Statewide Pedestrian Master Plan · mission to provide a safe, efficient and accessible highway...

Prepared for

Highways DivisionDepartment of Transportation

State of HawaiiMay 2013

Statewide Pedestrian Master Plan

This report was funded in part through a grant from the Federal Highway Administration, U.S. Department of Transportation. The views and opinions of the agency expressed herein do not necessarily state or reflect those of the U.S. Department of Transportation.

Intro-1STATEWIDE PEDESTRIAN MASTER PLAN

The State of Hawaii continues its commitment to making pedestrians safer on our roadways with the completion of our Statewide Pedestrian Master Plan. This plan will provide a solid foundation towards re-conceptualizing our highways and road systems to include an improved focus on pedestrian safety and mobility.

A product of years of collaboration between our state Department of Transportation, county governments, police departments, numerous public and private agencies and community groups, the plan will support a multi-modal transportation system that will provide improved balance between pedestrians, bicyclists,

automobiles and other modes of transportation. Most notably, the plan will provide guidance on the best use of financial resources to implement pedestrian safety initiatives and improvements.

In 2010, there were 27 pedestrian fatalities in Hawaii statewide, a 41% increase from the previous year. Prior to 2010, pedestrian fatalities rates had been declining steadily since 2005. From January through July 2011, eleven more pedestrians have tragically lost their lives. This figure shows that there is much more work to be done to improve awareness among pedestrians and motorists alike.

Pedestrian fatalities are often due to simple carelessness and inattentive behavior and the rate of error is shared almost equally among drivers and pedestrians. In August 2011, we commemorated our second annual Pedestrian Safety Month, the only statewide pedestrian safety month in the nation, during which we, along with all of our partners, promoted pedestrian safety through enforcement campaigns, sign-waving activities and community workshops to build public awareness.

We will continue our efforts in the community to improve behaviors that affect pedestrian safety while the Statewide Pedestrian Master Plan will guide our transportation improvement projects and construction into the future.

Sincerely,

Neil Abercrombie Governor State of Hawaii

STATEWIDE PEDESTRIAN MASTER PLANIntro-2

Pedestrian safety continues to be a top priority for the Hawaii Department of Transportation. Hawaii’s goal is a straightforward one, to decrease the number of pedestrian injuries and fatalities statewide. The completion of our Statewide Pedestrian Master Plan will help us to achieve this goal by providing a long-term framework to guide our future highway improvements projects.

The Plan envisions a multi-modal transportation system that provides a safe and well-connected pedestrian network that encourages walking among all ages and abilities. This system would promote a positive pedestrian experience, environmental, economic

and social sustainability, while also fostering healthy lifestyles and energy conservation.

In practice, the Plan will identify the most critical needs of our highway system infrastructure, including safety improvements or repairs, and develop projects to address the problems. It will also prioritize projects for implementation and provide guidance on the most effective use of federal, state and local resources. The Plan’s companion document, the Hawaii Pedestrian Toolbox is currently under development. It identifies best practices in designing for pedestrian safety, mobility and accessibility and will serve as a resource for planners and designers.

All too often we hear about pedestrian fatalities and injuries that could’ve been prevented simply with greater attentiveness. The Plan will not only establish infrastructure and safety guidance for the state, but also include public education and law enforcement strategies to maximize its overall effectiveness.

Many organizations were essential to the creation of this plan, including our federal transportation partners, county governments, our local police departments and community groups too numerous to mention here, but we thank them all for their diligent work towards making Hawaii a safer place for all of us and our families.

Special thanks also go to the members of our Technical Advisory Committee and Citizen Advisory Committee for their recommendations and important advice that proved vital to the creation of the master plan.

Sincerely,

Glenn OkimotoDirectorHawaii Department of Transportation


Table of ConTenTS

Acknowledgements

List of Acronyms and Abbreviations

Executive Summary

1. Introduction and Background1.1 Purpose of the Plan1.2 Vision for the Statewide Pedestrian System1.3 Goals and Objectives of the Plan1.4 Consistency with Plans and Policies

1.4.1 Federal Laws and Policies1.4.2 State Plans and Policies1.4.3 Local Plans and Policies

2. Approach2.1 Plan Development Process2.2 Public Involvement

2.2.1 StakeholderCommittees2.2.2 SmallGroupMeetingsandIndividualInterviews2.2.3 Public Workshops2.2.4 OutreachtoSpecialPopulations2.2.5 Website

2.3 Decision-Making Process

3. Existing Pedestrian Environment3.1 County of Hawaii

3.1.1 StateHighwaysandPedestrianInfrastructure3.1.2 PedestrianSafety3.1.3 Pedestrian-OrientedPopulations

3.2 County of Maui3.2.1 StateHighwaysandPedestrianInfrastructure3.2.2 PedestrianSafety3.2.3 Pedestrian-OrientedPopulations

3.3 County of Kauai 3.3.1 StateHighwaysandPedestrianInfrastructure3.3.2 PedestrianSafety3.3.3 Pedestrian-OrientedPopulations

3.4 City and County of Honolulu3.4.1 StateHighwaysandPedestrianInfrastructure3.4.2 PedestrianSafety3.4.3 Pedestrian-OrientedPopulations

4. Areas of Concern4.1 Methodology4.2 County of Hawaii4.3 County of Maui 4.4 County of Kauai4.5 City and County of Honolulu

5. Recommendations5.1 Solutions Development5.2 Prioritization Process5.3 Recommended Project Solutions5.4 Recommended Program Solutions

6. Implementation6.1 Hawaii Pedestrian Toolbox6.2 Funding Strategies6.3 Performance Measures and Monitoring

AppendicesA Plan and Policy ReviewB Public Involvement SummaryC Existing Conditions ReportD Methodology for Areas of Concern E Areas of Concern Project DescriptionsF Prioritization ProcessG Funding Strategies

STATEWIDE PEDESTRIAN MASTER PLANIntro-4

Stakeholder Category OrganizationPedestrian Get Fit Kauai

Bicyclist PeoplesAdvocacyforTrailsHawaii

Senior AARP

ADA EyeofthePacificGuideDogs/HawaiiCenterforIndependentLiving

Vehicle DTRICInsurance

Transit TransitRider

Education DepartmentofEducation

Student UHDepartmentofUrbanandRegionalPlanningStudent

Developer LandUseResearchFoundationofHawaii

Resident/NeighborhoodBoard Maui Resident

Business Owner HawaiiChamberofCommerce

Health Kaiser Hospital

Tourism OutriggerHotels

Enforcement Honolulu Police Department

Cultural Resource Oahu Aha Moku

PublicatLarge AmericanPlanningAssociation

PublicatLarge General public

aCknowledgeMenTSThe project team would like to express sincere gratitude to all of the public officials, pedestrian advocates, and citizen participants who shared their time, energy, and talents in the development of this Statewide Pedestrian Master Plan.

Technical Advisory CommitteeHDOTDesignBranch

HDOTHighwaySafetyBranchOffice

HDOTProjectCoordinationandTechnicalServices

HDOTTrafficBranch

HDOTHawaiiDistrictOffice

HDOTKauaiDistrictOffice

HDOTMauiDistrictOffice

HDOTOahuDistrictOffice

CountyofHawaiiPlanningDepartment

CountyofHawaiiDepartmentofPublicWorks

CountyofHawaiiMassTransitAgency

CountyofKauaiPlanningDepartment

CountyofKauaiDepartmentofPublicWorks

CountyofKauaiTransportationAgency

CountyofMauiPlanningDepartment

CountyofMauiDepartmentofPublicWorks

CountyofMauiDepartmentofTransportation

CityandCountyofHonoluluDepartmentofTransportationServices

CityandCountyofHonoluluPublicTransitDivision

FederalHighwayAdministration(ex-officio)

Speciality ResourcesDepartmentofLandandNaturalResources

HDOTLandscape

HDOTRightOfWayBranch

HDOTOfficeofCivilRights

DisabilityandCommunicationsAccessBoard(DCAB)


liST of aCronyMS and abbreviaTionS

AADT averageannualdailytraffic

ADA AmericanswithDisabilitiesAct

AOC AreaofConcern

CAC CitizensAdvisoryCommittee

DCAB DisabilityandCommunicationAccessBoard

FHWA FederalHighwayAdministration

FTA FederalTransitAdministration

GIS geographicinformationsystem

HDOT HawaiiDepartmentofTransportation

HSHSP HawaiiStrategicHighwaySafetyPlan,2007thru2012

HSTP HawaiiStatewideTransportationPlan

LED light-emittingdiode

LRLTP Long-RangeLandTransportationPlan

MAP-21 MovingAheadforProgressinthe21stCenturyAct

mph miles per hour

Plan Statewide Pedestrian Master Plan

POP pedestrian-orientedpopulations

SRTS SafeRoutesToSchool

STIP StatewideTransportationImprovementProgram

TAC TechnicalAdvisoryCommittee

TAP TransportationAlternativesProgram

USDOT UnitedStatesDepartmentofTransportation

WWH Walk Wise Hawaii

In the town of Naalehu, there is sidewalk on the makai side of Mamalahoa Highway.


executive Summary

A pedestrian bridge in Eleele, Kauai allows pedestrians to cross the road above traffic

ES-1STATEWIDE PEDESTRIAN MASTER PLAN

Hawaii’s integrated and multi-modal transportation system provides a safe and well-connected pedestrian network that encourages walking among all ages and abilities. The system: • Promotes a positive pedestrian

experience• Promotes environmental, economic

and social sustainability• Fosters healthy lifestyles• Conserves energy

More people in Hawaii choose to walk for both transportation and recreation as a result of enhanced walking environments, mobility, accessibility, safety, and connectivity throughout the transportation system.

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exeCuTive SuMMary As identified in the Hawaii Strategic Highway Safety Plan, 2007 thru 2012, Hawaii has experienced a high level of pedestrian fatalities. Between 2000 and 2009, Hawaii had an average of 2.4 pedestrian deaths per 100,000 people; the national average is 1.3.

TheStateofHawaiiDepartmentofTransportation

(HDOT)recognizedtheneedtocomplementother

programsthataddresspedestriansafetybypreparing

acommunity-basedStatewidePedestrianMasterPlan

(Plan)forthestate’shighwaysystem.

ThePlan’scomprehensiveapproachnotonlyfocuses

onimprovingpedestriansafety,itevaluateswaysto

enhancepedestrianmobilityandaccessibilitytohelp

createamulti-modaltransportationsystem.ThePlan

servesasonecomponentofimplementingtheHDOT’s

missiontoprovideasafe,efficientandaccessible

highwaysystem.ThePlanalsoprioritizespedestrian

infrastructureimprovementsandprograms,promotes

theCompleteStreetsvisionforthestate,andfulfills

federalrequirementsformultimodalplanning.

This Plan identifies ways to improve pedestrian safety

through the:

• Engineeringofinfrastructurechanges

• Educationofpedestriansanddrivers

• Encouragementofbetterpedestriananddriver

awareness

• Enforcementofexistingpedestrianlaws

• Evaluation andplanningofnewprojectsandprograms

• Equityinservingthediverseneedsofpedestrians

Vision for the Pedestrian SystemThevisionandgoalsforHawaii’spedestriansystemwere

developedbythestakeholders(thatis,theTechnicalAdvisory

Committee[TAC]andCitizensAdvisoryCommittee[CAC]),

incoordinationwiththeHDOT.Goalswereformulatedto

implementthevisionandmaintainconsistencywithother

HDOTtransportationsystemgoals.Thevisiondevelopedby

theTACandCACisasfollows:

STATEWIDE PEDESTRIAN MASTER PLANES-2

areas of Concern (aoC)

Areas of Concern are places where pedestrian improvements are needed to improve accessibility, safety, and connectivity, or to provide access to pedestrian-oriented populations.

Public Meeting in Hilo, HI

Plan Formulation and Public InvolvementThemajortasksinformulatingthePlanareshownin

FigureES-1.Formulationincludedasteppedprocess

designedtogainvalidationbykeystakeholdersalong

theway.Therewasextensivepublicinvolvement

throughprojectcommittees(theTACandCAC),

outreachtothegeneralpublic,andtheuseofaproject

website www.hawaiipedplan.com.TheTACincluded

technicalstaffoffederal,state,and

localagenciesandjurisdictions

withinterestintheproject.

TheCACprovidedabalanced

representationofstakeholder

interests,affectedcommunities,

geographicareas,ages,and

diversepopulations,aswellasa

communicationlinkwiththose

interestsandcommunities.

CharteringMeeting

TAC CAC

CAC CAC CACTACTACTAC

2010 2011

TAC CAC TAC

Review ExistingConditions

Establish Criteria for AOCs and Prioritization

ID Areasof Concern

Develop ProjectList and Funding

Strategies

TASK EIGHTTASK SIXTASK FOUR

TASK FIVE

TASK THREETASK TWO TASK SEVEN

DevelopPerformance

Measures

Develop Vision, Goals, Objectives and Design Guidelines

ID andPrioritizeSolutions

PublicWorkshops

PublicWorkshops

Technical Advisory Committee Meeting

Citizens Advisory Committee Meeting

TAC CAC

TASK ONEStatewide Pedestrian Master Plan

TAC

FIGURE ES-1MajorTasksandTimelineofProject


Rank ID # Project Name Description Potential Solution

1 O-9

Vineyard Boulevard, at Queen Emma Intersection, Oahu

ThereisconsiderablepedestrianactivityintheareaoftheVineyardBoulevard/QueenEmmaStreetintersectionwithtwoschoolsandseniorhousingnearby.2004-2008crashdata indicates that most crashes occurred whentherewasaconflictbetweenturningvehiclesandpedestrianscrossingVineyardBoulevard.

