Haiku Road, improvements to the Kahekili Highway/Likelike Highway intersection, and additions of signals to Intersections with Hui Iwa Street (East), Ahuimanu Place, and Ahuimanu Road.

Table 12: Accident Rates Comparison provides a comparison of the accident rates between 1997-2009 to those reported in the 1990 Final EIS from 1977-1981 and 1982-1985. Accident rates at an intersection are calculated for “accidents per million vehicles” and along a road segment are calculated for “accidents per million vehicle miles of travel.”

Table 12: Accident Rates Comparison

Road Segment Accident rates

1990 Final EIS HDOT data 1977-1981 1982-1985 1997-2009

Likelike Hwy/Kahekili Intersection N/A N/A 0.16* Likelike Hwy to Haiku Rd** 3.25 3.81 1.69 Haiku Rd through Ahuimanu Rd

MP 40 (Haiku Rd) to MP 39*** 1.29 0.88 0.63 MP 39 to MP 38 (Hui Iwa St)*** 3.14 2.27

MP 38 to MP 37 (Ahuimanu Rd)*** 2.16 1.69 Ahuimanu Rd through Kamehameha Hwy 4.70 3.44 1.36

*At the intersection, rate is accidents per million vehicles. All other rates are accidents per million vehicle miles of travel *Includes accidents at Likelike Highway intersection **Mile posts as noted in the 1990 Final EIS do not correspond with current mile post designations Source: Kahekili Highway Traffic Impact Analysis Assessment (SSFM, 2011b)

It is not possible to draw a direct conclusion about the changes in accident rates from past decades to the present day, because in 1990 the Honolulu Police Department increased the property damage threshold of accidents from $300 to $1,000. In 1995 the threshold increased again to $3,000, which remains the current threshold. What this means is that lower-level incidents that created between $300 and $1,000 in property damage from 1990 onward were no longer counted, though they would have been counted prior to 1990. Similarly, any incident with $1,000 to $3,000 in damage would not have been counted after 1995, though such incidents would have been counted as accidents in earlier years.

The breakdown of accident type of those accidents reported between 1997 and 2009 is shown in Table 13: Types of Accidents along Kahekili Highway Corridor 1997-2009. The number of injuries and fatalities recorded per year is noted in Table 14: Yearly Injuries and Fatalities along Kahekili Highway Corridor. These tables show a decrease in number of accidents and in severity (as measured per the number of injuries noted). Of the five reported fatalities, two



Table 13: Types of Accidents along Kahekili Highway Corridor 1997-2009

Type of Accident

Inte

rcha

nge

at

Like

like

Hwy

Like

like

Hwy

thro

ugh

Haik

u Rd

Haik

u Rd

thro

ugh

Ahui

man

u Rd

Betw

een

Ahui

man

u Rd

&

Kam

eham

eha

Hwy Entire Corridor

Tota

l Acc

iden

t

Perc

ent S

hare

Inju

ries

Fata

litie

s

Rear-End Collision 17 143 103 25 288 49% 295 2 Collision with Stationary Object 6 54 28 12 100 17% 108 0 Sideswipe Collision with Vehicle 1 35 31 12 79 14% 46 1 Broadside Collision with Vehicle 17 22 16 9 64 11% 63 1 Head-On Collision 1 5 10 2 18 3% 27 0 Non-Collision 1 4 8 3 16 3% 25 1 Collision with Bike 0 3 5 3 11 2% 13 0 Collision with Person 0 3 4 2 9 2% 10 0 Total 43 269 205 68 585 100% 587 5

Source: Kahekili Highway Traffic Impact Analysis Assessment (SSFM, 2011b), using data from HDOT Traffic Branch from HPD Records

Table 14: Yearly Injuries and Fatalities along Kahekili Highway Corridor

Year

Interchange at Likelike

Hwy

Between Likelike Hwy &

Haiku Rd

Between Haiku Rd &

Ahuimanu Rd

Between Ahuimanu Rd & Kamehameha

Hwy

Total Corridor

Injury Fatal Injury Fatal Injury Fatal Injury Fatal Injury Fatal 1997 0 0 35 0 27 0 3 1 65 1 1998 2 0 43 0 23 0 3 0 71 0 1999 2 0 35 0 22 0 1 0 60 0 2000 2 0 28 0 29 0 4 0 63 0 2001 12 0 12 0 26 0 4 0 54 0 2002 5 1 17 0 21 1 5 0 48 2 2003 5 0 17 0 9 0 6 0 37 0 2004 10 0 17 1 14 0 4 0 45 1 2005 4 0 12 0 12 0 4 0 32 0 2006 1 0 9 0 8 0 13 1 31 1 2007 2 0 12 0 10 0 1 0 25 0 2008 5 0 10 0 10 0 1 0 26 0 2009 0 0 12 0 11 0 7 0 30 0

1997-2009 50 1 259 1 222 1 56 2 587 5 Avg/Year 4 0 20 0 17 0 4 0 45 0

Source: Kahekili Highway Traffic Impact Analysis Assessment (SSFM, 2011b), using data from HDOT Traffic Branch from HPD Records



were due to rear-end collisions, one was a broadside collision with a vehicle, one was a non-collision accident, and the last was a sideswipe collision with a vehicle.

We cannot definitively know if accident rates are lower now than since the issuance of the 1990 Final EIS because of changes in the way accidents were reported since 1990. However, the overall conclusions of the 1990 Final EIS is still considered valid since it mainly focuses on the anticipated benefits of the improvements. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), the analyses of safety cited above would be incorporated into that document.

4.3.3 Heavy Vehicles Chapter 3, Section B.4 (page 51) of the 1990 Final EIS describes truck use in the corridor (along with buses and bicycles). Data dating to 1982 in the 1990 Final EIS stated that approximately four percent of the average daily vehicular traffic between Likelike Highway and Ahuimanu Road were trucks, half of which were heavy duty-rigs of three axles or more. That percentage climbed to 5.5 percent between Ahuimanu Road and Kamehameha Highway. The 1990 Final EIS estimated these percentages to be the truck percentages in 2008 as well.

The Kahekili Highway Traffic Impact Analysis Assessment (“Traffic Study”) indicated recent counts showed an average heavy vehicle percent of three percent in the AM peak hour and two percent in the PM peak. For side roads, heavy vehicles averaged two percent during AM and PM peak periods. Therefore, truck percentages estimated in the 1990 Final EIS for 2008 were higher than recent counts. The lower actual percentage of heavy vehicles, as compared to the projected values, would result in less actual impact on the corridor due to the slower movements and larger delay caused by these vehicles.

The 1990 Final EIS does not give any specific mention about tour buses. In the Traffic Study performed for the Possible Further Actions, the weekend heavy vehicle counts included an average of 12 tour buses per hour over a 24-hour period. The Polynesian Cultural Center in Lā‘ie is the primary generator of tour bus traffic in the Kahekili Highway corridor.

The 1990 Final EIS did not consider variances in heavy vehicle traffic on the weekends. Tour buses use this route daily to get to the Polynesian Cultural Center, and have been considered in the Traffic Study. Twenty-four-hour traffic counts along Kahekili Highway showed an average heavy vehicle percent of five percent on Saturday and four percent on Sunday. However, manual turning movement traffic counts showed approximately 1.5 percent heavy vehicles travelling along Kahekili Highway during the weekend peak period, which is lower than during the weekday peaks cited earlier.

The overall conclusions of the 1990 Final EIS are still considered a “worst case” compared to the present day and are considered valid. Impacts of heavier vehicles on the weekends would be less pronounced, given that weekend peak traffic was less-influenced by heavy vehicles. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), the analyses of truck percentages cited above would be incorporated into that document.



4.3.4 Transit Transit improvements were suggested in the 1990 Final EIS as part of the TSM Alternative (page 11), which ultimately was not suggested as the Preferred Alternative as the 1990 Final EIS concluded that increased bus service during the peak hours would not significantly reduce the predicted volume for passenger vehicles, and congestion in the Kahekili Highway corridor would compromise transit’s effectiveness.

Chapter 3, Section B.4 (page 51) of the 1990 Final EIS describes buses in the corridor (along with trucks and bicycles). It describes the municipal bus route (No. 55) providing local service along Kahekili Highway, along with several express routes (85, 85A, and 88).

There have been substantial changes to the local transit service since the 1990 Final EIS. Current bus routes serving the Kaneohe area are shown in Figure 18: Current Bus Service in Kaneohe.

As the map shows, the 55 route no longer runs along Kahekili Highway but rather uses the parallel Kamehameha Highway through the center of Kaneohe Town.

The 56 route (which was not mentioned in the 1990 Final EIS) currently uses a short segment of Kahekili Highway between Keaahala Road and Kahuhipa Street to service Kaneohe and Honolulu, and runs round-trip about 25 times daily.

The 65 Route was modified in June, 2012 and no longer serves the Heeia area, nor does it serve Ala Moana Center. It now serves downtown Honolulu (Bishop and King Streets), follows the Pali Highway, and uses Kamehameha Highway through Kaneohe up to Haiku Road. The revised 65 Route now follows Haiku Road to Kahekili Highway and then uses Kahekili Highway up towards the Ahuimanu area. This route has 24 eastbound (towards Ahuimanu) runs on weekdays and 24 westbound (towards Honolulu) runs on weekdays. Six of the 24 westbound trips originate up at Ahuimanu Road and follow a local circulation pattern in the Ahuimanu area following Hui Ulili Street, Hui Iwa Street West, and Hui Iwa Street East before returning towards Honolulu. The other 18 westbound trips circulate only along Hui Iwa Street before returning to Honolulu.

The 88 “Kahaluu-Ahuimanu Express” runs twice each the morning towards downtown Honolulu and has three runs back in the afternoon. In the 1990 Final EIS, it was cited as only having two afternoon runs.

The 88A “North Shore Express” runs twice daily in the early morning towards Honolulu and twice daily in the evening, compared to one run each way daily cited in the 1990 Final EIS.

The PH4 (formerly 96A) “Kaneohe-Kahaluu-Pearl Harbor Express” runs once daily in the early morning to Pearl Harbor and once back in the afternoon. This route was not mentioned in the 1990 Final EIS.

Hawaii Department of Transportation Chapter 6 Kahekili Highway Improvements Project 83F-01-09 Public Consultation and Coordination Process


Figure 18: Current Bus Service in Kaneohe

Source: Modified from map from thebus.org to reflect recent changes to 65 Route, June 2012



Clearly, the transit service provided in the study area is substantially different than it was in 1990 when the 1990 Final EIS was issued. It is also possible that there could be additional route changes that would be made if Kahekili Highway was improved under the Possible Further Actions. For all these reasons, the discussions of transit in the Final EIS from 1990 are not considered to be valid to reflect current conditions and the impacts of the Possible Further Actions. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), a review of current transit service would be incorporated into that document.

4.3.5 Bicycles and Pedestrians Chapter 3, Section B.4 (page 51) of the 1990 Final EIS describes bicycle and pedestrian use in the corridor (along with trucks and buses). Impacts of the project on bicycles and pedestrians are discussed in Chapter 4, Section C.5 (page 121).

At the time the EIS was written, there was only one 3,000 foot stretch of the highway, between Keaahala and Haiku Roads, where formal bike lanes were provided. The rest of Kahekili Highway generally had unpaved shoulders not suitable for bicycle travel. The State of Hawaii master plan for bikeways designated a bike lane along the entire length of the highway.