Reviewthetrafficsignaltimingto determine whether a leadingpedestrianintervalisfeasible,addadditionalsignagetoalertdriversofpedestrians,and implement Walk Wise Hawaii(WWH),aneducationalprogramtoeducatethesurroundingcommunityaboutpedestriananddriverawareness.

5 K-2

Kuhio Highway, between Wilcox Memorial Hospital and Hanamaulu Road, Kauai

ThereisaconcernforpedestrianswalkingalongthissectionofKuhioHighway,wheretherearenosidewalks,erodingsectionsofsidewalk,andabridgewithnarrowshoulders.

Improvepedestrianconnectionsbyreplacingerodedsidewalks,closingsidewalkgaps,andreplacingthefootbridgealongKuhioHighwayfromWilcoxMemorialHospital to Hanamaulu Road.

10 H-3Mamalahoa Highway, Naalehu, Hawaii

ThemaukasideofMamalahoaHighwaylacksadequatepedestrianfacilitiesinNaalehu.Althoughthemakaisidehasasidewalkingoodcondition,itdoesn’tcontinuewestthroughthetowncenter.Thesitewouldbenefitfromadditionalsidewalkstoenhancepedestrianconnectivityfromtheparks,school,andservices.

ImprovepedestrianconnectivitybyclosingsidewalkgapsalongMamalahoaHighwaythroughthetownofNaalehutoOhaiRoad.

12 M-2Kaahumanu Avenue, Kahului, Maui

TheareaalongKaahumanuAvenuewherethesidewalkisdiscontinuouscreatesagapforpedestrianconnectivity.Intheseareas,peopleeitherwalkalongaprivateparkinglot,inthebikelane,orinthelandscaping.

FillsidewalksgapswiththeadditionofsidewalksorwalkwaysalongKaahumanuAvenuebetweenWharfStreetandKainaniStreet.Developwayfindingsignageforvisitorsin the area.

The following table illustrates the top project recommendation for each island from the prioritization process. A full list of prioritized projects can be found in Chapter 5.

Prioritized Areas of Concern Asaresultofthecommunity-basedplandevelopmentprocess,

aprioritizedlistof31areasofconcernwasidentified.Thekey

factorsfordeterminingtheareasofconcernwerelocations

wherethereare:

1. Gapsinthepedestriansystem

2. Highconcentrationsofpedestrian-orientedpopulations

(elderly,youth,low-income,andhouseholdswithnoaccess

tovehicles)

3. Pedestrianhotspots(pedestriancrashes)

4. Needsforimprovedaccessibilitytopedestrianattractors,

suchasschools,shoppingcenters,employmentcenters,

communitycenters,hospitals,andtouristdestinations

Thesefactorsweredeterminedbydevelopinganinventory

oftheexistingpedestrianenvironment.Theconditions

reviewedwereexistingpedestrianfacilities,landuse,transit

routes,pedestrianattractors,classificationofroadways,

censuscharacteristics,andlocationsofpedestriancrashes.

Theexistingconditions,whichwerereviewedandvalidated

bythestakeholdercommitteesandthepublic,providedthe

foundationfortheidentificationoftheareasofconcern.


ImplementationTheHDOTiscommittedtoensuringthattheworkdescribed

inthisPlanleadstoimplementationofprojectsandprograms

thatwillbenefitpedestriansthroughoutthestate.TheHDOT

willmoveforwardwiththreestrategiestoensureeffective

implementationofthisPlan:

1 – Referencing best practices in pedestrian-oriented design.TheHawaiiPedestrianToolbox,acompaniondocumenttothisPlan,wasdevelopedtoidentify

bestpracticesindesigningforpedestriansafety,mobility,and

accessibility,includinglayoutofsidewalks,presenceandtiming

ofpedestriancrossingsignals,accessmanagementalong

roadways,andintersectiondesign.TheHawaiiPedestrian

Toolboxwillserveasaresourceforplannersanddesigners

seekingtoprovidebetterconsiderationforpedestriansin

design.

2 – Seeking funding for projects.Fundingisscarceforalltypesoftransportationprojects.Sixmethodsareidentified

topursuefundingorensurethattheprojectand/orprogram

identifiedgetsimplemented.

1. Determinewhichpedestriansolutionscanbeimplemented

aspartofanotherprojectorprogramthatisalready

programmed.

2 Determinewhichpedestrianimprovementscanbe

implementedaspartofmaintenanceimprovements.

3. Createanindividualstand-aloneproject,ifanimprovement

can’tbeimplementedaspartofanotherroadwayproject.

4. Lookforfederalfundingopportunities.

5 EvaluatethepotentialforPublic-PrivatePartnerships.

6. Recommendthatnewdevelopmentsincorporate

appropriatepedestrianimprovements.


Pedestrian Mall in Chinatown, Honolulu

Extra wide pedestrian crosswalk in Downtown, Honolulu

3 – Monitoring the performance of this Plan. Performancemeasuresareusedforevidence-based

decisionmakingandforecasting,aswellasmonitoring

progresstowardslong-termgoalsandobjectives.

PerformancemeasuresweredevelopedbytheTACand

CACthatarealignedwitheachgoalandobjective.The

HDOTiscommittedtomonitoringandevaluatingthe

performanceofthisPlan.


An advance pedestrian warning sign near Downtown, Honolulu


CHaPTer 1Introduction and Background

Roadway and pedestrian facilities along Kuhio Highway in Lihue, Kauai

1-1STATEWIDE PEDESTRIAN MASTER PLAN

ThisPlanhelpstofulfillthevisionoftheHawaii Strategic

Highway Safety Plan, 2007 thru 2012 (HSHSP)ofreducing

traffic-relateddeaths.ThisPlanhasbeendevelopedthrough

acommunity–basedprocessandidentifieswaystoimprove

pedestriansafetythroughthe:

• Engineering ofinfrastructurechanges

• Education ofpedestriansanddrivers

• Encouragement ofbetterpedestriananddriverawareness

• Enforcement ofexistingpedestrianlaws

• Evaluationandplanningofnewprojectsandprograms

• Equityinservingthediverseneedsofpedestrians

1. inTroduCTion and baCkgroundThe Statewide Pedestrian Master Plan (Plan) is a comprehensive strategy developed by the State of Hawaii Department of Transportation (HDOT) for improving pedestrian safety, mobility, and accessibility along state highways throughout Hawaii.

Pedestrianfacilitiesareacriticalpartofawell-functioning

transportationsystem.Everytravelerisapedestrianatsome

pointduringtheirtrip,ifonlywhentravelingtoandfrom

motorizedvehicles.Theextenttowhichtravelersdependon

pedestrianfacilitiesvaries—sometravelersdrivemostofthe

time,othersusepublictransportation,andstillotherscannot

orchoosenottodrive,andthereforedependmoreheavilyon

thepedestriansystem.Regardlessoftheneedsofindividual

travelers,allusersofthetransportationsystembenefitfrom

asafe,well-connected,andwell-maintainedpedestrian

network.

Pedestrian: Hawaii State law defines a Pedestrian as:

“Any person who is afoot or who is using a wheelchair or a means of conveyance propelled by human power other than a bicycle”

Pedestrian facility: Infrastructure that is designed specifically for use by a pedestrian. These include:• Sidewalks• Crosswalks (signalized and non-signalized)• Shared use paths

Highway shoulders are not specifically designated and designed for use by pedestrians, and are therefore not considered pedestrian facilities in the context of this Plan.

State Highways:

Roadways, highways and freeways under the jurisdiction of the HDOT, Highways Division. State highways are typically arterials and/or higher speed roadways.

Complete Street: A transportation facility that is planned, designed, operated, and maintained to provide safe mobility for all users, including bicyclists, pedestrians, transit riders, movers of freight, and motorists appropriate to the function and context of the facility.

key d

efinifTio

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STATEWIDE PEDESTRIAN MASTER PLAN1-2

Figure1-1depictsstatehighwayswithineachcountyoftheStateofHawaii.ThisPlanseekstorecognizeandincorporatethe

diversityofthestate,andprovidesolutionsforeachcountythatareappropriatetoitscontext.

FIGURE 1-1 HawaiiStateHighwaysbyCounty

Diversity of the transportation system in Hawaii.

LegendState Highways

$0 40 80 Miles

1 in = 40 miles


$0 40 80 Miles

1 in = 40 miles

County of Kauai

City and County of Honolulu

County of Hawaii


$0 40 80 Miles

1 in = 40 milesLegendState Highways

$0 40 80 Miles

1 in = 40 miles

County of Maui

Each county within the state differs by

population, demographics, use of the

transportation system, and desire for change.


1.1 Purpose of the PlanThepurposeofthePlanistoimprovepedestriansafetyand

enhancepedestrianmobilityonstatehighways.Theneedfor

thisplancomesfromthehighlevelofpedestrianfatalitiesin

Hawaii,asidentifiedintheHawaiiStrategicHighwaySafety

Plan,2007thru2012.Morerecently,theAllianceforBiking

andWalkinglistedHawaiiasthe8thhigheststateinthenation

foroveralllevelsofbicyclingandwalking,butasonlythe30th

forpedestriansafety.1Between2005and2007,Hawaiihad

anaverageof5.5pedestriandeathsper

10,000pedestrians,whilethenational

averageis5.6.1Mostofthepedestrian

fatalitiesthathaveoccurredinHawaiiin

thepastdecadehavebeeninurbanized

areasandmostofthemhaveinvolved

apedestrian65yearsorolder.Many

pedestriancrashesinvolvedcollisions

betweenpedestriansandvehiclesin

crosswalks.

ThisPlanservestheHDOT’s

missiontoprovideasafe,

efficientandaccessiblehighway

system.Ithelpstoprioritize

pedestrianinfrastructureimprovements

andprogramsthroughoutthestate,promotetheComplete

Streetsvisionforthestate,andfulfillfederalrequirementsfor

multimodalplanningasdescribedbelow.

Prioritizing pedestrian improvements.ThePlanidentifies

31projectsthatwillimprovepedestriansafetyandmobility

aroundthestate.Approximatelyhalfofthesolutionsidentified

addressgapsinthepedestriansystemandapproximatelyhalf

involveintersectionswithmultiplecrashes.Theseprojects

wereidentifiedthroughatechnicalanalysisandthoroughly

vettedwithstakeholdersandcommunitiesthroughout

thestate.Chapter4explainstheprocessforidentifying

theareasofconcern,Chapter5describestheprojectand

programrecommendations,andChapter6describesthe

implementationprocessforthePlan.ThePlanwillprovide

guidanceonefficientandeffectiveuseoffederal,stateand

localresourcestoimplementpedestrianinitiatives.

Advancing Complete Streets.Allstateandcounty

transportationagenciesarerequiredbystatelawtoadopt

aCompleteStreetspolicy.TheHDOTadoptedaComplete

Streetspolicythatrequiresconsiderationofalltransportation

modeswhendesigning

neworrenovated

transportationfacilities.

ThisPlanhelpsto

advancethefulfillment

oftheCompleteStreets

policybyprioritizing

improvementstothe

pedestriansystem;asmorepedestrianfacilitiesareadded

orimproveduponstatehighways,thetransportationsystem

becomesmorecompleteandcreatesanenvironmentthat

reducesriskandsupportsthesafemovementofpeoplebyall

modes.

Pedestrian sign waving event in Honolulu, HI.

1 AllianceforBiking&Walking.2010BenchmarkingReport.http://www.peoplepoweredmovement.org/site/index.php/site/memberservices/C529


1.2 Vision for the Statewide Pedestrian SystemBasedonthepurposeofthePlan,thevisionforthestatewide

pedestriansystemwasdevelopedtobeconsistentwiththe

existinggoalsdefinedintheHawaiiStatewideTransportation

Plan(HSTP)andthedraftStatewideLong-RangeLand

TransportationPlan(LRLTP).Thevisionwasdeveloped

throughaniterativeprocess,withinputfromtwostakeholder

committees,theTechnicalAdvisoryCommittee(TAC)andthe

CitizenAdvisoryCommittee(CAC).TheTACincludedtechnical

staffoffederal,state,andlocalagenciesandjurisdictions

withinterestintheproject.TheCACwasformedthroughan

applicationprocessandismadeupofcitizensthroughout

thestate.TheCACprovidedabalancedrepresentation

ofstakeholderinterestsandaffectedcommunities,

geographicareas,ages,anddiversepopulations,aswellasa

communicationlinkwiththoseinterestsandcommunities.

MoreinformationontheCACandTACisprovidedin

Section2.2.

Fulfilling Federal Planning Requirements.ThePlanfulfills

federalandstaterequirementsbyconsideringpedestrian

needsandconcernsintothetransportationplanningprocess.

TheFederallawsenactedundertheMoving Ahead for

Progress in the 21st Century Act of 2012(MAP-21)continued

fundingandresourcesformultimodaltransportationoptions

authorizedunderthepriorlegislation.2MAP-21continuesto

buildonandrefinemanyoftheexistinghighway,transit,bike,

andpedestrianprogramsandpolicies.

Additional Benefits.ThePlanwillhelptoimprovethequality

oflife,environment,andlivabilityofHawaii’scommunities.

Itwillbenefitcommunitiesthroughoutthestatebyproviding

optionsforresidentstoincorporatemoreactivityintodaily

life.Studiesshowthatprovisionofinfrastructureforwalking

andbicyclinghasadirectinfluenceonimprovingpublichealth,

particularlybydecreasinglevelsofobesityanddiabetes.

IncreasingpedestrianinfrastructureinHawaiimaynotonly

improvepublicsafetybutmayalsocontributetoimproving

publichealththroughoutthestate.Thegoalsandobjectives

listedinthisPlanarealignedwiththeHealthyHawaiiInitiative

oftheDepartmentofHealthandwiththeNutritionand

PhysicalActivityCoalition,whoseektoimprovepublichealth

throughencouraginggreateramountsofphysicalactivity.

Anotherbenefitofprovidingpedestrianinfrastructureis

offeringtransportationchoicesforresidentsandvisitors

thatreducerelianceonsingle-occupantvehicles,which

canimproveenergyefficiencyintravelandlessenvehicle

emissions.

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Hawaii’s integrated and multi-modal transportation system provides a safe and well-connected pedestrian network that encourages walking among all ages and abilities. The system:

• Promotes a positive pedestrian experience

• Promotes environmental, economic and social sustainability

• Fosters healthy lifestyles

• Conserves energy

More people in Hawaii choose to walk for both transportation and recreation as a result of enhanced walking environments, mobility, accessibility, safety, and connectivity throughout the transportation system.

TRANSPORTATION

ENVIRONMENT HEALTH AND SAFETY

2 PublicLaw112-141,July6,2012


To Support Hawaii’s Safe And Integrated Multimodal Transportation System

goal 1:Improve pedestrian mobility and accessibility.Objectives:A.Increasepedestrianactivity.B.EncourageuseoftheHawaiiPedestrianToolbox.C.Implementprojectsalongstatehighwaystoenhancemobilityand

accessibility.D.Improvemaintenanceofpedestrianfacilities.

goal 2: Improve pedestrian safety.Objectives:A.Reducethenumberofcrashesandfatalitiesinvolvingpedestrians.B.Increasedriverandpedestrianknowledgeoflaws,legal

requirements,rights,andresponsibilities.C.Modifydriverandpedestrianbehaviorstoimprovepedestrian

safety.D.Usebestpracticesfordesignandoperationofallpedestrian

crossings.

goal 3:Improve connectivity of the pedestrian network.Objectives:A.Supportdevelopmentofseamlessandcontinuouspedestrian

networksalongstatehighwayswithconnectionstopaths,walkways,trails,transitcenters,railstations,andotherpedestrianfacilities.

B.Encouragepedestrianconnectivityacrossjurisdictions.C.SupportSafeRoutestoSchoolprogramstoencouragemorestudents

towalktoandfromschool.

To Protect and Enhance Hawaii’s Unique Environment and Quality of LIfe

goal 4:Promote environmental benefits of walking.Objectives:A.Broadenpublicawarenessabouttheenvironmentalbenefitsof

pedestriantravel.B.Reduceoverallvehiclemilestraveledthroughincreasedpedestrian

trips.C.Increasetheuseofothermodesoftransportationthatreducethe

useoffossilfuels.D.Integratepedestrianfacilitydesignwiththenaturalenvironmentto

thegreatestextentpossible.

goal 5: Encourage walking to foster healthy lifestyles.Objectives:A.Broadenpublicawarenessaboutthehealthbenefitsofwalking/

pedestriantravel.B.Improvepublichealththroughencouragementofwalking.C.Supportcommunity-basedeventssuchasfunruns,walks,

parades,andotherpedestrian-basedactivitiesthatencouragewalkingfordailyexerciseandsocialization.

To Encourage The Transportation System’s Support of Hawaii’s Economy And Future Growth Objectives

goal 6: Enhance communities and economic development by creating pedestrian-oriented areas and positive pedestrian experiences.Objectives:A.Encourageprioritypedestrianinfrastructureinvestmentin

communitiesthatareinhigh-densityresidential,visitor/touristlocations,and/orthathavehigherpedestrian-orientedpopulations(seniors,youth,low-income,andhouseholdswithnoaccesstovehicles).

B.EncouragereferencetoanduseoftheHawaiiPedestrianToolboxtocreatepedestriansettingsthatprovideapositivepedestrianexperienceandattracthighlevelsofactivity.

C.Requiredevelopmentprojectstoincludepedestrianinfrastructurefortheappropriatelanduseandfacility.

To Support The State’s Energy Efficiency Goals

goal 7: Promote and support walking as an important transportation mode that reduces overall energy use.Objectives:A.Strengthenpublicawarenessabouttheenergyconservation

benefitsofwalking.B.Increasetheuseofothermodesoftransportationthatreducethe

useoffossilfuels.C.Reduceresidentandvisitormotorvehiclefueldemandtohelp

meet2030targetsforenergyefficiency.D.EncourageSmartGrowthdevelopmentwithcoordinatedlanduse

andtransportationplanning.

1.3 Goals and Objectives of the PlanTheprojectteam,TAC,andCACdevelopedthefollowingoverarchinggoalsforthestatewidepedestriansystem.These

goalsimplementthevisiondescribedonthepreviouspageandarealignedwiththeHDOT’soverarchinggoalsfortheland

transportationsysteminthestate.Theobjectivesprovideguidanceonhowtoachieveourgoals.Theyarespecificallydeveloped

tobemeasurablesothatthePlan’seffectivenessandperformancecanbeevaluatedovertime.

goalS and objeCTiveS for THe STaTewide MaSTer Plan


1.4 Consistency with Plans and PoliciesAsmentionedbrieflyinSections1.1and1.2,itwasimportant

forthevision,goals,andobjectivesofthePlantobealigned

andconsistentwithrelevantfederal,state,andlocalplansand

policies.Morethan20federal,state,andlocalplans,policies,

andprogramswerereviewedandevaluatedforrelevance

tothisPlan’sdevelopmentprocess.AppendixA,Planand

PolicyReview,containsasummaryoftheplans,policies,

andprogramsthatwerereviewed.Thefollowingparagraphs

identifykeyplans,policies,andprogramsandhowthePlan

maintainsconsistencyacrossthem.

1.4.1 Federal Laws and PoliciesFederaltransportationstatuteandregulationsprovide

directionandfundingmechanismsforstatewideandregional

plansandprograms.Federaltransportationplanning

regulationsareintentionallybroadtoallowtheStatesand

MetropolitanandRegionalPlanningOrganizations(MPOs

andRPOs)theflexibilitytotailorpolicyimplementationthat

worksbestforthoseplaces.ThePlanfulfillstherequirements

offederallawssuchasMAP-21andtheAmericanswith

DisabilitiesAct,andthe2010USDOTpolicystatementon

accommodatingbicyclesandpedestrians.

TheFederallawsenactedundertheMoving Ahead for

Progress in the 21st Century Act of 2012 (MAP-21)continued

fundingandresourcesformultimodaltransportationoptions

authorizedunderthepriorlegislation.2MAP-21continuesto

buildonandrefinemanyoftheexistinghighway,transit,bike,

andpedestrianprogramsandpolicies.Tostreamlinefederal

highwaytransportationprograms,anewprogramcalled

TransportationAlternativesProgram(TAP)wasestablished

toprovideforavarietyofalternativetransportationprojects

thatwerepreviouslyeligibleactivitiesunderseparatelyfunded

programs.ThepurposeofthePlan,aswellasthedevelopment

ofprojectsolutions,isconsistentwithMAP-21general

guidance.

The Americans with Disabilities Act of 1990fallsunderTitle

42oftheUSCodeChapter126.TheADAprovidesregulatory

policythatprohibitsdiscriminationonthebasisofdisability.

Thepolicyrequiresthatstatetransportationfacilitiesinclude

designmeasuresthatallowaccessforpersonswithdisabilities

including,butnotlimitedto,mobility,visual,hearing,

cognitive,orotherimpairments.ThePlanprovidesdesign

guidanceandprojectsolutionsthatensureconsistencywith

ADAdesignstandardsandguidelinesthatreflectthesafety

andconnectivityneedsforpersonswithdisabilities.

TheUSDOTPolicy Statement on Bicycle and Pedestrian

Accommodation Regulations and Recommendations

encouragesstateDOTstoconsidertheinclusionofpedestrian

facilitiesonstateroutesandtransportationfacilities,and

integratepedestrianfacilitiesintotransportationsystemsas

anincentivetomeetfederalfundingeligibilities.ThePlan’s

purposeisconsistentwiththeUSDOTpolicytoincorporate

safeandconvenientwalkingandbicyclingfacilitiesinto

transportationprojects.Transportationagenciesare

encouragedtogobeyondminimumstandardstoprovidesafe

andconvenientfacilitiesforthesemodes,whenfeasible.2PublicLaw112-141,July6,2012

County of KauaÿiPlanning DepartmentNovember 2000


thegoalsandpoliciesadoptedinlocalplanningdocuments

incommunitiesthroughoutthestateandsupportspolicies

providedinlocalplanningdocuments,suchasthefollowing:

• CountyofHawaiiGeneralPlan(2005)

• HawaiiLong-RangeLandTransportationPlan(1998)

• OahuGeneralPlan(2006)

• OahuRegionalTransportationPlan2035(2011)

• OahuBikePlan(2012)

• CountyofMauiGeneralPlan2030–CountywidePolicy Plan(2010)

• JointState/CountyMauiInterimTransportationPlan(2002)

• MauiLong-RangeLandTransportationPlan(1997)

• MauiIslandPlan(2009draft–notyetadopted)

• CountyofMauiBusRoutesandBusRoute Assessment(2008)

• CountyofKauaiGeneralPlan(2000)

• KauaiLong-RangeLandTransportationPlan(1997)

Eachplanspecifiesgoalsandpoliciesforvariouselements

andlong-termneedsthatreflectthecommunities’desires.

Guidanceforlanduseregulationsandthecharacterofnew

developmentsisoftenprovided.Allplansencouragethe

developmentofabalancedmultimodaltransportationsystem.

1.4.2 State Plans and PoliciesStatewideplansandpoliciesprovideageneralpolicy

frameworkfortransportationplanningandprovidedirection

forprojectandprogramimplementation(includingguidelines

andstandards)forHawaiistateroadwayfacilities.Theseplans

andpoliciescanalsoserveasexamplesforcountiesandcities

withinthestateforthedevelopmentoftheirownpolicies,

guidelines,andstandards.

ThePlanisaresultofstatewidepolicydirectionidentifiedin

theHSTPandtheHSHSPthatcallsforimprovingsafetyand

mobilityonthestatehighwaysystem.

TheHawaii Statewide Transportation Planlinksbroadpolicy

goalswithspecificactionitems.Itprovidesthefoundation

thatconnectstheseactionitemswiththetransportation

planningdoneattheregionalandcountylevels.Thegoalsand

objectivesforthisPlantiedirectlytothegoalsandobjectives

oftheHSTP.

TheHawaii Strategic Highway Safety Plan, 2007-2012

addressesissuesrelatedtoimprovingtrafficsafetydata

collection,increasingtrafficsafetyawareness,andother

crucialtrafficsafetyissues.Improvinghighwaysafetyisa

keycomponentstrategyoftheHSHSPandanimportant

componentofthisPlan.Safetywasincludedasafactorusedto

identifypedestrianareasofconcernaswellasinthecritieria

toprioritizetheprojectandprogramsolutions.

ThisPlanisalsoalignedwithpoliciesinthedraftStatewide

Long-RangeLandTransportationPlan(LRLTP),BikePlan

Hawaii,andtheHawaiiStatewideTransportationImprovement

Program(STIP).Otherstatepoliciesandprograms,suchas

theNaAlaHeleTrailsandAccessProgram,werereviewedfor

consistencyandpedestrianconnectivity.

1.4.3 Local Plans and PoliciesRegionalandlocalplansandpoliciesaremorespecificthan

federalorstatewideplansandpoliciesinthattheyaddress

asmallergeographyanddefinespecificprojectsforspecific

communitycontexts.Someofthelocalplansoutlinespecific

pedestriantransportationimprovementprojects.Although

thisPlanaddresseshighwayfacilitiesundertheHDOT’s

jurisdiction,theseregionalandlocalplanswereusedtoinform

thedevelopmentofthePlan.ThePlanisconsistentwith

Each slipper in the Walk Wise Hawaii display represents a pedestrian fatality from November 2001 to June 2010 in Hawaii (a total of 240 pedestrian deaths).


The median refuge island provides a cut-through for accessibility and shortens the crossing distance at this wide intersection in Honolulu.


CHaPTer 2Approach

Residents give input on the areas of concern at a public meeting on Kauai


2. aPProaCH

This section provides an overview of the methodology used to develop the Plan. It describes the major tasks in the plan development process, the public involvement efforts, and the decision-making process.