At the time the 1990 Final EIS was written, there were no sidewalks along either side of Kahekili Highway, but pedestrian crossings were provided at signalized intersections.

Conditions for bicyclists and pedestrians have improved somewhat since the time of the 1990 Final EIS, specifically in the segment of roadway south of Haiku Road.

• South of Kulukeoe Street, paved shoulders (approximately eight feet in width) but no sidewalks or formally designated bike lanes are offered. The shoulders could accommodate bicyclists or pedestrians but are not specifically designated for that use.

• Between Kulukeoe Street and Haiku Road, there are no paved shoulders on the outside of the roadway, but rather a four-foot curbed sidewalk and a four-foot striped area that is marked as a bike lane (but also presumably could partially accommodate a disabled vehicle since the bike insignias are limited to near intersections). There is no buffer area between the four-foot area for bicycles and the right travel lane. Crosswalks are provided at major intersections, and pedestrians are prevented from crossing mid-block by barriers in the medians. Most of the sidewalks in this segment are bounded by sheer vertical retaining/noise walls.

• Most of Kahekili Highway north of Haiku Road has pedestrian and bicycle accommodations limited to partially-paved rural shoulders of varying width, but these generally are not specifically intended to serve bicycles or pedestrians. Shoulders are not continuous or consistent in width or design. The one exception is in Ahuimanu in the vicinity of Koolau Center, between Hui Iwa Street (East) and Hui Iwa Street (West), where some sidewalks are offered. Crosswalks are offered at major intersections.



Since the time of the issuance of the 1990 Final EIS, there has been much greater emphasis on Complete Streets – improving highways to accommodate alternative modes of transportation. HDOT has just finalized its Statewide Pedestrian Master Plan (HDOT, May 2013) and new bicycle plans have been issued as well (HDOT, 2003 and City and County of Honolulu, 2009). The discussions of accommodations for pedestrians and bicycles in the Final EIS from 1990 are therefore not considered to be valid to reflect current community expectations and the impacts of the Possible Further Actions. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), then a review of pedestrian and bicycle needs would be incorporated into that document.

4.4 Construction Phase Impacts Identified in 1990 Final EIS Chapter 4, Section B.12 (starting on page 102) of the 1990 Final EIS investigates impacts that are temporary in nature and specific to construction of improvements to Kahekili Highway. The subsections below outline specific construction-phase impacts anticipated by the project. They also note that other discussions have been provided elsewhere on longer-term impacts.

4.4.1 Construction Impacts on Air Quality Chapter 4, Section B.12.a. (page 108) of the 1990 Final EIS discusses the impacts of construction on air quality. This discussion is separate from the analysis of post-construction air quality that is described separately in Section 4.1.2: Climate and Air Quality. The discussion notes that there could be fugitive dust (called “suspended dust” in the 1990 Final EIS) generated by the project and recommends dust control by sprinkling water over exposed construction areas during dry periods. This was the primary mitigative measure recommended at the time of the 1990 Final EIS. The EIS did not discuss impacts of emissions from construction equipment or from traffic delays in construction zones.

Current Best Management Practices (BMPs) are to develop and implement a dust control plan to minimize fugitive dust as part of Special Contract Requirements, to be approved by the State Department of Health. The plan would include some or all of the following measures:

• Watering of active work areas • Screening piles of materials from wind if appropriate • Cleaning nearby paved roads affected by construction • Covering open trucks carrying construction materials • Limiting areas to be disturbed at any given time • Mulching or chemically stabilizing inactive areas that have been disturbed • Paving and landscaping areas as soon as practical in the construction schedule

Heavy construction equipment produces emissions. Contractors are required to maintain equipment with required emissions controls.



Traffic delays could result from construction activity, and these delays could produce emissions from idling vehicles. Efforts would be made to control what activities happen during traffic peak hours to minimize disruption to traffic.

The discussion of construction air impacts in the Final EIS from 1990 was brief and did not reflect current BMPs. Therefore it is not considered to be valid to reflect current conditions and the impacts of the Possible Further Actions. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), then a review of construction air impacts would be incorporated into that document.

4.4.2 Construction Impacts on Noise Chapter 4, Section B.12.b. (page 108) of the 1990 Final EIS discusses the impacts of construction noise on surrounding properties and cites Title 11 of Hawaii Administrative Rules as governing such impacts. It also tries to roughly calculate anticipated noise levels from construction, (citing a noise level of 79 dBA at 50 feet) and notes that almost all affected residences are at least 50 feet from the construction area. This discussion is separate from the analysis of post-construction noise that is described separately in Section 4.1.7: Noise.

As briefly alluded to the 1990 Final EIS, Special Contract Requirements require contractors to obtain a community noise permit and/or variance from the State Department of Health in conformance with Chapter 11-46 of Hawaii Administrative Rules (Community Noise Control). As part of the permitting process, the Department of Health would review the construction activities, and impose conditions and mitigative measures. These could include restrictions on the types of equipment used, maintenance requirements, hours of construction, and portable noise barriers.

While the mitigation of construction noise was not described at length in the 1990 Final EIS (other than citing Title 11 of the Hawaii Administration Rules), the basic discussion is valid to reflect current conditions and the impacts of the Possible Further Actions. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), then a review of construction noise would be incorporated into that document.

4.4.3 Construction Impacts on Water Quality Chapter 4, Section B.12.c. (page 108) of the 1990 Final EIS discusses the impacts of construction on water quality. This discussion is separate from the analysis of post-construction water quality that is described separately in Section 4.1.10: Water Quality. The discussion cites guidance, permits, and approvals that were current to the time, including Grading, Erosion, and Sediment Control (Revised Ordinances of Honolulu, 1978), Soil Conservation Service (now Natural Resources Conservation Service) guidance, Hawaii Department of Health Water Quality Rules (Chapter 54, Title 11 Hawaii Administrative Rules), and Section 319 of the Clean Water Act. It talks about general measures for trapping sediment and silt and erosion control, and controlling pollution from construction activities from impacting waterways.



While the 1990 Final EIS discussion did cover the issue in general terms, there are a number of Best Management Practices (BMPs) that are currently used on construction projects that were not described. In addition, the 1990 Final EIS did not mention National Pollution Discharge Elimination System (NPDES) permitting (under Section 402 of the Clean Water Act) required minimizing sedimentation. In addition, a number of the current references have been updated; for example, the City and County of Honolulu BMP Manual for construction sites was updated in 1999, and NPDES requirements by the City and County of Honolulu were last updated as recently as 2006.

Special Contract Requirements typically call for temporary and permanent Best Management Practices (BMPs) in a stormwater pollution prevention plan to mitigate any impacts to water quality from construction activities. BMPs will include such measures as:

• Timing construction activities such as grading or culvert installation to periods of lesser rainfall

• Limiting area of disturbance at any given time to reduce potential erosion • Constructing temporary drainage features to divert runoff from areas susceptible to

erosion • Utilizing protective materials such as mulch or geotextiles to minimize erosion and

revegetating areas as soon as possible to minimize the amount of time soils are exposed • Using sedimentation basins and silt fencing to collect sediment before it runs off to

drainage structures or streams. The discussion of construction water quality impacts in the 1990 Final EIS from 1990 was brief and did not reflect current BMPs. Therefore it is not considered to be valid to reflect current conditions and the impacts of the Possible Further Actions. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), then a review of construction water impacts would be incorporated into that document.

4.4.4 Construction Impacts on Socioeconomic Issues Chapter 4, Section B.12.d. (page 109) of the 1990 Final EIS discusses the impacts of construction on the local community. This discussion is separate from the analysis of longer-term effects of the project that is described separately in Section 4.2: Social Environment.

The discussion in the 1990 Final EIS focuses on two primary issues: inconvenience to the community for motorists who use Kahekili Highway, and the socioeconomic benefits that will accrue from construction – sales and employment benefits (household income and job creation).

The general discussion of traffic impacts to the community during construction is still relevant to current practices, and notes that a traffic plan is prepared to minimize impacts on traffic flow during construction by maintaining current numbers of lanes during peak hours of travel. Detour information is provided in advance of construction, and community outreach is suggested. These measures are still performed today, (along with other more recent



innovations such as e-mail alerts, other internet-based measures for disseminating information, news broadcasts, etc.) but the general discussion is still valid.

The discussion of economic impacts was based on current cost estimates, which clearly are much higher today than in 1990. While the general conclusions of the economic benefits are likely valid, the quantitative estimates are based on much older cost estimates. It is also likely that the state of the art for calculating such benefits has probably been refined since 1990, and for those reasons the economic benefit from sales, income, and jobs creation may not be accurate. Therefore it is not considered to be valid to reflect current conditions and the impacts of the Possible Further Actions. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), then a review of socioeconomic impacts would be incorporated into that document.

4.4.5 Construction Impacts on Hazardous Materials Chapter 4, Section B.12.e. (page 111) of the 1990 Final EIS discusses the impacts of construction on encountering potential unknown hazardous materials. This discussion is separate from the analysis of hazardous materials that is described separately in Section 4.1.11: Hazardous Waste Disposal Sites. The discussion noted that there were no known hazardous waste sites in the project area, but if hazardous materials were encountered during construction, the state Department of Health would be contacted immediately to determine the course of action.

The Hawai‘i State Department of Health, Office of Hazard Evaluation and Emergency Response (HEER) maintains databases that document releases (last updated March, 2010) and “sites of interest” (last updated December, 2009), accessed at:

http://hawaii.gov/health/environmental/hazard/publicrecorddetails.html

A current search indicated a large number of records in Kaneohe, many dating subsequent to the 1990 Final EIS. A small sample (not complete) of sites potentially within about a thousand feet of the Kahekili Highway study area includes:

• A release involving a 55 gallon drum of oil/waste at the Koolau Center shopping center dating from 2007

• A 1992 gasoline spill in Kamooau Stream (close to the Likelike Highway/Kahekili Highway intersection).

• An 800-gallon sewage spill in 1992 in Ahuimanu Stream (location not disclosed in database)

• A 2-gallon mineral oil spill in 1995 on Ipu Lepo Way in Ahuimanu, about 1,000 feet from Kahekili Highway.

• Other incidents near the segment of Kahekili Highway that was widened after the 1990 Final EIS, including at Windward Community College and the Hawaii State Hospital.

No nearby sites were identified in the Superfund (CERCLIS) database available at: http://www.epa.gov/enviro/html/cerclis/cerclis_query.html.

http://hawaii.gov/health/environmental/hazard/publicrecorddetails.html

http://www.epa.gov/enviro/html/cerclis/cerclis_query.html



It should be noted that overall, land uses within the corridor have a low potential for existing or past generation of hazardous waste, and land use patterns have not changed substantially in the built-up portion of the corridor to introduce properties with a higher likelihood of having potential for contamination. Nonetheless, as shown by the limited sample above, there could be a number of sites in the area of some concern dating from after 1990, particularly in the more developed portions of the corridor.

Therefore, the discussions of hazardous materials sites that could be encountered during construction in the Final EIS from 1990 are not considered valid to reflect current potential for contamination under the Possible Further Actions. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), then a review of hazardous materials concerns would be incorporated into that document.

4.5 Right-of-Way, Relocations, and Economic Impacts The effects of relocations and consequent impacts on public tax revenues are discussed in Chapter 4, Section C.3 (page 113). The effects of the project on land use and development is discussed in Chapter 4, Section C.4 (page 120). A more detailed Conceptual Stage Relocation Plan was provided in Appendix D.