2.1 Plan Development ProcessDevelopmentofthePlanwasinitiatedinFebruary2010

andcontinuedthroughSeptember2011,culminatinginthe

preparationofthisdocumentandtheHawaiiPedestrianToolbox.

Figure2-1depictstheprocessofmajorworktasks;eachtask

isdescribedonthenextpage.Thisdocumentaddressesand

providesguidanceforimprovementsoftheHDOTpedestrian

facilitieswithintheCityandCountyofHonolulu,theCounty

ofHawaii,theCountyofMaui,andtheCountyofKauai(the

islandsofNiihauandKahoolawedonothaveanystatehighway

facilitiesandwerenotincludedinthedevelopmentofthisPlan).

Itdoesnotaddressexistingconditionsofthepedestriansystem

oncountyorcity-ownedfacilities.However,themethodologies

usedinthePlancouldbeappliedinasimilarwaytocountyand

city-levelplanning.

Figure 2-1 depicts the workflow and timeline of the project. Each task is described in more detail on the next page.

CharteringMeeting

TAC CAC

CAC CAC CACTACTACTAC

2010 2011

TAC CAC TAC

Review ExistingConditions

Establish Criteria for AOCs and Prioritization

ID Areasof Concern

Develop ProjectList and Funding

Strategies

TASK EIGHTTASK SIXTASK FOUR

TASK FIVE

TASK THREETASK TWO TASK SEVEN

DevelopPerformance

Measures

Develop Vision, Goals, Objectives and Design Guidelines

ID andPrioritizeSolutions

PublicWorkshops

PublicWorkshops

Technical Advisory Committee Meeting

Citizens Advisory Committee Meeting

TAC CAC

TASK ONEStatewide Pedestrian Master Plan

TAC

FIGURE 2-1WorkflowandTimelineofProject


Task 1: Team Chartering

Thistaskincludeddefiningtheproject,conveningtheTACandtheCAC,developingthePublicInvolvementProgram,definingtheprojectdecision-makingstructure,andestablishingthegoalsoftheproject.

Task 2: Review of Existing Conditions

Thistaskincludedcreatingastatewideinventoryofpedestrianfacilities.Thisprovidedthebasisforidentifyingneedsforimprovementsduringlatertasks.Thereviewwasdoneintwoways:throughaninventoryofGeographicInformationSystems(GIS)dataandthroughinputfrommembersoftheTAC,CAC,andpublic.TheresultsoftheexistingconditionsinventoryandamoredetaileddescriptionofthemethodologyareincludedinChapter3.Task2alsoincludedareviewoffederal,state,andlocalregulatoryandpolicyrequirementsrelatedtopedestrianandmultimodaltransportationfacilitiestoensureconsistencywithplandevelopment.

Task 3: Establish Criteria for Areas of Concern and Prioritization

Thistaskfocusedonestablishingfactorstoidentifytheareasofconcern,aswellasestablishingcriteriaforprojectandprogramprioritization.Itwasimportanttoconductthistaskearlytoensuretransparencyandpreventbiasintheprojectselectionandprioritizationprocessinsubsequenttasks.Stakeholderswereheavilyinvolvedinthisstepoftheprocess.ThemethodologyusedtodeveloptheareasofconcernfactorsandtheprioritizationcriteriaaresummarizedinChapters4and5respectively.

Task 4: Identify Areas of Concern

ThistaskinvolvedtheexaminationofexistingconditionscompletedinTask2inlightofthefactorsdevelopedinTask3.GISanalysesandstakeholderinputwereusedtodevelopthelistofareasofconcern.AdetailedlistoftheareasofconcernforeachcountyandthemethodologyusedtoidentifythemareprovidedinChapter4.

Task 5: Develop Policy and Design Guidelines

Thistaskfocusedondevelopingpolicyguidance,aswellasasetofdesignguidelinesandbestpracticeapproaches.Thevision,goals,andobjectivesprovidethepolicyframeworkforthePlanandareshowninChapter2.ThecompaniondocumenttothePlan,theHawaiiPedestrianToolbox,containsthedesignguidelinesandbestpracticesforpedestrianplanning,design,operation,andeducation.

Task 6: Identify and Prioritize Solutions

ThistaskidentifiedprojectsandprogramstoaddresstheidentifiedneedswithintheareasofconcernandprioritizedsolutionsbasedoncriteriaestablishedinTask3.ThecriteriafortheprioritizationandresultsaresharedinChapter5.

Task 7: Develop Project List and Funding Strategies

Thistaskfocusedonimplementationrecommendationsfortheprioritizedlistofprojectsandprograms.ThefundingstrategyandpotentialsourcesaresharedinChapter6.

Task 8: Develop Performance Measures

Thistaskidentifiedindicatorstobeusedasperformancemeasures,alignedwiththegoalsandobjectivesofthePlan.TheimportanceofperformancemeasuresandongoingevaluationofthePlanarediscussedfurtherinChapter6.

Plan develoPMenT ProCeSS


2.2 Public Involvement ThedevelopmentofthisPlanhasincludedextensive

publicinvolvementthroughprojectcommittees,aproject

website,andoutreachtothegeneralpublic.Inaddition,the

projectteammadespecificeffortstocommunicateproject

informationtomembersofTitleVIandEnvironmentalJustice

communities.Thefollowingsectionsummarizespublic

involvementactivities.MoredetailcanbefoundinAppendix

B,PublicInvolvementSummary.

2.2.1 Stakeholder CommitteesTheextensivepublicinvolvementactivitiesfortheproject

includedbothaTACandaCAC.TheTACincludedtechnical

staffoffederal,state,andlocalagenciesandjurisdictions

withinterestintheproject.Agenciesrepresentedincluded

HDOTprogrambranches,HDOTDistrictOffices,Countyof

Hawaii,CountyofMaui,CountyofKauai,CityandCountyof

Honolulu,FHWA,theDisabilityandCommunicationsAccess

Board,andtheDepartmentofLandandNaturalResources.

ResponsibilitiesoftheTACincludedrepresentingtheinterests

oftheiragenciesorjurisdictionsingroupdeliberations,

communicatingprojectprogresstotheirelectedorappointed

officials,reviewingprojectdeliverables,andproviding

recommendationstotheHDOT.

TheCACprovidedabalancedrepresentationofstakeholder

interests,affectedcommunities,geographicareas,

demographics,ages,anddiversepopulations,aswellasa

communicationlinkbetweentheprojectteamandlocal

interestsandcommunities.TheselectionoftheCACmembers

wasmadethroughanadvertisedapplicationprocess.

Membersincludedthegeneralpublic,affectedcitizens

groups,representativesoflocalandregionalbusinessand

laborsectors,andadvocatesforkeyinterests,including

differentmodes,environmentalrepresentatives,andcivic

groups.TheCACincludedrepresentativesfromminorityand

disadvantagedgroupsconsistentwiththeHDOT’scommitment

toenvironmentaljustice.ResponsibilitiesofCACmembers

includedrepresentingtheirconstituents’perspectivesduring

groupdeliberations,communicatingprojectprogresswith

theirconstituents,providingfeedbackatkeymilestones

throughouttheproject,providingrecommendationstothe

HDOT,andactingasambassadorsfortheproject.

CAC members on neighbor islands were videoconferenced in.

The public validates existing conditions at a public workshop in Maui. CAC meetings were open to the public.


2.2.2 Small Group Meetings and Individual InterviewsInadditiontotheTACandCAC,smallerstakeholdermeetings

andindividualinterviewswereconductedtohelplearnabout

interestsandcommunity-relatedprogramsandcoordinate

thePlanwithotherongoingefforts.Themeetingswere

alsohelpfultoensureconsistencywithotheragenciesand

pedestrianefforts.Meetingswereheldwithagenciessuchas

the Honolulu Police Department and the state Department

ofEducationandDepartmentofHealth.Presentationsabout

theongoingeffortswerealsomadetotheOahuMetropolitan

PlanningOrganization’sCAC.

2.2.3 Public WorkshopsTheprojectteamconductedtwosetsofpublicworkshops

throughoutthestatetoobtaininputfromthegeneralpublic

andtoshareinformation.

• ThefirstsetofpublicworkshopswasheldinJulyand

Augustof2010.Theseworkshopswereheldinseven

locationsthroughoutthestate:Hilo,Kona,Kahului,Lihue,

Kapolei,Honolulu,andKaneohe.Thepurposeofthese

workshopswastointroducethecommunitiestothePlan,

letthecommunitiesknowhowtoparticipateandbecome

involvedinthePlandevelopmentprocess,andreviewand

validateexistingconditionsofthestatewidepedestrian

network.Theparticipantsalsosharedtheircommunity’s

values,concerns,andprioritiesrelatedtowalking

opportunitiesandissues.

• ThesecondsetofpublicworkshopswasheldinMarch

andAprilof2011.Theseworkshopswereheldinsix

locationsthroughoutthestate:Hilo,Kona,Kahului,Lihue,

Honolulu,andWaianae.Thepurposeoftheseworkshops

wastoinformthecommunitiesofthePlan’svisionand

goals,educatethecommunitiesontheHawaiiPedestrian

Toolbox,andprovideanupdateandgetfeedbackonthe

proposedsolutionstoaddresstheareasofconcern.

2.2.4 Outreach to Special PopulationsTheprojectteamconductedoutreachtoTitleVIand

EnvironmentalJusticecommunitiesinaccordancewith

ExecutiveOrder12898,Federal Actions to Address

Environmental Justice in Minority and Low-Income Populations.

Outreacheffortsincludedadvertisementsinminority-focused

newspublicationsaswellasdirectoutreachtominority-based

organizations.Eachpublicworkshopwasheldinanaccessible

locationandincludedaccesstolanguagetranslatorsupon

request.

The public provided valuable input at the public workshops.


FIGURE 2-2Decision-MakingStructure

2.2.5 WebsiteTheprojectteammaintainedaprojectwebsite

www.hawaiipedplan.comthroughoutthe

lifeoftheplanningprocess.Thiswebsite

providedinformationontheproject’spurpose,

background,andtimeline.Itwasalsousedto

announcethedatesandlocationsofupcoming

CACmeetingsandworkshopsopentothegeneral

public.Thewebsitealsoservedasanarchiveof

keyprojectmaterialsandincludedacomment

toolforcitizenstodirectlycommentonthe

project.

2.3 Decision-Making ProcessTheTACandtheCACwereinstrumentalinthe

decision-makingprocessforthisPlan.Both

committeesreceivedinputfromthegeneral

publicandmadekeyrecommendationstothe

HDOTaboutthecontentsofthePlan.Figure2-2

depictstheoveralldecision-makingstructurefor

theproject.

HDOT Highways Division Recommendation

HDOT Director of Transportation Approval

Project Team

Public Input

(website, workshops,

etc.)

Technical Advisory Committee (TAC) Recommendation

Citizen Advisory Committee (CAC) Recommendation

Stakeholder input guided decision-making for the Plan.


Residents were able to share their groups’ concerns with everyone else at the public meetings.


CHaPTer 3Existing Pedestrian Environment

A concrete barrier along the sidewalk separates pedestrians from traffic near the Salt Lake neighborhood


3. exiSTing PedeSTrian environMenT To create a baseline and provide the foundation for identification of the areas of concern, an inventory of the existing pedestrian environment was conducted for each of the counties.

TheHawaiianIslandsarehometomorethan1.3million

people,andover6millionpeoplevisittheislandseachyear,

drawnbythescenicbeauty,tropicalclimate,andrelaxed

atmosphere.PedestriansinHawaiiarediverse.Theyinclude

peopleofallages,youngandold,peopleofvaryingphysical

statureandcapability,andpeoplefromdifferentcountriesand

cultureswhospeakandreadavarietyoflanguages.Ahigher

proportionofolderadultsliveinHawaiicomparedtoother

states,largelybecausemanyretireesaredrawntothemild

climateandattractiveenvironment.Somepedestrianshave

mobilityandsightimpairmentsandotherdisabilities.

PeopleofallincomelevelsliveinHawaii,andtheincidenceof

povertyinsomecommunitiesaffectspeoples’capabilityto

buyandmaintainvehicles.Throughouttheislandsthereare

householdswithnoaccesstovehiclesandresidentswhorely

onwalkingastheirmaintransportationmode.

Inaddition,mostvisitorswhocometoHawaiichoosenotto

rentacarandhavelimitedaccesstopersonalvehicles.Many

walktoandfromtheirdestinations,alongwithridingavailable

transitsystemsandtakingpartinlocaltourprograms.

Becausetheseresidentsandvisitorswalktoandfrom

destinationseachdayfortransportation,fitness,and

recreation,theyhaveanimportantneedforsafe,reliable,

efficient,convenient,andattractivepedestrianfacilities.

ConsideringthediversityofpedestriansinHawaiiisimportant

whenplanninganddesigningfacilitiestoaccommodatetheir

needs.

Conditionsthatwereconsideredincludedlanduse,pedestrian

facilities,transitroutes,pedestrianattractors,functional

classification,censuscharacteristics,andsafety.Eachof

thesearedescribedonthenextpage.Theseconditionsaffect

pedestriansonstatehighways,eitherbyinfluencingwhere

pedestriansarelikelytobefound,thephysicalcontextof

theroute,orthetypesofpedestrianswholivenearby.State

highwaysaretypicallyartaerialsand/orhighspeedroadways.

Theexistingconditionsinformationwasgatheredviathe

followingsources:

• GISdatafromtheStateDataClearinghouse,theHDOT,

andthecounties

• Censusdatafromthe2000census(2010censusdata

wasunavailableduringtheexistingconditionsresearch

forthisPlan.)

• Pedestriancrashdataonstatefacilitiesfromtheyears

of2004to2007andpartof2008(themostrecentdata

available)fromtheHDOTTrafficBranch

• GoogleandBingaerialandstreetviewmaps

• StateRouteSystemRoadwayInventory,2009(provided

bytheHDOT)

• Sitevisits


Pedestrian Facilities

Mostofthestatehighwayswithinurbanareashavesidewalksonatleastonesideoftheroadway.Inruralareas,mostofthestatehighwaysdonothavepedestrianfacilitiesandpedestriansoftenwalkalongthepavedshoulder.Inareaswheretheroadwayisconstrainedbytopographyoravailableright-of-way,shouldersarenarrowerorabsent.

Land Use

Urban/ruralclassificationandlandusesaffecttheroadwaydesignandtypeofpedestrianusageinalocation.Mostofthelandusesinurbanareasareconsistentwithcityandtowncenters:commercial,higherdensityresidential,resort,andindustrialuses.Higher-densityareasaremorelikelytoattractpedestriansasdestinationsareclosertogether;parkingandavailablestreetsbecomemorecongested.Inruralareas,usesincludeagriculture,openspace,conservation,andparklandareas.Theseareasdonottypicallyattractasmanypedestrians,withtheexceptionofsomerecreationaldestinationssuchasparksandbeaches.

Transit

Transitroutesinfluencepedestrianuseofstatehighwaysbecausetransitriderswalktotransitstops.Maui,Kauai,andHawaiiallhavetransitserviceintheformofbusroutes,whichmainlyfollowthestatehighwaysandconnectcitiesandtowns.Oahuhasawelldevelopedisland-widebussystemthatusesstatehighwaysaswellascountyroadstoprovidetransitservice.TherailsystemonOahuwillincludea20-mileguidewayservedby21stationsconcentratingpedestrianactivitiesattheselocations.

Pedestrian Attractors

Pedestrianattractorsthatwereconsideredincludedavarietyofpublicandcommercialfacilities,suchasparks,schools,libraries,hospitals,transitcenters,futurerailstations,andcommunityandneighborhoodcenters.Theanalysisalsoincludedprivateattractorslikeshoppingcenters,touristattractions,employmentcenters,museums,hotelareas,andcruiseshipterminals.Thesefacilitiesarefoundthroughoutthestateinbothurbanandruralsettings,thoughtherearetypicallymoreattractorswithinurbanizedareas.

Functional Classification

Functionalclassificationsguidethedesignandexpectedvolumeoftrafficonthehighways,whilepostedspeedsandaverageannualdailytraffic(AADT)allowforanalysisoftheroadwayusageandthequalityofthepedestrianenvironment.BecausestatehighwaysarethefocusofthisPlan,mostofthefunctionalclassificationsarehigherorder,withhigherspeedsintheruralareas,slowerspeedsintheurbanareas,andhightrafficlevels.

Census Characteristics

Censusdatahelpdefinegeneraldemographicandpopulationcharacteristics.Thisprovidesanunderstandingoflocationswithahighpercentageofpedestrian-orientedpopulations(POP).Theseincludetheelderly(overage65),youth(underage17),low-incomehouseholds,andthosewhohavenoaccesstovehicles.(ThepovertythresholdissetnationwidethroughtheUnitedStatesCensusandisbasedonthenumberofindividualsinahouseholdandtheannualincomeofthehousehold,adjustedannuallytoreflectinflation.)

Safety

Basedonthemostrecentavailablepedestriancrashdata(between2004andmid-2008),themajorityofthepedestriancrashesoccurintheurbanizedareas.However,theislandsofOahuandKauaihaveanumberofpedestriancrashesinruralareasalongthecoast,generallyassociatedwithpedestrianscrossingtheroadtovisitparksandbeachesinareasthatlackpedestrianfacilities.Pedestrianfatalitiesalsofollowthesetrends.

Conditions Considered



$0 40 80 Miles

1 in = 40 miles


$0 40 80 Miles

1 in = 40 miles

County of Kauai

City and County of Honolulu

County of Hawaii


$0 40 80 Miles

1 in = 40 milesLegendState Highways

$0 40 80 Miles

1 in = 40 miles

County of Maui

County Kauai Honolulu Maui Hawaii TOTAL

Population(2000Census) 5% 70% 11% 14% 1,360,301people

LaneMilesofStateHighways 9% 40% 18% 31% 2,479lanemiles

Urban Area (2000CensusUrbanAreas) 4% 42% 10% 6%

Countyurbanarea/totalland

areainthecounty

PercentofPedestrianCrashes(Studyperiodof2004tomid2008)

3% 84% 6% 7% 1,569accidents

Table3-1,whichreflectstheuniquenessofthecounties,

summarizesselecteddataforeach.Asummaryoftheinventory

resultsbycountyfollows,withadditionaldetailprovidedin

AppendixC,ExistingConditionsReport.Thesummariesgivea

general,high-levelideaoftheexistingconditionsintheentire

state,usingavailabledata.

TABLE 3.1 CountySpecificData


3.1 County of HawaiiTheCountyofHawaiiisthestate’slargestisland(physically),

withapopulationof185,079,secondtoOahu.Thevast

majorityofthelandwithintheCountyofHawaiiisrural,with

areasdedicatedtoconservation,openspace,andagricultural

lands.Thecountycontainsforestreserves,stateparks,and

anationalparkthatattractpedestrians.Thesearelocated

inrelativelyundevelopedareasinthecentralandsouthern

partsoftheisland.Theislandispopulatedwithmanysmall

towns(suchasHonokaa,Paauilo,NaalehuandLaupahoehoe)

thatarewithinruralareas.Thetwolargesttowns,Hiloand

Kailua-Kona,havearangeoflandusesincludinghigh,medium,

andlowdensityurban;universityuse;resort;andindustrial

designations.Theseusesgenerallyattractmorepedestrians

thantheruralareas.HiloandKailua-Konahavenumerous

schools,libraries,shoppingareas,hotelareas,andcounty

recreationparks.Inaddition,theyarecruiseshipdestinations.

3.1.1 State Highways and Pedestrian InfrastructureThemosttraveledhighwayontheislandofHawaiiisHawaiiBeltRoad(Highway11)inHiloneartheairport,followedcloselybyQueenKaahumanuHighwayinKailua-Kona.RuralroadsaroundtheislandcarrymuchlesstrafficthaninHiloandKailua-Kona.Postedspeedlimitsinthecountyvarybetween25and55milesperhour(mph).Theruralareastendtohavehigherspeedlimits(around45to55mph)andthetownsandmoreurbanareashavelowerspeedlimits(generally25to35mph).

Thereareveryfewsidewalksinthecountybecausethestate

highwayspassthroughpredominantlyruralareasconnecting

smalltownsandcommunities.WithinthecitiesofHiloand

Kailua-Kona,therearesidewalksalongsectionsofoneside

ofthestatehighway;Figure3-1depictsexistingsidewalk

locationsalongthestatehighwaysinthecounty.Mostofthe

highwayshaveshouldersalongoneorbothsides,varying

inwidthbetweenoneandtenfeet,thoughtherearesome

stretcheswithoutshouldersoneitherside.Thisoccursmost

notablyalongSaddleRoad(Highway200),whichiscurrently

beingreconstructed,andononestretchalongthewestside,

southofHonaunauonHawaiiBeltRoad(Highway200).

ThecountytransitprovideristheHele-OnBus.Thebusprovideslow-costislandpassengerserviceprimarilyalongthecoastalareasonthestatehighway.Thereareafewroutesthatextendinlandtoacityortown:theseincludethebusroutethatpassesthroughPahoatoKalapanaontheeastside;anotherroutethatextendstoHawiinthenorth,fromKailua-Kona;andathirdroutethattravelsalongMamalahoa

Highway(Highway190)fromWaimeatoKailua-Kona.

3.1.2 Pedestrian Safety Crashesinvolvingpedestriansonstatehighwaysinthecountyhaveprimarilybeenlocatedinthreeareasaroundtheisland:nearKona,nearHilo,andnearHawi.CrashesnearHawihavebeen near Kamehameha Park and the Bond Memorial Branch publiclibrary.CrashesnearKonahavebeeninlocationsthatattractpedestrians,includingtheHuliheePalaceStateMonument,theHaleHalawaiPark,theKailua-KonaWharf,andthehotelsadjacenttothewharf.CrashesinHilohavebeenwithintheurbanizedarea,nearavarietyoflocations

thatattractpedestrians.

3.1.3 Pedestrian-Oriented PopulationsTheCountyofHawaiihassomeareasofconcentratedelderlypopulations,primarilynearKailua-KonaandnorthofHilo.Thecountyalsohasarelativelyhighpercentageofyouthunder17.Manyareaswithinthecountyhavehigherthanaveragepercentagesoftheirpopulationlivingbelowthepovertylinelevel.Theselow-incomeareasincludethesouthernandeasternpartofthecounty,includingthetownsofNaalehu,Hilo,andPahoa.

Naalehu, Hawaii


FIGURE 3-1 SidewalkLocationsonStateHighwaysintheCountyofHawaii

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Hilo

Kailua-Kona

Kawaihae

Volcano

Naalehu

Honokaa

Waimea

Kealakekua

Pahoa

Mt. View

Pepeekeo

Hakalau

Laupahoehoe

Paauilo

Mahukona

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3.2 County of MauiTheCountyofMauiincludestheislandsofMaui,Molokai,

andLanai.Mauiisthemostdevelopedofthethree,witha

populationof154,834.ThepredominantlandusesonMaui

includeforestsandrangeland.TheurbanizedareasinKahului,

Wailuku,Lahaina,Kihei,andMakawaocontainschools,parks,

communitycenters,andshoppingcenters.Kahuluiisalsoa

cruiseshipdestination.

Mauihasonenationalpark,Haleakala,intheeasternpartof

theisland.ThereareresortareasonMauibetweenKapalua

andLahainaandalongPiilaniHighway(Hwy31),betweenKihei

and Makena.

ThemajorityoflandsonbothMolokaiandLanaiarerural

andaredesignatedasforest,rangeland,oragriculturalland.

OnLanai,thetowncenterisinthecenteroftheislandand

containsaseniorcenter,publiclibrary,andresorts.Molokai

hasacommunitycenter,alibrary,afewschools,parks,and

hotels.

3.2.1 State Highways and Pedestrian InfrastructureThemostheavilytraveledroadwaysonMauiareKaahumanu

AvenueandKahuluiBeachRoadinthecentralvalleyand

HonoapiilaniHighway(Highway30)nearLahaina.Mauihas

highertrafficspeedsintheruralareasandslowerspeeds

intownsandcities.SpeedlimitsonLanaiandMolokaiare

generallybetween20and45mph,whicharelowerthanthe

largerislands.

ThereareafewlocationswherehighwaysonMauihave

sidewalks:nearKahului,nearHanaontheeastsideofthe

highway,andnearKeawakapu,northofMakena.Most

highwaysonMauihaveshouldersofatleastonetotwofeet

andmanyhaveshouldersbetweensixandtenfeetwide.Hana

Highway(Highway360)hasneithershouldersnorsidewalks.

Figure3-2showsexistingsidewalklocationsalongthestate

highwaysintheCountyofMaui.

MolokaiandLanaiarepredominantlyruralandhavefew

pedestrianfacilities.Molokaihasafewsectionsofhighway

thathavesidewalksononeside,whileLanaihasnohighways

withsidewalks.Lanaihasshouldersontheentirestatehighway

ontheisland,varyinginwidthbetweenonetotwofeetand

sixtotenfeet.OnMolokai,MaunaloaHighway(Highway460)

hasthreetofivefootshoulders.Theotherstatehighwayshave

verynarrowornoshoulders.

TheCountyofMaui’stransitproviderisMauiBus,whichprovidesserviceonMauionly.LanaiandMolokaidonothavetransitservice.TransitroutesonMauiareprimarilylimitedtothecentralandwesternpartoftheisland,withoneroutethroughcentralMauibetweenKahuluiandMaalaea.Thereareahandfulofroutesthatmakeasmallloopinacityortown,whileotherroutespassthroughthemorepopulatedrural

areas on the island.

3.2.2 Pedestrian SafetyTherehavebeenrelativelyfewcrashesinvolvingpedestriansintheCountyofMaui.Thosethathaveoccurredhavebeenconcentratedinmoreurbanizedareas,particularlyinKahuluiandLahaina.Therehavebeenveryfewcrashesinvolving

pedestrians on Molokai and Lanai.

3.2.3 Pedestrian-Oriented PopulationsThecentralportionofMauiandtheKalaupapaareaofMolokaiincludeahigherthanaverageconcentrationofelderlypersons.Maui,Molokai,andLanaidonothaveahigherthanaverageconcentrationofyouth.Lanaidoesnothavehigherthanaverageconcentrationsofeitherelderlyoryouth.Ofthethreeislands,Molokaihasahigherthanaverageconcentrationof

personslivingbelowthepovertylevel.