The 1990 Final EIS noted that relocation of tenant households could be a problem given the limited availability of replacement rental properties in Windward Oahu.

For a project of this nature, the 1990 Final EIS identified comparatively minor right-of-way impacts, largely because the original right-of-way purchased for the corridor was about 120 feet wide when Kahekili Highway was initially built in the 1960s. Subsequent expansions were predicted and accounted for at that time.

The 1990 Final EIS identified no displacements of residents or farms associated with the widening of Kahekili Highway itself; 22 properties were anticipated to have partial property takings for slope easements. In the interchange area, three households were anticipated to be displaced under Scheme A-4, the Preferred Alternative, and all or part of 10 parcels would have been affected. Up to six households were anticipated to be displaced under other schemes. The 1990 Final EIS noted that there would be minor impacts on tax revenues acquisition of residences from the interchange schemes, ranging between about $3,000 to $16,149 annually. These figures would likely be much higher today given increased real property tax rates to account for inflation over time.

All of the households anticipated to be relocated for the interchange construction in the 1990 Final EIS have since been relocated.

Current designs for some areas of the corridor north of Haiku Road show substantial grading or retaining walls encroaching into some private land, and these encroachments were not anticipated in the 1990 Final EIS. While this encroachment is not anticipated to require any relocation of residents, it still may result in the need for some land acquisition that was not documented in the 1990 Final EIS.



The relocations and tax revenue discussions in the 1990 Final EIS were dated to earlier tax rates, but are otherwise considered to be valid to reflect current conditions and the impacts of the Possible Further Actions. However, the estimates of right-of-way acreage impacted in the 1990 Final EIS were not accurate to reflect current designs, and therefore are not considered valid. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), then a review potential of changes in impacts would be incorporated into that document.

4.6 Land Use Chapter 3, Section C.1 (page 58) of the 1990 Final EIS discusses land use in the area. The effects of the project on land use and development is discussed in Chapter 4, Section C.4 (page 120). The 1990 Final EIS noted that the development along Kahekili Highway was generally residential with some public facilities interspersed. Commercial development in the corridor was limited to the Koolau Center shopping center in Ahuimanu (called the “Temple Valley Shopping Center” at that time); other major commercial facilities were found within two miles of the highway. Other areas were generally undeveloped, with some agricultural operations around the Heeia Wetlands and mauka of Kahekili Highway between Ahuimanu and Kahaluu. The discussion also noted the “bedroom community” quality of the region, which lacked a large employment center and had residents commuting to work in Honolulu and other areas on Oahu. The property tax base of the area was identified as primarily residential.

The discussion on Land Use and Development impacts in the 1990 Final EIS noted the potential for increased pressure for rural areas in the study area to urbanize if Kahekili Highway was improved, and also that there were prime and unique agricultural lands that could be potentially impacted. The rate of urbanization would also be affected by provision of other infrastructure besides highways, specifically water and sewer systems and public utilities. Because the roadway was not a new interregional facility but rather an improvement to an existing road, the 1990 Final EIS stated that it was not foreseen that improvements to Kahekili Highway would stimulate urban growth to a significant degree.

The conclusions of land use impact largely remain true today, as the general development pattern of the area did not change appreciably in the intervening years since 1990. Growth has been largely stagnant in the region, and there have been no new major developments or changes in the composition of the land use described at the time of the 1990 Final EIS. There are no properties with direct driveway access from Kahekili Highway that could be impacted by the project. Therefore the land use discussions in the 1990 Final EIS are considered to be valid to reflect current conditions and the impacts of the Possible Further Actions. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), then a review potential of changes in land use would be incorporated into that document.

4.7 Indirect (Including Growth Inducing) Impacts Indirect impacts (also called secondary impacts) are caused by a project and are later in time or farther removed in distance, but are still reasonably foreseeable. Indirect effects may include



growth inducing effects and other effects related to induced changes in the pattern of land use, population density or growth rate, and related effects on air and water and other natural systems, including ecosystems (40 CFR 1508.8).

The 1990 Final EIS did not include a distinct section on the secondary/indirect effects of the project. It did mention that widening Kahekili Highway would only induce urban growth if current land use plans are changed (page v) and also in the Coastal Zone impacts section (page 94), but noted this was a concern of the community back in 1983 (page vii), including the potential for inducing growth by improving the transportation system. Chapter 4, Section C.4, which discusses land use and development (page 120) established that as Kahekili Highway serves intra-regional transportation, it would not likely induce development growth by itself.

In contrast, at recent community meetings for the Possible Further Actions, some members of the community expressed concerns about the potential for improvements to Kahekili Highway inducing growth and development on the Windward Coast as far as Lā‘ie, and that there is a need to “Keep the Country, Country.”

During Stakeholder Interviews conducted during the preliminary issue identification portion of this project, several area legislators discussed proposed developments that are part of the Envision Lā‘ie process in relationship to the development of Kahekili Highway. Envision Lā‘ie proposes a number of developments in Lā‘ie Town, approximately 25 miles north of Kaneohe, to be funded and constructed by Hawaii Reserves Inc., the development arm of the Church of Jesus Christ of Latter-day Saints. Hawaii Reserves Inc. owns most of the property in and around Lā‘ie town, including the Polynesian Cultural Center and Brigham Young University-Hawaii. The Envision Lā‘ie proposals include housing, village centers, the expansion of Polynesian Cultural Center, and the reconstruction of the old Lā‘ie Inn into a 220-room hotel. At the time of this writing, Hawai‘i Reserves Inc. did not have all of the zoning and permit approvals needed to move forward.

The community has expressed concerns to area legislators about Envision Lā‘ie, including flooding, traffic, sewage, wildlife, beach access, and infrastructure in general. Therefore, indirect effects of the Kahekili Highway improvements on growth would be reviewed further if additional environmental assessment is performed.

Other secondary effects of a project like the Kahekili Highway improvements would be impacts on water quality downstream of the project, air quality effects, natural habitat fragmentation, etc. While there are few additional secondary effects likely as a result of the Possible Further Actions, the 1990 Final EIS did not cover indirect effects, which are something that would normally be covered in an EIS published today. Therefore, the 1990 EIS is not considered to be valid to address secondary/indirect impacts of the Possible Further Actions. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), then a review of indirect impacts would be incorporated into that document.



4.8 Cumulative Impacts Cumulative impacts are effects on the environment that result from the incremental impact of an action when added to other past, present, and “reasonably foreseeable” future actions, regardless of what entity undertakes such actions. Cumulative impacts can result from individually minor but collectively significant actions taking place over a period of time (40 CFR 1508.7).

In general, a particular action or group of actions would be considered to create cumulative impacts with the Possible Further Actions if they occur in a common area, are similar in nature, and are long-term in their duration.

The 1990 Final EIS did not include a distinct section on the cumulative impacts of the project. The following are potential cumulative effects from the Possible Further Actions in conjunction with impacts of other actions in the region:

• Past Highway Construction: The original construction of the current Kahekili Highway took place in the 1960s and subsequent improvements were made in the 1990s after the issuance of the 1990 Final EIS. Suburban subdivisions near Kahekili Highway have added roads to the area. Work on the H-3 Freeway, Likelike Highway, and elsewhere in the area have also affected cumulatively divided open space and wildlife habitat, and has various impacts on ambient noise, air quality, adjoining properties, etc.

• Lining of Stream Channels and Drainage Modifications: Some stream channels have

been lined in concrete as erosion control and floodplain measures. Past and future construction in the Kahekili Corridor and in the surrounding area has contributed to the artificial state of some of the drainage that exists today.

• Residential and Commercial Development Proximate to Kahekili Highway and the

Surrounding Community: Human-created urban development surrounding Kahekili Highway has contributed to the current environment, which is not natural in some areas.

• Agricultural Activity: Some agricultural activity has contributed to the disturbed nature

of the area.

Together with any future construction that eventually would be performed in the region, some or all of the actions mentioned above would have cumulative effects on:

• Water Quality • Wetlands • Floodplains • Native Biota • Threatened/Endangered Species • Historic/Archaeological Resources



• Agricultural Resources

The 1990 Final EIS did not cover cumulative impacts, and this is something that would be covered in an EIS published today. Therefore, the 1990 EIS is not considered to be valid to address cumulative impacts of the Possible Further Actions. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), then a review of cumulative impacts would be incorporated into that document.

4.9 Section 4(f) Evaluation Section 4(f) of the Department of Transportation Act of 1966, 49 USC 303(c), requires that the Transportation Secretary may approve the “use of publicly-owned land of a park, recreation area, or wildlife and waterfowl refuge…or land of a historic site of national, State or local significance…only if:

1. There is no feasible and prudent alternative to the use of land; and,

2. The program or project includes all possible planning to minimize harm to the park, recreation area, wildlife and waterfowl refuge, or historic site resulting from use.” (49 USC 303(c)).

The 1990 Final EIS included a discussion of the impacts on the project on recreational facilities under the jurisdiction of Section 4(f) of the Department of Transportation Act of 1966 (“Section 4(f) properties”) in Chapter 4, Section C.7 (page 124) of the 1990 Final EIS. It determined that none of the recreational resources that would be protected by Section 4(f) would be directly or indirectly affected by the project. Therefore, there was no formal “Section 4(f) Evaluation” provided.

In the 1990 Final EIS, there were no identified archaeological resources in the vicinity of the Kahekili Highway widening north of Likelike Highway. Archaeological resources that were identified in the 1990 Final EIS within the Likelike Highway interchange area were mitigated as part of agreements under the H-3 Freeway project; none of them were preserved in place.

There are no new parks or recreation facilities in the vicinity of the Possible Further Actions that have been built subsequent to the 1990 Final EIS.

The 1990 Final EIS notes that an archaeological district comprised of 18 separate archaeological sites, the Luluku Discontiguous Archeological District, is found above Kahekili Highway in the H-3 Freeway corridor, and includes extensive agricultural terraces, burials, possible habitation features, walls, historic-period artifacts, and charcoal kilns. These sites are eligible for the National Register of Historic Places (NRHP) under Criteria A, C, and D. Refer to http://www.hlid.org/wp-content/uploads/2012/05/Cultural-Landscape-Inventory-Report-VOLUME-2.pdf

Only an “Archaeological Reconnaissance Survey” was performed for the 1990 EIS (Appendix E). No Archaeological Inventory Survey (AIS) is cited from 1990.



Archaeological reconnaissance for the Kahekili Highway EIS identified two archaeological sites associated with the Luluku Discontiguous Archaeological District within the area of the proposed Likelike Highway/Kahekili Highway interchange. These are a cemetery/historic period compound (site GS-88) and ‘ili (land subdivision of an ahupua‘a) boundary wall. Data recovery for these sites was undertaken to mitigate impacts on these properties as part of a Memorandum of Agreement for the H-3 Freeway construction.

The reconnaissance identified no properties along the Kahekili Highway corridor itself north of the interchange area.

An Archaeological Literature Review and Field Inspection (LRFI, not a formal AIS) was completed for this project in October 2012. Four sites were identified. Sites of interest were shown earlier in Figure 15: Cultural and Archaeological Sites Identified in CIA and LRFI Studies and described below. These features likely, or potentially, will be affected by the proposed project:

1. State Inventory of Historic Properties (SIHP) # 50-80-10-2897, a pre-contact native Hawaiian burial site located within the “KM Loop” (traffic loop from southbound Kahekili Highway to eastbound Likelike Highway).