Pukalani, Maui


FIGURE 3-2:SidewalkLocationsonStateHighwaysintheCountyofMaui

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3.3 County of KauaiTheCountyofKauaiisoneofthestate’sleastpopulated

counties,withapopulationof67,091.ThemajorityofKauai’s

landisrural,designatedforopenspaceandagriculture.The

twomosturbanizedareasinthecountyareKapaaandLihue.

Eachoftheseareashasdestinationsthatattractpedestrians,

includingshoppingareas,libraries,schools,localparks,

andcommunitycenters.Inaddition,Lihueisacruiseship

destination.Therearesmallresidentialcommunitiesspread

outalongmuchoftheisland’scoast,buttheyarenottypically

designatedasurbanland.MajorresortareasinKauaiinclude

Princeville,Wailua,Kapaa,andPoipu.

3.3.1 State Highways and Pedestrian InfrastructureThehighwaysontheeastsideoftheislandcarrythemost

traffic,primarilyKuhioHighway(Highway56)throughLihue

andtothenorthalongtheKapaacoast.SpeedsonKauaitend

tobehigherbecauseofthemoreruralnatureoftheisland,

thoughKokeeRoad(Highway550)nearWaimeaCanyonhasa

25mphspeedlimitbecauseofthewindingandsteepnatureof

theroad.Speedlimitsintownsaregenerally25to35mph.

Kauaiispredominantlyruralandhasfewsidewalks;however,themajorityofthehighwaysonKauaihavesixtotenfoot

pavedshoulders.Mostofthesidewalksthatexistareconcentratedontheeasternsideoftheisland,nearKapaaandLihue,withafewsidewalksonthesouthwesternsideinWaimeaandnearHanapepe.Figure3-3depictsexistingsidewalklocationsonKauai.

Thecounty’stransitproviderisKauaiBus.TransitroutesinKauaigenerallyfollowthestatehighways,withsomesmallloopsonlocalroadsthroughpopulatedareasincludingPoipu,Hanapepe,andNawiliwili.

3.3.2 Pedestrian SafetyKauaihashadrelativelyfewcrashesinvolvingpedestrians.

Thecrashesthathaveoccurredaretypicallyclusteredin

towncenters,nearpedestrianattractors.Themajorityofthe

crashesthathaveoccurredhaveinvolvedpedestriansunder

theageof17.

3.3.3 Pedestrian-Oriented PopulationsThehighestpercentageofelderlypeopleinKauaiislocated

nearWaimea.Kauaialsohasahighpercentageofpersons

livingbelowthepovertyline.Kauaidoesnothaveahigher

thanaveragepercentageofyouth.Thereisoneblockgroup

nearLihuewhere30to55percentofthepopulationhasno

accesstovehicles.

Kapaa, Kauai Hanalei, Kauai Lihue, Kauai


FIGURE 3-3 SidewalkLocationsonStateHighwaysintheCountyofKauai

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Honolulu’stransitprovideriscalledTheBusandisrunby

theOahuTransitService.Oahu’stransitsystemisthemost

extensiveofalltheislands.Multipleroutescrossoverthe

mountainsinthesoutheasternpartoftheislands,several

routesextendthroughthecentralpartoftheisland,andone

routerunsalmostcompletelyaroundthecoastoftheentire

island.

Theseareasgenerallyhavesidewalksofvaryingwidthsto

accommodateavarietyofpedestrianvolumes.Oahuisalso

theonlyislandinthestatethathastransitcenters,with

centersinWahiawa,Waianae,Waipahu,Mililani,Kapolei,

Alapai,andMiddleStreet.

3.4.2 Pedestrian SafetyTheCityandCountyofHonoluluhashadthehighestnumbers

ofcrashesofanyislandinvolvingpedestrians.Mostofthe

pedestriancrashesontheislandhaveoccurredinthePrimary

UrbanCenter.Therehasalsobeenahighincidenceofcrashes

inthebuilt-outsoutherncoast,includingtheWaikiki,Pearl

City,andEwaareas.Otherhighcrashareasincludethe

urbanizedareasbetweenMakahaandNanakuli,thecentral

valleynearWahiawa,andKalanianaoleHighwayontheeast

side.

3.4.3 Pedestrian-Oriented Populations ThePrimaryUrbanCenter,particularlytheareastothe

northandeast,hasrelativelyhighpercentagesofelderly

populations.ThecentralandwesternpartsofOahuhavehigh

percentagesofyouthunder17.Inaddition,therearesome

areasofHonoluluandcentralOahuwheretherearehigh

percentagesofpeoplewithoutaccesstovehicles.

3.4 City and County of HonoluluTheCityandCountyofHonoluluiscomprisedoftheisland

ofOahu.Oahuisthestate’smostdevelopedisland,with

apopulationofover953,200.Ithasmoremixedlanduse

patternsthantheotherislands.Afterforestandagricultural

uses,thepredominantlandusesontheislandarecommercial

andresidential.Industrialandurbanusesareconcentratedin

thecentralandsouthernpartsofOahu.ThePrimaryUrban

CenterincludesthecoastalplainthatextendsalongOahu’s

southernshorefromWaialae-KahalaintheeasttoPearlCityin

thewestandfromtheshorelinetothewesterlyslopesofthe

KoolauMountainRange,andisthedensesturbanareainthe

state.Itcontainsmanypedestrianattractors,includingazoo,

shoppingareas,parks,monuments,thePearlHarborMemorial

sites,museums,andcruiseshipterminals.Thecentral

Honoluluareaalsohasmultipleschools,universities,libraries,

andcommunitycenters.

3.4.1 State Highways and Pedestrian InfrastructureOahuhighwayscarrythehighestamountoftrafficofanyof

theislands.Highwaysandfreewaysinthecentralareasof

Honoluluexperiencecongestionduringpeakcommutehours.

Congestionlevelsdecreasefurtherawayfromthepopulous

southshore.Oahu’sinterstatehighwayshavehigherspeed

limits,between55and60mph,whilethemoreurbanand

windinghighwaysectionsalongthecoasthavelowerspeed

limitsofbetween25and35mph.

Oahuhasthemostextensivesidewalksystemofanyofthe

islands.Manyhighwayshavesectionswithsidewalksatleast

ononesideoftheroad,andmanyhighwaysintheurban

areasofHonoluluhavesidewalksonbothsides.Themajority

ofhighwaysonOahuhavepavedshouldersononeorboth

sidesoftheroad;thesevaryinwidthfromonetotenfeet.

Theshoulderstendtobewiderinurbanareasandnarrowerin

ruralareas.Theinterstatehighwaycorridors(H-1,H-2,H-201,

andH-3)havenosidewalks,aspedestriansandbicyclists

areprohibitedbylaw.Figure3-4showsexistingsidewalk

conditionsintheCityandCountyofHonolulu.

Hobron Lane and Ala Moana Boulevard, Honolulu, HI


FIGURE 3-4SidewalkLocationsonStateHighwaysintheCityandCountyofHonolulu

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A crosswalk with an advance stop bar in Kapaa, Kauai.

CHaPTer 4Areas of Concern

A pedestrian looks for traffic as he waits to cross the street on Vineyard Boulevard in Honolulu


4. areaS of ConCern This chapter describes the areas of concern along the state highway system that have been prioritized for pedestrian improvements. The areas of concern were used to determine the locations of key project recommendations for the development of a prioritized pedestrian project list.

Theareasofconcern(AOCs)wereidentifiedthrougha

technicalanalysisofexistingconditions,inputfromtheTAC

andCAC,andvalidationfromthegeneralpublic.Thischapter

beginsbydescribingthemethodologyforidentifyingthe

areasofconcernanddescribesthoseareasofconcernwithin

eachcounty.Theareasofconcerndescribedinthischapter

formthebasisforthesolutiondevelopmentandprojectand

programrecommendationsinChapter5.

4.1 MethodologyThedevelopmentprocessusedtoidentifytheareasof

concernwasbasedonspecifictechnicalfactors.Theproject

teamworkedcloselywiththeTAC,CAC,andmembersofthe

publictoensurethattheareasofconcernidentifiedmetboth

technicalfactorsandrepresentedcommunityconcerns.Figure

4.1illustratestheoveralldevelopmentprocessfortheareasof

concernandthedevelopmentoftheprioritizedprojectlist.

Toidentifytheneedforpedestrianimprovements,factors

weredefinedatthebeginningoftheareaofconcern

developmentprocess.Theywerebasedontechnical

knowledgeofbestpracticesandreflecttheinformation

gatheredaspartoftheinventoryofexistingconditions.

Review Existing

Conditions

Establish Factors for AOCs and

Prioritization

Identify Areas of Concern

Identify and Prioritize Solutions

Develop Project List

and Funding Strategies

Develop Performance

Measures

Statewide Pedestrian

Master Plan

what are areas of Concern?

Areas of concern are locations along the state highway system where pedestrian improvements are recommended. These areas have the following characteristics:

•Safetyconcerns(pedestrianhotspots)•Gapsintheexistingsidewalksystem•Locatednearpedestrian-intensivelandusesandpedestrianattractors

•Highconcentrationsofpedestrian-orientedpopulations

FIGURE 4.1AreaofConcernDevelopmentProcess

DEFINITIONSPedestrian Attractors —locationsthatattractalotof

pedestrians,suchasparks,schools,touristattractions,

transitcenters,etc.

Pedestrian Hot Spot—locationswheremultiple

pedestriancrasheshaveoccurred.


Thesefactorswereestablishedtoensureatransparentand

unbiasedevaluationprocessthatcouldeasilybeexplained

toandvalidatedbythepublicandstakeholders.Thefactors

wereendorsedbytheTACandCACandvalidatedbythepublic

viaaseriesofpublicmeetings.Thefourkeyfactorsthatwere

developedtoindicatetheneedforpedestrianimprovements

were:

• Connectivity(areaswithsidewalksystemgaps)

• Accessibility(areaslocatednearpedestrian-intensivelanduses)

• Pedestrian-Oriented Populations(theseincludetheel-derly,youth,low-incomepopulations,andhouseholdsthat

havenoaccesstovehicles)

• Safety(locationspronetosafetyconcerns,suchaspedes-trianhotspots)

Theprojectteamoverlaidthesekeyfactorswitheachother

usingaGISanalysisbasedontheexistingconditionsdata.The

locationswiththehighestdensityoffactorswereidentifiedas

potentialareasofconcern.Figure4-2showstheresultsofthe

GISanalysisinHonolulu.Thismapinformationwasdiscussed

withtheTACandCAC.Thistechnicalexercisewasusedasa

toolfortheTACandCACtodetermineareasofconcern.Table

4-1defineseachfactorandhowitwasmeasuredintheGIS

analysis.FurtherdetailsontheGISdatausedandtechnical

methodsareprovidedinAppendixD,Methodologyforthe

AreasofConcern.

FIGURE4-2AGISanalysishelpedtodeterminelocationsofareasofconcern.


TABLE 4-1 TechnicalDefinitionofFactors

Factor Description Measurement

Connectivity

Awell-connectedsidewalksystemcanhelpimprovepedestriantravel,protectpedestriansfromvehicleconflicts,andimprovepedestrianaccesstoandfromthetransitnetworkandotherneededservices.Locationswithgapsinthesidewalksystem,especiallyinurbanorruraltownareas,cancreateundesirablewalkingconditions.Itshouldbenotedthatwhilepedestriansmayuseroadwayshoulders,manycommunitiesprefersidewalksovershoulderswhenpossible.Thisisparticularlytrueonthestatehighwaysystem,wherevehicletrafficlevelsaregenerallyhigherthanonotherroadways.

Locationsinneedofconnectivityimprovementsaredefinedasthosewhere:• Sidewalksaremissingonbothsidesofthehighwayfor1/8

mile or less in urban areas

• Sidewalksaremissingonbothsidesofthehighwayfor1/4mile or less in rural areas

• SpecificforKauai(perKauaiTAC)-Sidewalksaremissingfor1mileorless

Thesemeasurementsweredesignedtoidentifyplaceswherethereisasmallgapinexistingpedestrianinfrastructure.

Accessibility

AccessibilityisdefinedforthisPlanastheabilityofthegreatestnumberofpeopletoaccessthepedestriansystem.Certainlandusesgeneratehighlevelsofpedestrianactivity.Areaswithcloseproximitytopedestrian-intensivelandusesareafactorforestablishingtheareasofconcern.

Keylandusesthatneedtobeservedbythepedestriansystemincludeschools,touristdestinations,harbors,stadiums,stateandcountybeaches,stateandcountyparks,transitcentersandmajorbusstopsonOahu,futurerailstationsonOahu,hotels,libraries,medicalfacilities,policestations,governmentservicebuildings,high-densityresidentialdistricts,andcommercial districts.

TheselandusesweremappedusingGIS.Then,a1/4milewasdrawnaroundeachlanduse,reflectingthetypicaldistancepedestrianswouldbewillingtowalktoeachdestination.Schoolsweregivena1milebuffer,andfuturerailstationsweregivena1/2milebuffer.