2. McAllister Site #328 (SIHP # 50-80-10-0328), remnant heiau site that sustained historic damage and disturbance due to past agricultural development

3. SIHP # 50-80-10-2462, also within the “KM Loop” described above, numerous features related to historic as well as prehistoric land use and management

4. McAllister Site #319 (SIHP # 50-80-10-0319), Kahonua Fishpond (a.k.a. Kahaluu Fishpond)

SIHP # 50-80-10-2897 and the McAllister Sites #328 and #319 are designated under Criterion E for listing on Hawai‘i State Register under HAR §13-275-6, and has “an important value to the native Hawaiian people or to another ethnic group of the state due to associations with cultural practices once carried out, or still carried out, at the property or due to associations with traditional beliefs, events or oral accounts—these associations being important to the group’s history and cultural identity” [HAR §13-275-6 (b) (5)]. SIHP #50-80-10-2462 is designated under Criterion D because it has the potential to yield information about traditional culture history, prehistory, and how foreign influence affected cultural change in historic times [HAR §13-275-6 (b) (4)].

As noted in Section 4.2.2: Cultural, Historic, and Archaeological Resources, the 1990 FEIS is no longer considered valid for several reasons: 1) the passage of time since the EIS; 2) no Cultural Impact Assessment (CIA, required under Hawaii Act 50, 2000) was performed; and 3) no Archaeological Inventory Survey (AIS, required under Hawaii Revised Statutes Chapter 6E and Section 106 of the National Historic Preservation Act) was previously performed. Thus, the analyses of historic/archaeological resources and cultural resources do not reflect current conditions or the impacts of the Possible Further Actions as currently required. Additional archaeological and cultural studies have identified resources since 1990.



Therefore, the 1990 Final EIS is not considered to be valid to identify potential Section 4(f) historic resources associated with the Possible Further Actions. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), then a review of Section 4(f) resources would be incorporated into that document.

4.10 Unresolved Issues The 1990 Final EIS did not disclose any unresolved issues outside of the need to obtain permits and approvals as noted on page vii of the summary.

4.11 The Relationship Between Short-Term Use of Man’s Environment and the Maintenance and Enhancement of Long-Term Productivity

The 1990 Final EIS included a discussion of the relationship between short-term use of man’s environment and the maintenance and enhancement of long-term productivity in Chapter 4, Section E (page 127) of the 1990 Final EIS. This discussion seeks to justify the long-term benefits of the project against short-term adverse impacts from construction.

Short term impacts such as construction noise, sedimentation, fugitive dust and construction-phase traffic disruption were offset against improvements to long-term productivity from reduction in traffic congestion, reduction in head-on accidents, reduction in energy consumption, and implementation of the land use plans for the area. All of these issues would still be relevant for a new project under the Possible Further Actions.

The 1990 EIS is considered to be valid to address this subject under the Possible Further Actions. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), then a review of the relationship between short-term use of man’s environment and the maintenance and enhancement of long-term productivity would be incorporated into that document.

4.12 Unavoidable Impacts and Irreversible and Irretrievable Commitments of Resources

The 1990 Final EIS included a discussion of unavoidable impacts and irreversible and irretrievable commitments of resources in Chapter 4, Section F (page 128). Unavoidable impacts cited were impacts to agricultural lands (including prime and other important agricultural lands), increased traffic noise, unavoidable acquisition and relocation of residences, and expenditure of fuel, construction materials, and labor. All of these resources would still be expended for a new project under the Possible Further Actions.

The 1990 EIS is considered to be valid to address this subject under the Possible Further Actions. If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and



NEPA (23 CFR 771), then a review of unavoidable impacts and irreversible and irretrievable commitments of resources would be incorporated into that document.

4.13 Required Permits and Approvals Exhibit III-17 (page 77) of the 1990 Final EIS cited a list of permits and approvals needed for the project at that time. All of them are summarized in Table 15: Permits and Approvals Anticipated to be Needed for Possible Further Actions, however, two additional permits not listed in the 1990 Final EIS (National Pollution Discharge Elimination System Permit and Section 401 Water Quality Certification) from the Hawai‘i Department of Health are anticipated for the Possible Further Actions in the future.

Table 15: Permits and Approvals Anticipated to be Needed for Possible Further Actions

Permitting Agency Permit Listed in Final EIS?

U.S. Army Corps of Engineers Section 404 Clean Water Act Permit Yes Hawai‘i Department of Land and Natural Resources

Conservation District Use Permit Yes Stream Channel Alteration Permit Yes

Hawai‘i Coastal Zone Management Program (HCZMP)

Coastal Zone Management Program Consistency Review Yes

Hawai‘i Department of Health National Pollution Discharge Elimination System Permit No

Section 401 Water Quality Certification No

City and County of Honolulu City Council

Amendment to Public Facilities Map for Koolaupoko Yes

Special Management Area Use Permit Yes Flood Hazard District Approval Yes

City and County of Honolulu Department of Public Works Permits for Grading, Grubbing, and Stockpiling Yes

Hawaii Department of Transportation Chapter 5 Kahekili Highway Improvements Project 83F-01-09 Relationship to Other Policies and Plans


CHAPTER 5: RELATIONSHIP TO OTHER POLICIES AND PLANS The sections that follow relate how the Kahekili Highway improvements proposed under the Possible Further Actions are consistent with other policies and planning efforts. They also reflect if there have been any changes to plans since 1990 or changes to the community that would reflect planning concerns that weren’t issues when the 1990 Final EIS was released.

5.1 Oahu Regional Transportation Plan The Kahekili Highway Improvements Project was included in Oahu Metropolitan Transportation Organization (OahuMPO) Long Range Plans as early as 1984. The Hali 2000 plan in 1984 analyzed the travel needs for the year 2000 and provided an assessment of alternative future transportation system approaches to serve those needs. Hali 2000 included an interchange at the intersection of Kahekili and Likelike Highways as well as the widening of Kahekili Highway to six lanes from Likelike Highway to Haiku Road and to four lanes from Haiku Road to Kamehameha Highway.

Regional transportation plans produced subsequent to the 1990 Final EIS still reflect this need. The same improvements noted above were also included in the Oahu Regional Transportation Plan (Hali 2005), produced in 1991. The project has continued to be included in each of the OahuMPO long range plans, which are now updated roughly every five years, the most recent being the Oahu Regional Transportation Plan (ORTP) 2035 in April, 2011.

ORTP 2035 included a Congestion Management Process (CMP) ranking system to identify congested facilities and prioritize the need for addressing the congestion. Of 40 projects on Oahu evaluated in this process, widening of Kahekili Highway from Kamehameha Highway to Haiku Road tied for fifth place with four other projects.

Widening of Likelike Highway from Kamehameha Highway to Kahekili Highway (which would include the intersection of Kahekili and Likelike) are also included in the ORTP 2035, and are tied for 14th place in terms of priority out of 40 projects.

Improvements to Kahekili Highway and to the intersection of Likelike Highway and Kahekili Highway are consistent with and included in OahuMPO plans.

5.2 Koolaupoko Development Plan and Koolau Poko Sustainable Communities Plan

The City and County of Honolulu (City) has divided the island of Oahu into eight development plan areas. The widening of Kahekili Highway for its entire length of 4.4 miles as well as an interchange at Likelike Highway were both included in the City and County of Honolulu’s Koolaupoko Development Plan for the project region, which was adopted in 1983.

Subsequent to the issuance of the 1990 Final EIS, the 1983 Koolaupoko Development Plan was updated by the Koolau Poko Sustainable Communities Plan (SCP), adopted in 2000. It shifted earlier transportation policies and supports neither the widening of Kahekili Highway nor its



interchange at Likelike Highway. The SCP states that the H-3 Freeway absorbed a much higher percentage of peak period trans-Koolau commuter traffic than had been anticipated prior to the widening of Kahekili Highway. It also states that Leeward Oahu corridors should have a much higher priority for the use of limited highway improvement funds. Lastly, the SCP states that transportation system improvements should be directed away from automobiles and instead towards alternative travel modes including public transit, pedestrian travel, and bicycle facilities.2

A “Five-Year” Review to the Koolau Poko Sustainable Communities Plan was initiated by the City and County of Honolulu in 2009 but has not been completed at this time. The last of five community meetings were held in September 2010. There is no specific mention of the Kahekili Highway Improvement Project in any of the materials associated with this project, although there are suggestions within preliminary proposed revisions to implement modifications recommended in the Kahaluu Community Master Plan and the Kaneohe Town Plan (see Section 5.3: Kahaluu Community Master Plan and Section 5.4: Kaneohe Town Plan). It is uncertain whether or not the widening and interchange would be in conflict with the revisions to the Koolau Poko Sustainable Communities Plan presently as there is no formal update report issued yet as of this writing; the effort was last documented at the preliminary plan revision phase.

5.3 Kahaluu Community Master Plan The Kahaluu Community Master Plan (2007) was issued subsequent to the 1990 Final EIS. The purpose of this plan was to develop a plan for Kahaluu that will provide general design guidance and prioritize future physical improvement projects in support of the community’s efforts to realize their vision for Kahaluu. It called for enhancements to the intersection of Kahekili Highway and Kamehameha Highway and to improve the surrounding commercial properties. It also called for improving connectivity, including both vehicular and pedestrian/bicycle connections, between key community activity areas. It called for improving traffic and pedestrian/bicycle safety along Kamehameha Highway.

The Kahaluu Community Master Plan notes that in response to public concerns about safety, HDOT proposed construction of a roundabout at the intersection of Kamehameha Highway and Kahekili Highway, and design for the roundabout was completed in January 2005. A subsequent decision was made not to pursue this proposal. Currently, HDOT is pursuing intersection improvements at this location to pavement markings and signage, including turn lanes for all left and right turn movements. A bus shelter will also be relocated.

The plan indicates that these improvements are intended to facilitate traffic movement but are not consistent with community values to reduce traffic speeds in this area. Therefore, while the master plan supports improvements to the intersection, it also calls for treatments on Kahekili Highway to slow traffic approaching this intersection.

2 Koolau Poko SCP. Page 2-14.



The plan calls for roadway improvements and pedestrian facilities on Kahekili Highway between Ahaolelo Road and Kamehameha Highway to enhance the pedestrian environment and address the community’s highway safety concerns. The plan specifically suggests shared-use paths for pedestrians and bicycles extending along Kamehameha Highway and Kahekili Highway, specifically either separate bicycle lanes between the shoulder and travel lane (in which case the shoulder would serve pedestrians) or two-directional shared use path.

If future designs can take the community’s preferences to serve pedestrians and bicycles and reduces speeds per the community’s vision, the designs would be consistent with the Kahaluu Community Master Plan.

5.4 Kaneohe Town Plan The Kaneohe Town Plan was issued in 2009, subsequent to the completion of the 1990 Final EIS. It considers Town Center concepts at Windward Mall, potential linkages to Kaneohe Bay, and of most relevance to this re-evaluation, issues of mobility and connectivity. It covers primarily the contiguous urban core of Kaneohe, which in the context of this re-evaluation, would be the developed segment of Kahekili Highway from the Heeia Wetlands south.

The Kaneohe Town Plan conducted a number of traffic analyses throughout the study area, and noted:

• A number of areas of congestion exist along Kahekili Highway, (even in the segment of roadway improved subsequent to the 1990 Final EIS), specifically at the Likelike Highway intersection in the PM Peak Hour, at Keaahala Road during both the AM and PM Peak Hours, and at Kahuhipa Street on Saturdays.

• Cut-through traffic uses Anoi Road, Keneke and Kulukeoe Street to bypass congestion at the intersection of Likelike Highway at Kahekili Highway, so assessment of traffic calming measures on these streets was suggested to address this problem.

• Traffic along the southbound through lane of Kahekili Highway at Likelike Highway backs up past the intersection with Kulukeoe Street during the AM peak hour.

• Traffic consistently backs up along northbound Kahekili Highway south of Haiku Road. This queue usually backs as far south as Kahuhipa Street and sometimes as far south as Kulukeoe Street. The Kaneohe Town Plan attributes the causes of this backup to the narrowing of Kahekili Highway from three lanes to one lane north of Haiku Road, and the traffic signals at Hui Iwa Street (East and West), beyond their study limits. Improving the shoulder and allowing it to be used during peak hours was a suggested short-term measure to address this problem.

The Possible Further Actions are consistent with addressing the latter three bullets above. It would address congestion at both the Likelike Highway intersection and along the portion of Kahekili Highway north of Haiku Road. It would prevent congestion at Kulukeoe Street and reduce the incentive for cut-through traffic to enter subdivisions, and reduce the northbound backup where the lanes drop off north of Haiku Road.



5.5 Oahu Bike Plan and Bike Plan Hawaii Bike planning in Hawaii has evolved over the past three decades. HDOT began studies of bicycle needs in 1977. In 1994, the Honolulu City Council and Mayor of Honolulu adopted Ordinance 94-39, directing a bikeway system master plan to be prepared and updated every five years. A 2006 City Charter amendment proposed to make Oahu more pedestrian and bicycle friendly, and the City’s revised charter specifically calls for making bicycle and pedestrian facilities a priority.

There are two plans that cover the issue of bicycling on Oahu:

• The Oahu Bike Plan produced by the Department of Transportation Services of the City and County of Honolulu covers the entire island of Oahu and provides recommendations to better integrate bicycles into the City and County of Honolulu's existing and future transportation system, to guide O'ahu towards becoming a bicycle-friendly community. A 1999 version of the Oahu Bike Plan has been superseded by the Oahu Bike Plan, which was issued in August 2012.

• The 2003 Bike Plan Hawaii is a statewide bike master plan prepared by the Hawaii Department of Transportation, originally in 1977 and subsequently 1994. It complements the Oahu Bike Plan.

The Oahu Bike Plan lists goals to increase the mode share of bicycle trips, to improve cooperation between roadway users, and to promote bicycling as safe, convenient and pleasurable. Signage and traffic control devices are mentioned as important elements. It calls for a system of on-street and off-street facilities. “Bike Routes” would be signed, and sometimes have markings for bike travel, and offer wide shoulders or a wide outside traffic lane (14 feet ideally) for safe travel. “Bike Lanes” would offer dedicated striped bike lanes.

The Oahu Bike Plan calls for several “Priority 2” improvements (on a scale from 1 to 3) in the following places that are in or cross the study area:

• Code 2-70: A bike route on Kahekili Highway between Haiku Road and Kamehameha Highway for a length of 3.32 miles.

• Code 2-71: A bike route on Kahuhipa Street between Kamehameha Highway and the Haiku Stairs for a length of 1.57 miles

• Code 2-76: A bike route on Kamehameha Highway between Heeia and Kahekili Highway, for a length of 4.14 miles

• Code 2-81: A bike lane on Keaahala Road between Windward Community College and Kamehameha Highway for a length of 1.28 miles

• Code 2-85: A bike route on Likelike Highway between Kahekili Highway and Kamehameha Highway for a distance of 0.49 miles



It also calls for these “Priority 3” projects near the study area:

• Code 3-60: A bike route on Anoi Road between Luluku Road and Likelike Highway for a distance of 0.35 miles

• Code 3-63: A bike Route, listed as the “H-3 Freeway-Kahekili Interchange”, running between Kahekili Highway and Kaneohe Bay Drive, for a length of 0.48 miles

• Code 3-66: A bike route on Kamehameha Highway in Kahaluu between Waiahole Valley Road and the beginning of Kahekili Highway for a distance of 1.94 miles

• Code 3-71: A bike path on Mapele Road between Waihee Road and Ahaolelo Road for a length of 0.75 miles (parallel to Kahekili Highway in Ahuimanu and Kahaluu)

Bike Plan Hawaii mentions these bicycle facilities for the project area:

• Project 59: Proposed Signed Shared Roadway on Kahekili Highway, from Kamehameha Highway and ending on Haiku Road, going towards Haiku Valley, for a total of 3.2 miles.

• Existing Bike Lane on Kahekili Highway from Haiku Road to Kamehameha Highway.

• Project 63: Proposed Bike Lane on Kahuhipa Street, connecting between Kamehameha Highway and Kahekili Highway, ending in Haiku Valley with Project 59, for a total of 1.2 miles.

• Existing Signed Shared Bike Lane and Shared Roadway on Keaahala Road, connecting from Kamehameha Highway, over Kahekili Highway, and ending at Windward Community College.

In general, if the Possible Further Actions offer bike facilities within the roadway right-of-way (or even dedicated paths outside the right-of-way if possible), it would be consistent with these two plans.

5.6 Hawaii Statewide Pedestrian Master Plan The first ever Statewide Pedestrian Master Plan (HDOT, 2013) was just produced. The Statewide Pedestrian Master Plan includes a map of Kahekili Highway, noting which portions have improved sidewalks or no sidewalk at all. Figure 19: Existing Pedestrian Facilities in Windward Oahu shows pedestrian amenities identified in the Statewide Pedestrian Master Plan around the study area.

While the Pedestrian Master Plan is a guide for planning, design, operations and education to enhance pedestrian travel in the State of Hawaii, it offers three action items for HDOT to ensure effective implementation of the Plan:

1) Reference best practices in pedestrian-oriented design. The Plan also provides a Hawai‘i Pedestrian Toolbox to address areas of concern identified during the development of the Plan and is tailored to the unique characteristics of Hawaii.



2) Seek funding for projects. The HDOT developed a sequence of methods to seek and secure funding, including potential funding sources and mechanisms.

3) Monitor the Plan’s Performance. HDOT developed a set of Goals and Objectives along with

Performance Measures adding more transparency to the transportation planning process and providing value of the different projects to people in the community.

The Hawaii Statewide Pedestrian Master Plan inventories a number of pedestrian improvement priorities statewide based on existing need, but none are located within the study area.

Provision of “complete streets” amenities within any improvements under the Possible Further Actions would be consistent with the goals of the Statewide Pedestrian Master Plan.



Figure 19: Existing Pedestrian Facilities in Windward Oahu

Source: Hawaii Statewide Pedestrian Master Plan, 2013



5.7 Hawaii Statewide Transportation Plan The Hawai‘i Statewide Transportation Plan (HSTP), most recently updated in 2011, has a horizon year of 2035. The primary goals relevant to this project are to

• create and manage an integrated multi-modal transportation system that provides mobility and accessibility for people and goods,

• enhance the safety of the air, land, and water transportation systems,

• ensure the secure operation and use of the air, land, and water transportation systems.

• protect Hawaii’s unique environment and quality of life and mitigates impacts.

This project is consistent with these goals in the HSTP.

5.8 Hawaii Statewide Transportation Improvement Program (STIP)

The Hawai‘i Statewide Transportation Improvement Program (STIP) provides a multi-year listing of HDOT and County projects and identifies those projects slated for federal funding and/or regionally significant projects. It recognizes the projects that HDOT and FHWA have in the pipeline for priority funding. As of this writing (September 2013), neither of the projects under consideration (widening of Kahekili Highway north of Haiku Road, Kahekili/Likelike Interchange) are listed on the STIP.

5.9 Hawaii 2050 Sustainability Plan The Hawai‘i 2050 Sustainability Plan was completed in January, 2008 and updated in 2010 (University of Hawaii, 2010). The project is generally consistent with this plan, which generally called for improved energy efficiency and options for transportation. The project is consistent because it will reduce congestion and improve mobility for pedestrians and bicyclists. Therefore, the projects under consideration are consistent with the Hawai‘i 2050 Sustainability Plan.

5.10 State Land Use Designation Hawaii was the first of the fifty States to have a State Land Use Law and a State General Plan. Today, Hawaii remains unique among the fifty states with respect to the extent of control that the state exercises in land use regulation. The state has four classifications: Agricultural, Conservation, Rural and Urban. The State Land Use Commission (LUC) initially set the boundaries. Counties have full control over the use of urban-designated area, whereas only the LUC can take land out of the Conservation District.

The 1990 Final EIS noted that at the time, approximately 0.25 miles of Kahekili Highway in the Heeia area was located within the Conservation District, which placed it under the jurisdiction of the Hawaii Board of Land and Natural resources. Most of the rest of the highway was



designated as “urban”, which permits highway use (as well as other types of urban uses), subject to the regulation of the City and County of Honolulu.

The land use designations are identical to those studied in 1990 at the time of the Final EIS and are shown in Figure 20: State Land Use.

5.11 Coastal Zone Management The project was found in 1990 to be consistent with the State Coastal Zone Management Program. A determination of consistency with the federal CZM program for the entire corridor was made during the Section 404 permitting process from the Army Corps of Engineers. The 1990 Final EIS is assumed to be still valid in this regard.

5.12 Special Management Area (SMA) and Shoreline Setback Area (SSA)

Under Chapter 205A (Coastal Zone Management) of the Hawai‘i Revised Statutes, the City and County of Honolulu is given authorization to regulate land uses located within the established Special Management Area (SMA) for the Island of Oahu, which covers areas in immediate proximity to the coast. Review of the SMA maps indicates that northern segment of Kahekili Highway (from Ahuimanu Road to Kamehameha Highway) in Kahaluu is situated within the SMA. The SMA is shown seaward of red dotted line in Figure 21: Special Management Area (SMA) in Kahaluu (Outlined in Red).

Management of lands located within the SMA is regulated through Chapter 25, Special Management Area, Revised Ordinances of Honolulu (ROH). Any construction in the SMA would require a Special Management Area Use Permit. Assuming future assessment is performed on this project under the HRS Chapter 343 process has been completed, the Final EA or Final EIS document would be part of the SMA permit application.



Figure 20: State Land Use Districts

Source: Hawai‘i Statewide Transportation Plan, 2011



Figure 21: Special Management Area (SMA) in Kahaluu (Outlined in Red)

Source: Excerpted from Kahaluu Community Master Plan, 2007



HRS Chapter 205A also establishes a shoreline setback area to further manage uses along the shoreline. As with the SMA, the City and County of Honolulu is given authorization to regulate uses located within the established Shoreline Setback Area (SSA) for the Island of O‘ahu. It is not anticipated that any of the project is within the SSA, which is usually within forty feet of the shoreline. If the project was found to be in the SSA, it would require a Shoreline Setback Variance (SSV).