Pedestrianaccesstoschoolswasveryimportanttotheprojectstakeholders,therefore,accesstoschoolswascountedseparately.

Pedestrian-Oriented

Populations

Thisfactoraddressestheneedsofpopulationsthatmayhavelimitedaccesstotransportationoptions.Youth,elderly,low-incomepopulations,andhouseholdsthathavenoaccesstovehiclesaremorereliantonthepedestriansystembecausetheymaynotbeabletodriveoraffordasafeandreliablevehicle.Areaswherethesetypesofpopulationsareconcentratedcanbeconsideredtohave“highpedestrianpotential.”Thisfactorwillhelptoensurethatthetransportationneedsofdisadvantagedpopulationsaretakenintoconsiderationwhenestablishingtheareasofconcern.

Locationsofhighconcentrationsofelderly,youth,low-income,andhouseholdswithnoaccesstovehiclepopulationsweremappedusingGIS.• Low-incomeisdefinedashouseholdslivingatorbelowthe

povertylevel.

• Elderlyisdefinedas65yearsofageorolder.

• Youthisdefinedas17yearsofageoryounger.

Highconcentrationsarethosewherethepercentageofthepopulationexceedstheaveragepercentageforeachcounty.Locationsweremappedusing2000USCensusblockgroups.

Safety

ReducingthenumberofcrashesinvolvingpedestriansisoneofthekeycomponentsofthisPlan.Thisfactorwasusedtoidentifythoselocationswithahighconcentrationofpedestriancrashesorsafety-relatedcomplaints.

Areaswereidentifiedforsafetyconcernsinthreeways:

1.Pedestriancrashhotspots.Locationsinurbanareaswithfiveormorepedestriancrashesortwopedestrianfatalitieswithinthestudyperiod,andlocationsinruralareaswiththree or more pedestrian crashes or two pedestrian fatalitieswithinthestudyperiod.Locationsaredefinedas+/-0.1mileineitherdirection.

2.High-complaintareas.TheTACprovidedalistoflocationswheretheiragenciesordepartmentsreceivehighnumbersofpedestriansafety-relatedcomplaintsandhighcomplaintareasfromthepublic.

3.TACrecommendations.TheTACidentifiedanykeyareasthattheybelievedneedtobeaddressedthroughtheareasofconcernexercise.


OncetheinitialareaofconcernlocationswereidentifiedthroughtheGISanalysis,theTACand

CAC“ground-truthed”thefindingsbasedontheirtechnicalandprofessionalknowledge.They

examinedareaswherethedatashowedoverlappingareasofconcernandareaswherethedata

wasoutdatedorinaccurate.Theprojectteamusedtheseresultstofurtherrefinethelistof

areasofconcern.Duringthisprocess,theTACandCACbroughtuplocationsthatpedestrians

hadidentifiedasneedingimprovements,andopportunityareasthatcouldbecoordinatedwith

otherongoingorplannedefforts.Atotalofsixadditionalareasofconcernwereidentifiedby

theTACandCAC.Toincorporatetheinputfromthepublicobtainedduringthefirstroundof

publicoutreachmeetings,locationswherepubliccommentswerereceivedfromthreeormore

peoplewereaddedtothelist.Atotalofseventeennewareasofconcernlocationswereidentified

throughthispublicinvolvementprocess.

The public reviewed and validated the existing conditions analysis during the first round of public meetings.


The public reviewed and commented on the areas of concern during the second round of public meetings.

Throughoutthevalidationprocessfortheareasofconcern,

variousstakeholderswerecontactedandexistingconditionswere

furtherresearchedtodevelopprojectdescriptionsandanalyses

oftheissuesand/orconcerns.Oncethedescriptionsandanalyses

weredeveloped,potentialsolutionsweregenerated.The

potentialsolutionsaresharedinChapter5.Detailsofeachareaof

concerncanbefoundinAppendixE,AreasofConcern.


Five Areas of Concern were identified within the County of Hawaii. One was identified through the technical analysis, and four were identified based on feedback from the TAC, CAC, or the general public. These are described further on Table 4-2 and shown on Figure 4-3.

TABLE 4-2 CountyofHawaiiAreasofConcern

ID No.

Areas of Concern

Identification Method Factor

DescriptionFact

or O

verla

y An

alys

is

Stak

ehol

der

Inpu

t

Conn

ectiv

ity

Acce

ssib

ility

POP

Safe

ty

1Hawaii Belt Road,PaauiloElementarySchool

● ● ● ●Studentslackadedicatedandintuitivewaytowalkorbikebetweenschoolandthepedestrianbridge.Currentlytherearenosignsindicatingtomotoriststhataschoolisnearby.

2BayfrontHighway,Kaipalaoa Landing

Public ● ●

ThereisaneedtoaccommodatepedestriansthatcrosstheBayfrontHighway.PedestrianscrosswhereWaianuenueAvenueintersectswiththehighway.Existingsidewalksfromdowntownleadtowardsthisintersection,soitisunderstandablethatpedestrianslookingtoaccessthewaterfrontwouldchoosetocrossinthislocation.

3Mamalahoa Highway,Naalehu

TAC ● ●

ThemaukasideofMamalahoaHighwaylacksadequatepedestrianfacilitiesinNaalehu.Althoughthemakaisidehasasidewalkingoodcondition,itdoesn’tcontinuewestthroughthetowncenter.Thesitewouldbenefitfromadditionalsidewalkstoenhancepedestrianconnectivityfromthepark,school,andservices.

4 NorthKona, Queen’sLei CAC ● ●

TheKailua-Konaarealacksmulti-modalconnectivityoptions.Queen’sLeiisa16.75-milecirculationloopforbicyclistsandpedestrians.Itwouldprovidefortheneedsofavarietyofpedestriansandbicyclists,includingcommuters,schoolchildren,neighborhoodresidents,andrecreationalusers.

5Akoni Pule Highway,atKawaihae Road intersection

Public ● ●ThereisaneedtoaccomodatepedestriancrossingsattheintersectionofAkoniPuleHighwayandKawaihaeHarborRoad.Thereiscurrentlynocrosswalknorsignagetowarnmotoriststobeawareofpedestriancrossings.

4.2 County of Hawaii Areas of Concern

H1

H2

H3

H4

H5


North Kona, Queen’s Lei

Akoni Pule Highway, at Kawaihae Road intersection

Hawaii Belt Road, Paauilo Elementary SchoolFIGURE 4-3CountyofHawaiiAreasofConcern

Bayfront Highway, Kaipalaoa Landing

Mamalahoa Highway, Naalehu

LEGENDSidewalk on Both SidesSidewalk on One SideNo SidewalkFreewayLocal Roads

H5

H1

H3

H4

H2


TABLE 4-3 CountyofMauiAreasofConcern

ID No.

Areas of Concern


DescriptionFact

or O

verla

y An

alys

is

Stak

ehol

der

Inpu

t

Conn

ectiv

ity

Acce

ssib

ility

POP

Safe

ty1

FarringtonAvenue,MolokaiHighSchool

● ● ● ●Studentslackdedicatedpedestrianfacilitiestowalktoschool,assidewalkstransitionintoshouldersjustpastthehighschool.Improvedpedestrianaccommodationswouldbenefitthecommunityandenhancepedestrianconnectivityinthearea.

2Kaahumanu Avenue,KahuluiHarbor

Public ● ●

TheareaalongKaahumanuAvenuewherethesidewalkisdiscontinuouscreatesagapforpedestrianconnectivity.Inthisarea,peopleeitherwalkalongaprivateparkinglot,inthebikelane,orinthelandscaping,ortheycrosstotheothersideoftheroad.Thelandscapedareasarenotwelllitandcontaintreesandhighwaysignage.

3HanaHighway,PaiaYouthCenter

● ● ● ● ●

Between2004and2008,therewerefourpedestrian-relatedcrashesinthisstudyarea,primarilyatthesignalizedintersectionofHanaHighwayandBaldwinAvenue.VehiclesoftenparkintheshoulderalongHanaHighway,blockingpedestrianaccessfromtheparkinglottotheYouthCenter.

4Haleakala Highway,KulaHighway,nearMakawao

CAC ● ●StudentsfromtheMakawaoandPukalanicommunitieslackadedicatedpathtoandfromschool.Itwouldbepreferablefortheseyoung,inexperiencedcommuterstowalk/bikeonafacilityseparatedfromvehiculartraffic.

5PiilaniHighway,at Moi Place intersection

TAC ●

TheintersectionofPiilaniHighway(Highway31)andMoiPlaceinKiheiiscurrentlyunsignalized.Amarkedcrosswalkisprovidedforpedestrianstocrossthehighwayonthesouthsideoftheintersection.Thereisnoadvancesigningtowarndriversofthepotentialpresenceofpedestrians.

6Mokulele Highway/Puunene Avenue

TAC ● ●

AsharedusepathrunsalongPuuneneAvenueonthemakaisideoftheroad,andendsattheintersectionwithHookeleStreet.AnexistingsharedusepathalsorunsalongPuuneneAvenue,startingattheintersectionwithPuukaniStreet.AgapinpedestrianconnectivityexistsbetweenHookeleandPuukaniStreets.

7MainStreet,atChurch Street andHighStreetintersections

TAC ● ●

AtboththeChurchStreetandHighStreetintersectionswithMainStreet,thedesignradiiofseveralofthecurbreturnsisverygenerous.ThisallowsforvehiclestoturnontooroffofMainStreetatrelativelyhighspeeds,andreducestheamountoftimethatpedestriansanddrivershavetoreacttothepresenceofoneanother.Inaddition,therearealotofturningmovementsattheMainandHighStreetintersection,whichcanbeconfusingforpedestrians.

4.3 County of Maui Areas of ConcernSeven Areas of Concern were identified within the County of Maui. Two were identified through the technical analysis, and five were added based on input from the TAC, CAC, or the general public. They are described further on Table 4-3 and depicted on Figure 4-4.

M1

M2

M3

M4

M5

M6

M7

Farrington Avenue, Molokai High School

M1


FIGURE 4-4CountyofMauiAreasofConcern

Haleakala Highway, Kula Highway near Makawao

Main Street, at Church Street and High Street intersections

Piilani Highway, at Moi Place intersection

Kaahumanu Avenue, Kahului Harbor

M2

M5

M7

Hana Highway, Paia Youth Center

M3

Mokulele Highway/Puunene Avenue

M6


M4


TABLE 4-4 CountyofKauaiAreasofConcern

ID No.

Areas of Concern


DescriptionFact

or O

verla

y An

alys

is

Stak

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der

Inpu

t

Conn

ectiv

ity

Acce

ssib

ility

POP

Safe

ty

1Kuhio Highway,atKawaihau Road intersection

Public ● ● ●

AlongKuhioHighway(Highway56)inKapaa,threeroadsfromthemaukaside(CaneHaulRoad,HauaalaRoad,andKawaihauRoad)intersectthehighwaywithina250-footstretch.Pedestriansfromtheresidentialneighborhoodintheareahaveadifficulttimecrossingthehighwayinordertoaccessthemulti-usepathonthemakaisideoftheroad.

2

KuhioHighway,betweenWilcoxMemorial Hospital and Hanamaulu Road

TAC ● ● ●

ItisaconcernforpedestrianswalkingalongthissectionofKuhioHighway,wheretherearenosidewalks,erodingsectionsofsidewalks,andabridgewithnarrowshoulders.Itisalsodifficultforpedestrianstocrossthehighwaybecauseofthelackofcrosswalks.Inaddition,vehicleshavebeenobservedspeedingalongthissectionofthehighway.

3KuhioHighwayatEhikuStreet,Lihue

Public ● ●

ThereisasidewalkgapalongKuhioHighwayatEhikuStreetwherepedestrianshavetowalkonagrassbuffer.Anexistingdrainageswaleandovergrownlandscapingfurtherimpedepassage.ThelackofcrosswalksacrossKuhioHighwaylimitssafeoptionsforpedestrianconnectivityalongthiscorridor.

4RiceStreet,nearNawiliwiliHarbor

Public ● ●

AlongthissectionofRiceStreet,pedestrianswalkonpavedshouldersbetweentheharborandhotel.Thereareareasthatarenarrowforpedestrianuse,includingcrossingtheNawiliwiliBridge.Theexistingbridgedoesnotappeartohaveavailablewidthtoaccommodatepedestrianfacilities.

5Kaumualii Highway,atPapalina Road intersection

● TAC ● ●

Therewerefourcrashesrecordedatthisintersectionbetween2004and2008,withthreeoutofthefourcrashesinvolvingapedestriancrossinginthecrosswalk.Thefourthcrashresultedfromamotoristrunningofftheroadway.Allcrashesoccurredonacleardayduringdaytime.

KuhioHighway,between Aku Road and Hanalei Dolphin Center

Public ● ●

AsmentionedintheKuhioHighwayHistoricRoadwayCorridorPlan2005,thereisaneedtocreateapedestrian-friendlyenvironmentalongKuhioHighwaythroughHanaleiTown.Improvementsshouldbepedestrian-orientedthroughtheHanaleitowncenter(HanaleiPostOfficetoHanaleiTrader),wherecommercialandpublicfacilitiesoccur.