5.13 City and County of Honolulu General Plan The General Plan of the City and County of Honolulu is a comprehensive statement of objectives and policies which sets forth the long-range aspirations of island residents and shapes the strategies and actions needed to achieve them. It is the first level of a comprehensive planning process that addresses physical, social, economic, and environmental concerns. The current General Plan was adopted in 1977 as the successor to two earlier General Plans. New editions were published in 1982, 1988, 1992, and 2002 to incorporate revisions to date. An update to the Oahu General Plan, to be called the Oahu 2035: General Plan Focused Update was initiated in 2011 and is underway. It will look at the critical issues of growth, development, and quality of life that island residents are most concerned about, including regional population, economic health, affordable housing, and sustainability.

The 2002 General Plan notes that an efficient transportation system is essential to the life and economic productivity of a community. The cost of building and maintaining the system is a major public investment. Coordinated planning of accessibility and circulation requirements and the transportation system is important in the management of urban growth. The transportation objectives and policies address the need for a balanced system for the pedestrian, bikeway, public transportation, and the automobile.

The 2002 General Plan had several policies of relevance to transportation on Oahu. Only the ones of relevance to this re-evaluation are listed below, and the numbering reflects the numbering of those items in the plan:

Objective A: To create a transportation system which will enable people and goods to move safely, efficiently, and at a reasonable cost; serve all people, including the poor, the elderly, and the physically handicapped; and offer a variety of attractive and convenient modes of travel.

1. Develop and maintain an integrated ground-transportation system consisting of the following elements and their primary purposes:

a. Public transportation-for travel to and from work, and travel within Central Honolulu;

b. Roads and highways-for commercial traffic and travel in nonurban areas;

c. Bikeways-for recreational activities and trips to work, schools, shopping centers, and community facilities

d. Pedestrian walkways-for getting around Downtown and Waikiki, and for trips to schools, parks, and shopping centers.



3. Provide transportation services outside the Ewa, Central Oahu, and Pearl City-Hawaii Kai corridors primarily through a system of express- and feeder-buses as well as through the highway system with limited to moderate improvements sufficient to meet the needs of the communities being served.

4. Improve transportation facilities and services in the Ewa corridor and in the trans-Koolau corridors to meet the needs of Ewa and Windward communities.

5. Improve roads in existing communities to reduce congestion and eliminate unsafe conditions.

6. Consider both environmental impacts as well as construction and operating costs as important factors in planning alternative nodes of transportation.

7. Promote the use of public transportation as a means of moving people quickly and efficiently, of conserving energy, and of guiding urban development.

8. Make available transportation services to people with limited mobility: the young, the elderly, the handicapped, and the poor.

9. Promote programs to reduce dependence on the use of automobiles.

10. Discourage the inefficient use of the private automobile, especially in congested corridors and during peak-hours.

11. Make public, and encourage private, improvements to major walkway systems.

Objective D: To maintain transportation and utility systems which will help Oahu continue to be a desirable place to live and visit.

1. Give primary emphasis in the capital-improvement program to the maintenance and improvement of existing roads and utilities.

2. Use the transportation and utility systems as a means of guiding growth and the pattern of land use on Oahu.

3. Evaluate the social, economic, and environmental impact of additions to the transportation and utility systems before they are constructed.

The current efforts to update the Oahu General Plan will investigate Oahu’s transportation needs. The issue of “Regional Employment and Mobility Patterns” has been identified already as a key planning issue, or “hot topic.” Early materials on this subject have noted the growth trends for Oahu, which is towards Ewa and Central Oahu. Sustainability is another emphasis, with multi-modal transportation networks and transit-oriented developments cited as ways to achieve that goal by reducing automobile use.

If the Possible Further Actions offer multi-modal opportunities for travel and addresses congestion needs, it would be consistent with the 2002 version, and most likely the upcoming version, of the Oahu General Plan.



5.14 City and County of Honolulu Zoning The project was found in the 1990 Final EIS to be consistent with the City and County of Honolulu Zoning Ordinance. Given that the current conceptual design will generally not deviate from the maximum right-of-way limits proposed in the 1990 Final EIS, the 1990 Final EIS is still valid.

There have been no appreciable changes in zoning within the general area. In addition, there are no driveways within the corridor. There are no properties where setbacks are expected to be an issue because a 120 foot right-of-way was purchased upon the initial construction of Kahekili Highway, and was assumed to be adequate to accommodate future widening. The Possible Further Actions would not be expected to encroach on any adjoining properties and put them out of conformity with zoning setbacks.



CHAPTER 6: PUBLIC CONSULTATION AND COORDINATION PROCESS

The objective of this chapter is to identify if any new community or agency concerns have been voiced in the time since the 1990 Final EIS was issued, and if those issues were adequately addressed in the 1990 Final EIS.

6.1 Issues Raised During 1990 EIS Process The 1990 FEIS stated that there were three areas of concern based on comments received at public information meetings and public hearings held between 1983 and 1989. The principal areas of controversy were as follows:

1) Potential inducement of urban growth in Windward Oahu

Community members believed that widening the entire 4.4 miles of Kahekili Highway would induce urban growth in Kahaluu and further north into the Koolauloa Development Plan area.

2) Noise Impact

Residents in the project area were concerned about a potential increase in traffic noise with the improved Kahekili Highway, particularly near the intersection of Kahekili Highway and Likelike Highway.

3) Pedestrian Access

Residents on either side of Kahekili Highway expressed concern about pedestrians traversing a widened highway, particularly children walking to and from school or Kaneohe District Park during peak periods of traffic.

It is important to note that while the Final Environmental Impact Statement for Kahekili Highway (1990) was being considered, many community members were focused on the environmental permitting and process for the H-3 Freeway.

In stakeholder interviews conducted for the Possible Further Actions, many of those interviewed brought up feelings of uneasiness left over from the H-3 project. Some people disliked the highway being built on what they felt was sacred Hawaiian land. Others felt that the community was not involved enough in the decision making process. Some stakeholders indicated that the cost of building the H-3 Freeway was too high. It has helped during public meetings and in stakeholder interviews to acknowledge that these feelings of uneasiness exist, and then ask what HDOT can do to improve its outreach for this project.

6.2 Public Involvement on Current Project Throughout the Kahekili Highway Project Alternatives Identification and Feasibility Analysis and 1990 Final EIS Re-Evaluation project, extensive outreach is being conducted to garner



community input. Residents, schools, businesses, non-profits, and other organizations have been consulted for their input to help shape a future Kahekili Highway Improvement Project. A discussion of consultation with government agencies is provided in Section 6.3: Agencies Consulted.

Outreach to the public was accomplished by the following methods:

• Stakeholder Interviews • Internal HDOT Meetings • Dedicated Project Website • Mail Survey • Kahekili Community Workshop • Kahekili Community Charettes • Interfacing with Members of Environmental Justice/Title VI Communities

A total of 33 individuals or organizations were interviewed as stakeholders for this project. All people interviewed were invited to the July 25, 2011 Kahekili Highway Community Workshop and the pair of Community Charettes held in November, 2011.

Summaries of these interviews were included in the Preliminary Issue Identification Report (October 2011).

Appendix B: Issues Raised During Stakeholder Interview outlines the issues raised during the stakeholder interview period.

In addition to the Stakeholder Interviews, three public meetings were held at Windward Community College, which is located proximate to the Kahekili corridor. These meetings were held on a weeknight and included facilitators to facilitate smaller breakout groups for community discussions.

A total of 133 different people attended at least one of the public meetings. Eight people attended all three; and 39 people attended two out of three meetings. Given that the mail survey was on-going at the same time, and its results closely mirror the input being received at the public meetings, it can be concluded that the meetings served their objective of getting as much feedback as possible. This feedback was similar to, but not identical to what was stated in the Stakeholder Interviews. Minutes from all three meetings are included in the Public Involvement Activities Report (January 2012).

The project team also attended the Kaneohe, Kahaluu, and Koolauloa Neighborhood Board meetings. At the beginning of the project, the Neighborhood Board Chairs were interviewed as stakeholders, and summaries of those interviews can be found in the October 2011 Preliminary Issue Identification Report (SSFM, 2011a). At the neighborhood board meetings themselves, a project team member handed out flyers for the upcoming public meetings and answered general questions about the project description.

Several community organizations from Kaneohe up to Hauula were contacted in order to cast as wide of a net as possible to get early input. Summaries of those interviews can be found in the Preliminary Issue Identification Report (SSFM, 2011a).



Two Native Hawaiian Organizations were also consulted as part of this project: The Office of Hawaiian Affairs and the Koolauloa Hawaiian Civic Club. Both organizations expressed similar concerns about water quality, impact on Native Hawaiian Fishponds, and cultural issues. Consultation with these groups would be essential as part of any environmental impact assessment documentation performed for future improvements in the Kahekili Highway corridor.

The Kaneohe Outdoor Circle, which had been very active in the first phase of Kahekili Highway Widening, was consulted for this project. The Kaneohe Outdoor Circle’s main objective was to see more landscaping included in all HDOT projects, and would like that landscaping coordinated during the design phase rather than as an afterthought.

The Punaluu, Hauula, and Kaaawa Community Associations were interviewed as stakeholders. While these three communities are located outside of the project area, their residents utilize Kahekili Highway to access Honolulu and beyond. All three community associations’ main concern was that widening Kahekili Highway would induce urban growth into their areas.

The Kualoa-Heeia Ecumenical Youth (KEY) Project in Kahaluu has been very active in transportation planning in Windward Oahu and the Executive Director was interviewed as a stakeholder. They are located outside the project area, just across from the Kahaluu Flood Control Project. This non-profit services an underserved community. The Executive Director’s main concern was that Kahekili Highway should not be widened or it would spur development all the way up the coast to Lā‘ie; however he was supportive of the grade separated interchange for safety reasons.

In order to receive feedback on the proposed alternatives for Kahekili Highway from a larger spectrum of the communities, a mail public opinion survey was conducted. Surveys were mailed to 4,750 residences within the study area. The study area for the survey was defined as the geographic region from Likelike Highway to Kahana Bay, and from Kamehameha Highway to the Koolaus.

The objectives of the public opinion survey were:

• To learn opinions of Windward residents about alternatives for the Kahekili Highway Improvements Project;

• To identify prioritization of these alternatives; and • To hear from segments of the population who may not typically attend the public

meetings

The results of the mail survey are included in Survey of Windward Residents Regarding Proposed Improvements to Kahekili Highway Report (January 2012).

In addition to the public outreach done for this project, a Branch Kickoff Meeting was held in May 2011 and involved 11 different members of the Highways Division. The purpose of the Branch Kickoff Meeting was to familiarize the different branches/offices with the project and to coordinate efforts moving forward. A summary of that meeting is included in the Public Involvement Activities Report (January 2012).



6.3 Agencies Consulted The 1990 Final EIS was sent to a range of stakeholders back in 1990. With the Possible Further Actions, new contacts have been initiated with stakeholder agencies. This consultation would continue throughout any future environmental impact assessment efforts. City and State elected officials, government agencies, and Native Hawaiian Organizations have been consulted for their input to help shape a future Kahekili Highway Improvement Project.

Interagency coordination is important for the Possible Further Actions because it involves many different agencies at the state, county, and federal levels. Input and participation from all agencies was encouraged and welcomed. Early consultation would ensure that potential constraints and problems can be considered early, and that agency concerns will be addressed. Table 16: Agencies Consulted on Project lists the agencies involved in this project.

Table 16: Agencies Consulted on Project

Agency Name Federal Highway Administration Clifford Chew Federal Highway Administration Domingo Galicinao Oahu Transit Services (“TheBus”) Roger Morton Oahu Transit Services (“TheBus”) Jon Nouchi Oahu Transit Services (“TheBus”) Tom Cory City/County of Honolulu Department of Transit Services - Public Transit Division

Eileen Mark

City/County of Honolulu Department of Transit Services - Public Transit Division

Glenn Moir

City/County of Honolulu Emergency Medical Services Chester Sukekane Honolulu Police Department Officer Troy Kamekona Honolulu Police Department Captain Jeff Sanchez Department of Land and Natural Resources-Division of Boating and Ocean Recreation

Ernie Choy, Harbor Master

Heeia State Park Jolie Moniz City/County of Honolulu Department of Facility Maintenance Thomas Takeuchi City/County of Honolulu Department of Parks and Recreation Miles Hazama City/County of Honolulu Department of Parks and Recreation Linda Liu Hawaii State Judiciary Rochelle Hasuko

HDOT would initiate formal consultation with federal agencies having jurisdiction over resources potentially affected by the Possible Further Actions if scoping efforts are conducted for future NEPA/Chapter 343 documentation.



A summary of what was learned in the interagency coordination is included in the Public Involvement Activities Report from January 2012 (SSFM, 2012c). Many of the issues are also listed in Appendix B: Issues Raised During Stakeholder Interviews.

Area schools, both public and private, were interviewed as stakeholders. For the public schools, the interview request was handled by the Kahuku/Castle Complex Area Superintendent. The Kahuku/Castle Complex Area Superintendent was very concerned about safety, having lost many of her students to traffic accidents on the corridor and up the Windward Coast. She was very opposed to the widening as she felt it would only bring unsafe traffic conditions as well as unwanted development.

Of the schools interviewed, only Koolau Baptist Academy had concerns about noise during construction as they had endured this during the initial highway widening. They were also concerned about direct impacts to their school as they are adjacent to the proposed interchange.

6.4 Conclusions About Public Involvement Many of the issues raised in the most recent public and agency outreach performed for this project are consistent with concerns initially raised during the time of the 1990 Final EIS. However, a number of additional concerns have been raised that were only given some cursory consideration in the 1990 Final EIS. Issues about multi-modal travel (pedestrians, bicycles, transit) and weekend traffic stand out as some of the issues noted here. In addition, police and first responders’ needs have been noted as well.

If additional documentation is performed under HRS Chapter 343 (HAR 11-200-27) and NEPA (23 CFR 771), then public involvement and agency coordination would be important elements of that document.

Hawaii Department of Transportation Chapter 7 Kahekili Highway Improvements Project 83F-01-09 Findings on Re-Evaluation of Final EIS and ROD


CHAPTER 7: FINDINGS ON RE-EVALUATION OF 1990 FINAL EIS AND ROD

7.1 Findings To determine if a Supplemental EIS or other NEPA/HRS Chapter 343 documentation would be needed for future improvements to 1) the Likelike Highway/Kahekili Highway intersection or to 2) widening of Kahekili Highway between Haiku Road and Kamehameha Highway, this re-evaluation has considered the regulations in 23 CFR 771.129 at the federal level and HAR 11-200-26 and 11-200-27 that relate to re-evaluations of an EIS and supplemental documentation. The study considered issues related to changes since 1990 in:

• project design • the physical, natural and social environment • legislative and regulatory requirements

In general, the project designs proposed for future improvements are not substantially different from the conceptual designs considered in 1990 in the Final EIS. The physical, natural, and social environment has had some changes, in particular because of the partial construction of the improvements proposed in the 1990 Final EIS, and in part because of the passage of time. A number of legislative and regulatory requirements have clearly changed since 1990, with possible implications for a future project.

A number of resources described in this re-evaluation clearly warrant re-assessment based on the discussions provided in preceding chapters. The most prominent of these issues include:

• Air quality • Threatened/Endangered Species • Visual Quality • Noise • Environmental Justice and Community Impacts • Cultural Resources • Transportation

7.2 Recommended Course of Action There are two major improvements proposed for Possible Further Actions in study area. These include:

• Improvements to the Likelike Highway/Kahekili Highway intersection to complete its transformation into a grade separated interchange.

• Improvements to some or all of 3.3 miles of Kahekili Highway between Haiku Road and Kamehameha Highway. This could include widening of all or just a portion of the corridor or using a contra-flow system. It could limit improvements to some



intersections, or simply improve some signals. It could include some Transportation Systems Management (TSM) measures and provision of bicycle/pedestrian facilities.

These two sets of Possible Further Actions are physically separated from each other by the 1.1-mile previously-improved segment of Kahekili Highway. Therefore, the two Possible Further Actions have independent utility from each other at this time, as either improvement could be implemented without the other and still improve the transportation system in the region in conjunction with the previous improvements already made south of Haiku Road. Neither of the Possible Further Actions is dependent upon the completion of the other action.

It is desirable to therefore pursue separate tracks for assessing and pursuing the two Possible Further Actions. Breaking the two improvements apart would help address funding limitations, scheduling and resource limitations, and the desire to avoid exceeding the “shelf life” of EIS or EA documents (such as the 23-year gap between the 1990 Final EIS and the present day) if one Possible Further Action could be built much sooner than the other. In addition, it would be impractical to “supplement” the existing 1990 Final EIS in a Supplemental EIS because a substantial portion of that project was completed about 15 years ago and does not warrant studying a second time.

For these reasons, the following is the recommended course of action at this time:

1. Obtain written agreement between HDOT and FHWA that new documentation is required under 23 CFR 771.129 based upon the findings outlined in this report.

2. Send OEQC a letter confirming that new HEPA documentation will be produced for this project under HAR 11-200-26 and 11-200-27. The content of this letter will be published by OEQC in the OEQC’s Environmental Notice.

3. Pursue a new Environmental Impact Statement or Environmental Assessment (EA) for the improvements to the Likelike Highway/Kahekili Highway intersection. The decision on which process is appropriate would be determined by HDOT in coordination with FHWA based on the potential for significant impact and community concern. The timeframe for this new EA or EIS is still to be determined and could precede or follow the timeframe for item 4 below.

a. Documentation would be compliant with the National Environmental Policy Act (NEPA) and Chapter 343 of Hawaii Revised Statutes. The first major product would be either a DEA or a FEA-EISPN depending upon the type of document proposed (EA or EIS).

b. While the study area for the EA or EIS for the Likelike Highway/Kahekili Highway intersection would not cover the proposed widening north of Haiku Road, the assessment of cumulative impacts should include the effects of that widening in addition to the past improvements already implemented at Likelike Highway and south of Haiku Road.



c. The respective processes for an EA or an EIS would be followed under both HRS Chapter 343 and NEPA, culminating in a Finding of No Significant Impact (FONSI) in the case of an EA or a Record of Decision (ROD) in the case of an EIS.

4. Pursue a new Environmental Impact Statement or Environmental Assessment (EA) for potential improvements along some or all of the 3.3 mile length of Kahekili Highway between Haiku Road and Kamehameha Highway. The decision on which process is appropriate would be determined by HDOT in coordination with FHWA based on the potential for significant impact and community concern. The timeframe for this new EA or EIS is still to be determined and could precede or follow the timeframe for item 3 above.

a. Documentation would be compliant with the National Environmental Policy Act (NEPA) and Chapter 343 of Hawaii Revised Statutes. The first major product would be either a DEA or a FEA-EISPN, depending upon the type of document proposed (EA or EIS).

b. While the study area for the EA or EIS for potential improvements to the 3.3 mile segment of Kahekili Highway would not cover the Kahekili/Likelike interchange, the assessment of cumulative impacts should include the effects of that interchange in addition to the past improvements already implemented at Likelike Highway and south of Haiku Road.

c. The respective processes for an EA or an EIS would be followed under both HRS Chapter 343 and NEPA, culminating in a Finding of No Significant Impact (FONSI) in the case of an EA or a Record of Decision (ROD) in the case of an EIS.

Hawaii Department of Transportation Chapter 8 Kahekili Highway Improvements Project 83F-01-09 List of Preparers and Reviewers


CHAPTER 8: LIST OF PREPARERS AND REVIEWERS

• Douglas Zang, AICP, Senior Planner, SSFM International. Reviewed 1990 Final EIS and ROD Documents and primary author of Re-evaluation.

• Cheryl Soon, FAICP, Director of Planning, SSFM International. Editorial review and guidance; Quality Assurance and Quality Control.

• April Coloretti, Planner, SSFM International. Writer and Researcher.

• Michael Packard, PE, PTOE, SSFM International. Traffic Analysis.

• Robin Barnes, PE, SSFM International. Conceptual Design.

• Nicole Ishihara, Cultural Researcher, Cultural Surveys Hawaii. Cultural Impact Assessment.

Hawaii Department of Transportation Chapter 8 Kahekili Highway Improvements Project 83F-01-09 List of Preparers and Reviewers



Hawaii Department of Transportation Chapter 9 Kahekili Highway Improvements Project 83F-01-09 References


CHAPTER 9: REFERENCES Belt Collins Hawaii, 2009. Kaneohe Town Plan Master Plan Report Draft

City and County of Honolulu, 1983. Koolaupoko Development Plan, Department of Planning and Permitting

City and County of Honolulu, 2000. Koolau Poko Sustainable Communities Plan, Department of Planning and Permitting

City and County of Honolulu, 2009. Oahu Bike Plan, Public Review Draft, Department of Transportation Services

Hawaii Department of Transportation, 1980. Statewide Uniform Design Manual for Streets and Highways

Hawaii Department of Transportation, 1990. Final Environmental Impact Statement for Kahekili Highway Widening and Interchange

Hawaii Department of Transportation, 2003. Bike Plan Hawaii

Hawaii Department of Transportation, 2013. Statewide Pedestrian Master Plan

Helber, Hastert and Fee, 2007. Kahaluu Community Master Plan. Prepared for City and County of Honolulu Department of Planning and Permitting

Ishihara and Hammatt, 2012. Cultural Impact Assessment for the Kahekili Highway Improvements Project, Kaneohe, Heeia, and Kahaluu Ahupuaʻa, Koolaupoko District, Oahu Island. Prepared by Cultural Surveys Hawaii.

Kahihikolo, 2008. Hawai‘i Environmental Justice Initiative Report. Prepared for the State of Hawai`i Environmental Council

Oahu MPO, 1984. Hali 2000

Oahu MPO, 1991. Hali 2005

OahuMPO, 2001. Environmental Justice in the OahuMPO Planning Process: Defining Environmental Justice Populations

OahuMPO, 2011. Oahu Regional Transportation Plan (ORTP) 2035 (April, 2011).

R. M. Towill Corporation, 2006. Cultural Landscape Inventory Report, Volume 2: Strategic Plan, Hālawa-Luluku Interpretive Development Plan. (January 5, 2006)

SSFM, 2011a Preliminary Issue Identification Report (Oct. 2011)

SSFM, 2011b. DRAFT Kahekili Highway Improvements, Kamehameha Highway to Likelike Highway, Kaneohe, Oahu, Traffic Impact Analysis Assessment

SSFM, 2012a. Kahekili Highway Project Alternatives Identification and Feasibility Analysis

SSFM, 2012b. Survey of Windward Residents Regarding Proposed Improvements to Kahekili Highway Report (January 2012)

Hawaii Department of Transportation Chapter 9 Kahekili Highway Improvements Project 83F-01-09 References


SSFM, 2012c. Public Involvement Activities Report (Jan, 2012)

University of Hawai‘i, 2010. Hawai‘i 2050 Sustainability Plan, Social Science Public Policy Center, University of Hawai‘i at Mānoa.

U.S. Army Corps of Engineers, 1987. Wetland Delineation Manual

Hawaii Department of Transportation Appendix A Kahekili Highway Improvements Project 83F-01-09 Regulations/Laws Added or Changed Since 1990


Appendix A: Regulations/Laws Added or Changed Since 1990

Federal Regulations/Laws Changed or Added Since Issuance of the 1990 Final EIS:

• Four major transportation implementation programs were enacted by Congress since 1990. The fourth one is outlined below:

o The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) o The Transportation Equity Act for the 21st Century of 1998 (TEA-21) o The Safe, Accountable Flexible, Efficient Transportation Equity Act: A Legacy for

Users (SAFETEA-LU) of 2005. o Moving Ahead for Progress in the 21st Century (MAP-21) of 2012. Some relevant

changes to transportation policy: Section 1122: Transportation Alternatives (incorporates other programs

including Safe Routes to School) Section 1201/1202: Transportation Planning Section 1304: Innovative Project Delivery Methods Section 1305: Efficient Environmental Reviews for Project Decisionmaking Section 1310: Integration of Planning and NEPA

• Americans with Disabilities Act of 1990. The ADA extended non-discrimination in the implementation of federal programs to persons with disabilities.

• Executive Order 12998, “Federal Actions to Address Environmental Justice in Minority Populations and Low-Income Populations.” (1994). Required federal agencies to focus attention on the environmental and human health conditions of minority and low-income populations with the goal of achieving environmental protection for all communities

• Executive Order 13112, “Invasive Species.” (1999) Required federal agencies to implement policies to minimize the spread of invasive species.

• Executive Order 13148, ‘‘Greening of Government Through Leadership in Environmental Management.” (2000). Integrated environmental accountability into federal agency day-to-day decision-making and long-term planning processes.

• Executive Order 13166, “Improving Access to Services for Persons with Limited English Proficiency.” (2000). Required Federal agencies to examine services they provide and ensure those with limited English Proficiency can have meaningful access to them.

• Executive Order 13274, “Environmental Stewardship and Transportation Infrastructure Reviews (2002), directed streamlined collaboration between federal agencies on transportation projects, with an emphasis on streamlining project reviews.

• Executive Order 13287, “Preserve America” (2003), encouraged historic preservation but doesn’t appreciably alter FHWA policies as they relate to NEPA.

• Clean Air Act Amendments of 1990. These far-reaching changes to the original Clean Air Act included provisions for attainment and maintenance of air quality in urban regions, controlled mobile source emissions from vehicles, established a plan for addressing air toxics.



• Other Environmental Protection Agency (EPA) changes to the Clean Air Act: o Changes in National Ambient Air Quality Standards since 2000 (40 CFR 50), under

continuing review by US EPA o Transportation Conformity Guidance from 2006 (71 FR 12468) for performing

hot-spot analysis of particulates in PM2.5 and PM10 non-attainment areas. o Rules (2006 and 2007) on Mobile Source Air Toxics (66 FR 17235) and FHWA

interim guidance (December 2012) on evaluating Mobile Source Air Toxics • Changes to implementation, Section 404 of the Clean Water Act:

o U.S. Army Corps of Engineers Guidance on changes in jurisdiction of Waters of the United States following the cases of Rapanos v. United States and Carabell v. United States (most recent guidance issued December 2, 2008)

o April 2008 EPA/U.S. Army Corps of Engineers rule on Compensatory Mitigation of wetlands impacts with an emphasis on mitigation banking (33 CFR 325/332 and 40 CFR 230)

o Changes to Nationwide Permits under Section 404, most recently updated 2007 • Changes to FHWA Policy on evaluating and mitigating wetlands impacts (23 CFR 777,

December 2000 and 23 CFR 710.513, December 1999) and subsequent clarification of policies (FHWA Memorandum of March 10, 2005).

• Section 7 of the Endangered Species Act (US Fish and Wildlife Service and National Marine Fisheries Service):

o Changes to FHWA policy (2005) on timing and information requirements for implementing agency consultation under Section 7(a)(2) of the Endangered Species Act, (16 USC 1531) with US Fish and Wildlife Service.

o Subsequent changes to the Section 7 consultation rules issued at the very end of the Bush administration were revoked under the Obama Administration (74 FR 20421), May 4, 2009. New rulemaking is currently underway.

• Changes to FHWA rules on Implementation of Section 4(f) (23 CFR 774), most recently updated March 2008, further clarifying the de minimis concept and also defining “feasible and prudent” and outlining criteria for selecting the alternative with the least harm.

• Native American Graves Protection and Repatriation Act of 1990. Protects burials of indigenous people, including Native Hawaiians.

• Pollution Prevention Act of 1990, 42 U.S.C. 13101–13109. Encourages industry and government to reduce energy use and pollution generation.

• Federal Facilities Compliance Act of 1992 (FFCA). Made all federal agencies subject to the same federal, state, and local solid and hazardous waste laws that any private party would be subject to as well.



State of Hawai‘i Regulations/Laws Changed or Added Since Issuance of the 1990 Final EIS:

• HRS Chapter 343 has had various changes since 1990, none of which have had direct influence on the validity of the 1990 Final EIS. Note that changes to HRS Chapter 343 that exempt the Hawai‘i Department of Transportation from preparing Environmental Impact Statements from certain projects (Act 218, 2012) do not include Kahekili Highway.

• Act 50 (2000) which sought to “promote and protect cultural beliefs, practices, and resources of native Hawaiians and other ethnic groups” and required the project proposers under HRS Chapter 343 to consider cultural practices in a cultural impact assessment.

• Act 183 (2005), relating to the protection of important agricultural lands • Act 294 (2006), which called for HRS Chapter 343 process to consider Environmental

Justice in the context of Hawai‘i’s unique ethnic composition. • 13 HAR 275 (2002), Rules Governing Procedures for Historic Preservation Review. • HRS Chapter 128, Hawai‘i Environmental Response Law • HDOT Noise Abatement Policies, last updated 2011.

Hawaii Department of Transportation Appendix B Kahekili Highway Improvements Project 83F-01-09 Issues Raised During Stakeholder Interviews


Appendix B: Issues Raised During Stakeholder Interviews The table that follows summarizes those issues raised during the stakeholder interview period.

Issue Raised By Forum

It may not be possible to achieve consensus with all of the residents on Kahekili Highway improvements

Senator Clayton Hee Senator Jill Tokuda

Stakeholder Interview Stakeholder Interview

The community is split on support for the widening

Councilmember Ernie Martin Councilmember Ikaika Anderson Kahaluu Neighborhood Board Kaneohe Neighborhood Board

Stakeholder Interview Stakeholder Interview Stakeholder Interview Stakeholder Interview

Widening Kahekili will bring unwanted development to the Windward Coast

Representative Jessica Wooley Kahaluu Neighborhood Board Koolauloa Neighborhood Board Kaaawa Community Association KEY Project Hauula Community Association Punaluu Community Association DOE Kahuku/Castle Complex Area Superintendent

Stakeholder Interview Stakeholder Interview Stakeholder Interview Stakeholder Interview Stakeholder Interview Stakeholder Interview Stakeholder Interview Stakeholder Interview

Avoids Kahekili During Rush Hour Representative Ken Ito Senator Jill Tokuda Senator Clayton Hee Ernie Choy, Heeia Harbor Master


The community wants noise mitigation for existing sound walls

Senator Jill Tokuda Stakeholder Interview

The community would like a bike path

Representative Jessica Wooley Kahaluu Neighborhood Board Punaluu Community Association Kaaawa Community Association Majority of Survey Respondents

Stakeholder Interview Letter to HDOT Stakeholder Interview Stakeholder Interview Mail Survey

Kahekili Highway needs safety improvements throughout corridor

Senator Clayton Hee Valley of the Temples Honolulu Police Department Heeia State Park


Kahekili bypasses businesses on Kamehameha Highway

Windward Mall Management Kaneohe Neighborhood Board


Improve access between Kailua and Kaneohe

Windward Mall Management Stakeholder Interview

Parcels do not have direct access from Kahekili Highway

Kamehameha Schools Email and Phone Call to HDOT

Hui Iwa East Signalized Intersection is too congested

Kualoa Ranch Ko‘olaupoko Hawaiian Civic Club


Holiday traffic at Valley of the Temples is too congested

Valley of the Temples Honolulu Police Department


Hawaii Department of Transportation Appendix B Kahekili Highway Improvements Project 83F-01-09 Issues Raised During Stakeholder Interviews


Issue Raised By Forum

Keep the Country Country Lea Albert, Kahuku/Castle DOE Complex Area Superintendent Kahaluu Neighborhood Board Ko‘olaupoko Hawaiian Civic Club

Stakeholder Interview

Concern about noise during construction

Koolau Baptist Academy Stakeholder Interview

Signal timing at intersection of Keaahala Road and Kahekili Highway needs to change

Windward Community College Department of Parks and Recreation Judiciary Rance Tyau Ken LeVasseur

Stakeholder Interview Stakeholder Interview Stakeholder Interview Charette Feedback Charette Feedback

Landscaping needs to be included in project, with proper placement of trees

Kaneohe Outdoor Circle Department of Parks and Recreation


Would like the roundabout to be constructed as proposed at Kahekili and Kamehameha

Representative Jessica Wooley KEY Project


Concern for water quality during construction, impact on Native Hawaiian Fishponds, hydrology

Department of Facility Maintenance Ko‘olaupoko Hawaiian Civic Club Office of Hawaiian Affairs

Stakeholder Interview Stakeholder Interview Stakeholder Interview

Park and Ride Facilities are needed on Kahekili and Kamehameha Highways

Kahaluu Neighborhood Board Kaaawa Community Association Punaluu Community Association Hauula Community Association


Increase transit service Kahaluu Neighborhood Board Majority of Survey Respondents

Stakeholder Interview Mail Survey

The Kahekili/Likelike intersection does not have good sight distance

Honolulu Fire Department Stakeholder Interview

The community can become isolated with flooding, landslides, and fallen utility poles

Representative Jessica Wooley Kaneohe District Court Kahaluu Neighborhood Board


If Kahekili is widened, it needs a median for safety

Honolulu Police Department Stakeholder Interview

If Kahekili is contra-flowed, the fire trucks may not be able to get through

Honolulu Fire Department Stakeholder Interview

During rush hour, ambulances have to cut through Kulukeoe and surrounding neighborhoods to avoid long traffic signal cycles

Emergency Services Department Stakeholder Interview

If the interchange is built, there will be a loss of viewplanes

Koolauloa Neighborhood Board Kaaawa Community Association St. Ann’s School


Hawaii Department of Transportation Appendix C Kahekili Highway Improvements Project 83F-01-09 1990 Record of Decision


Appendix C: 1990 Record of Decision

The Record of Decision from the 1990 EIS, establishing the Preferred Alternative, alternatives considered, basis for the decision on the Preferred Alternative, mitigation commitments, and comments on the 1990 Final EIS is reproduced on the following pages.

Hawaii Department of Transportation Appendix C Kahekili Highway Improvements Project 83F-01-09 1990 Record of Decision