4.4 County of Kauai Areas of ConcernSix Areas of Concern were identified in the County of Kauai. One was identified through the technical analysis and five were added based on input from the TAC, CAC, or the general public. They are described further in Table 4-4 and depicted on Figure 4-5.

K1

K2

K3

K4

K5

K6


Kuhio Highway, between Aku Road and Hanalei Dolphin Center

Kuhio Highway, at Kawaihau Road intersection

Kuhio Highway, between Wilcox Memorial Hospital and Hanamaulu Road

Kaumualii Highway, at Papalina Road intersection Rice Street near Nawiliwili Harbor

Kuhio Highway at Ehiku Street, Lihue

FIGURE 4-5County of Kauai Areas of Concern

K1

K6 K2

K3

K5K4



4.5 City and County of Honolulu Areas of Concern

Thirteen Areas of Concern were identified in the City and County of Honolulu. Nine were identified through the technical analysis and four were added based on input from the TAC, CAC, or the general public. They are described further in Tables 4-5 and 4-6 and depicted on Figures 4-6 and 4-7.

TABLE 4-5 CityandCountyofHonoluluAreasofConcernO1toO6

ID No.

Areas of Concern


DescriptionFact

or O

verla

y An

alys

is

Stak

ehol

der

Inpu

t

Conn

ectiv

ity

Acce

ssib

ility

POP

Safe

ty

1Kamehameha Highway,at Pualalea Street,Kahuku

TAC ● ●

Between2004and2008,therewerefivepedestriancrashes(includingonefatalpedestrianfatality)thatoccurredattheintersectionofKamehamehaHighwayandPualaleaStreet.Thecrashestookplaceduringthedaywhilepedestrianswerecrossingwithinthecrosswalks.Theintersectionhasanunsignalizedpedestriancrosswalk,andadvancewarningsignsarenotprovided.

2

Kamehameha Highway,between AvocadoStreetand Kilani Avenue

● ● ●

Between2004and2008,thereweretenpedestriancrashesthatoccurredonthissectionofKamehamehaHighway.SixofthemoccurredattheintersectionoftheKamehamehaHighwayandOliveAvenue.Mostcrashesoccurredinthecrosswalkwhentherewasaconflictbetweenturningvehiclesandpedestrianscrossing.LeftturnsfromKamehamehaHighwayontoOliveAvenueareprotectedbutvehiclesarealsoallowedtomaketheleftturnsongreenwhenitispermissive.

3Waialae Avenue,atHunakai intersection

TAC ● ●

Between2004and2008,sixpedestriancrashesoccurredatthesubjectintersection,includingtwofatalcrashes.ThemajorityofpedestriancrashesoccurredbetweenvehiclesturningfromHunakaiStreetandpedestrianscrossingWaialaeAvenue.Traditionaltext-basedpedestrianwalksignalsarestillinplaceattheintersection.

4FortWeaverRoad,IlimaIntermediateSchool

● Public ● ● ●

TheFortWeaverRoad(Highway76)andMakuleRoadintersectioninEwaBeachisunsignalizedandfrequentlyusedbyschoolkidsgoingtoIlimaIntermediateSchool.Theintersectionisstop-controlledonMakule;thereisastopbarnorthboundonFortWeaverRoad,butnonesouthbound.OutoftheelevenpedestriancrashesonFortWeaverRoadthatoccurredbetween2004and2008,fouroccurredwhilepedestrians crossed near the crosswalk at Makule Road.

5FarringtonHighway,Nanakuli

● Public ● ● ● ●InNanakuli,FarringtonHighway(Highway93)hasnarrowpavedshouldersandnosidewalks.Localresidentslackadedicatedpathtowalk/bikealongFarringtonHighway,whereservicesarespreadoutalongtheroute.

6FarringtonHighway,WaianaeTown

● Public ● ● ●

Between2004and2008,therewere22pedestriancrashesthatoccurredalongthestudysegment,with15pedestriancrashesoccurringinthenorthernhalfmileapproachingAlaWaluaStreet.Themajorityofpedestriancrashesoccurredwhilethepedestrianswerecrossingwithinthecrosswalks.

O1

O2

O3

O4

O5

O6


FIGURE 4-6CityandCountyofHonoluluAreasofConcern

Farrington Highway, Nanakuli

Waialae Avenue, at Hunakai intersection

Fort Weaver Road, Ilima Intermediate School

Farrington Highway, Waianae Town

Kamehameha Highway between Avocado Street and Kilani Avenue

O3

O4

O5

O6

Kamehameha Highway at Pualalea Street, Kahuku

O1


O2


TABLE 4-6 CityandCountyofHonoluluAreasofConcernO7toO13

ID No.

Areas of Concern


DescriptionFact

or O

verla

y An

alys

is

Stak

ehol

der

Inpu

t

Conn

ectiv

ity

Acce

ssib

ility

POP

Safe

ty

2

VineyardBoulevard,between Palama Street and Aala Street

● ● ● ●

VineyardBoulevard(Highway98)isadividedprincipalarterialwitha30-mphpostedspeedlimit.Therearesidewalksonbothsidesofthestreetwithamedianrefuge.Thereishighpedestrianactivityinthiscommercial/residentialneighborhood.Crashdataindicatesthatconflictingmovementsofturningvehiclesandpedestriancrossings,andpedestrianscrossingoutsideofcrosswalkoragainstthewalksignalwereprimaryfactorsinvolvedinthe13pedestriancrashesthatoccurredwithinthissectionofVineyardBoulevardbetween2004and2008.

1LilihaStreet,atKukui Street

TAC,CAC ● ● ●

TheintersectionofLilihaStreetandKukuiStreetisabusyintersectionwithalotofthroughtrafficandhighpedestrianactivity.Crashdataindicatesthattheintersectionareahasexperiencedtenpedestriancrashesbetween2004and2008.Therearemarkedcrosswalks,buttheintersectionisneitherstop-controllednorsignalized.

3

VineyardBoulevard,atQueenEmmaintersection

● TAC ● ●

ThereisconsiderablepedestrianactivityintheareaoftheVineyardBoulevardQueenEmmaStreetintersectionwithtwoschoolsandseniorhousingnearby.Theintersectionissignalizedwithcrosswalks,pedestriancountdowntimers,andamedianrefuge.2004-2008crashdataindicatesthatmostcrashesoccurredwhentherewasaconflictbetweenturningvehiclesandpedestrianscrossingVineyardBoulevard.

4

Ala Moana Boulevard,atHobron Lane intersection

● ● ● ●

AlaMoanaBoulevardisadividedfacility,withafewopeningsforcrossing.PedestriantrafficcrossingAlaMoanaBoulevardatHobronLaneisheavy.Thecrosswalkshavepedestriansignalheadswithcountdowntimersandpedestrian-activatedpushbuttons.

5

Ala Moana Boulevard,atWardAvenueintersection

TheintersectionofAlaMoanaBoulevardandWardAvenueinHonoluluexperienceshighvolumesoftrafficandconsiderablepedestrianvolumes.ThecrosswalksacrossAlaMoanaBoulevardarelonganddonothavemedianrefugesforcrossingpedestrians.ThemakaisidecrosswalkatWardAvenuecrossesataskewedangle,whichaddstoitslength.

Ala Moana Boulevard,between Bishop Street and Richards Street

● TAC ● ● ●

AlaMoanaBoulevardinHonoluluexperienceshighvolumesoftrafficandconsiderablepedestrianvolumes.ThereisasidewalkgaponthemakaisideofAlaMoanaBoulevardbetweenRichardsStreetandBishopStreet,whichisimpracticalforpedestrianstravelingalongAlaMoanaBoulevard.

KalihiStreet,betweenN.KingStreetandDillinghamBoulevard

● ● ● ●

EightcrashesinvolvingpedestriansoccurredonKalihiStreetbetween2004and2008.Fourcrashesoccurredwhilethepedestrianwascrossingwithinamarkedcrosswalk,whilethreeoccurredoutsideofcrosswalks.Thelackofcrosswalksmaynotbetheprimarycontributingfactor,sincetherearecrosswalksatmost,ifnotall,streetintersectionsalongKalihiStreet.

O10

O11

O12

O13

O7

O8

O9


FIGURE 4-7CityandCountyofHonoluluAreasofConcernO7toO13

Vineyard Boulevard, between Palama Street and Aala Street

Ala Moana Boulevard, at Hobron Lane intersection

Ala Moana Boulevard, at Ward Avenue intersection

Ala Moana Boulevard, between Bishop Street and Richards Street

Kalihi Street, between N. King Street and Dillingham Boulevard

O13

Liliha Street, at Kukui Street

O7

Vineyard Boulevard, at Queen Emma intersection

O9


O12

O8

O11O10


Refer to the Manual on Uniform Traffic Control Devices (MUTCD) for sign design requirements and required distances at crosswalks and intersections.


CHaPTer 5Recommendations

Pedestrians walk along Kuhio Highway in Lihue, Kauai


5. reCoMMendaTionS This chapter presents the recommended project solutions for addressing the areas of concern, consistent with the goals and objectives of this Plan.

TABLE 5-1

ProjectPrioritizationCriteria

Criterion Analysis Questions

Pedestrian Connectivity

Towhatextentdoestheprojectprovideadirectneworimprovedconnectiontopedestrianattractors?

Towhatextentdoestheprojectfillasidewalkgap(oraddressanyareawherethesidewalkisinneedofrepair)?

Pedestrian Safety

Towhatextentdoestheprojectaddresspedestriansafety?

Environment

Doestheprojectimpactmountainousterrains,coastalroads(climatechangeimpacts),culturalandhistoricresources,threatenedandendangeredspecies,orSection4(f)parkresources?

Property Impacts

Towhatextentdoestheprojectimpactproperty?

Cost Howcostlyistheproject?

Funding Availability

Towhatextentdoestheprojecthavepotentialfundingsourcesandhowcompetitiveistheprojectforfundingamongsimilarprojects?

Pedestrian-Oriented Populations

Towhatextentdoestheprojectservepedestrian-orientedpopulationswhicharehighconcentrationsofelderlypersons,youth,personsearningbelowthepovertyline,andpersonswithlimitedaccesstovehicles,asdefinedbytheUSCensus?

5.1 Solutions DevelopmentAstheareasofconcernlocationlistwasrefined,theproject

teamworkedwiththeTACtodevelopandexplorepotential

solutionsforeachlocation.Usingbestpracticesfromthe

HawaiiPedestrianToolbox,avarietyofoptionswereevaluated

aspossiblesolutions.Engineering,education,andenforcement

wereallconsidered.Thepotentialsolutionsweresharedwith

theCACandthepublictoobtainfeedbackonwhetherthe

solutionwouldaddressthelocationneeds.Thefeedbackwas

usedtofine-tuneandadjustthesolutionsasneeded.

5.2 Prioritization ProcessTheprojectteamidentifiedseveralevaluationcriteriato

prioritizetheprojectstoaddresstheareasofconcern.The

criteriaweredevelopedearlyintheprocess(inthesametime

frameasthefactorsusedtoidentifytheareasofconcern)to

ensuretransparencyandprovidecleardirectionrelatingtothe

higher-priorityprojects.Thecriteria,showninTable5-1,were

derivedfromthegoalsandobjectivesandwererefinedbased

onfeedbackfromtheTACandCAC.

Eachcriterionwasassignedoneormoreanalysisquestions

andascaleformeasuringtheevaluation.Thescaleforeach

questionwasfromzerotofive,withzerorepresentingthe

lowestvalueandfiverepresentingthehighest.Eacharea

ofconcernprojectwasgivenascoreforeachcriterion.The

purposeofthesecriteriawastoevaluatetheprojectsbyhow

theyaddressdifferentstakeholderandcommunityvalues.The

TAC,CAC,andgeneralpublicwereaskedtorankthecriteria

duringthefirstroundofpublicmeetings.Thevaluesofthe

variousstakeholderswerenoticeable.Table5-2showsthe

resultsoftherankingexercise.Eachcriterionwasassigneda

weightbasedonthestakeholderandcommunityvalues.

Eachprojectwasthengivenarankingbasedonthesummation

ofthescores(fromtheanalysisquestions)andtheweight

assignedtoeachcriterion.ThecriteriainTable5-1werea

criticalstepintheprioritizationprocessbecausetheyserved

asanobjectivewaytorankprojects.Therankingsderived

fromtheanalysisquestionsforeachcriterionshowedtheadvantagesanddisadvantagesoftheproposedprojectsandsolutionsinrelationtoeachother.Comparisonsofthescoresfortheprojectsandsolutionsweremoreimportantthanthescoresthemselves.

AdetailedexplanationofresultsandthescoresoftheprioritizationareprovidedinAppendixF,PrioritizationProcess.Table5-3liststheprioritizedprojectsandpotentialsolutionsin

order.


5.3 Recommended Project SolutionsTable5-3liststheprojectsolutionsrecommendedfortheareasofconcernpresentedinChapter4.Thetablealsoliststhe

projectsintheorderofpriority.Thisprioritizationismeanttobeusedwhenseekingnewsourcesoffunding.Additional

informationontheprojectsisprovidedinAppendixE,AreasofConcernProjectDescriptions.

Criteria TAC CACPublic

Hawaii Maui Kauai Oahu Total

PedestrianSafety 1 2 1 1 2 1 1

PedestrianConnectivity 2 1 2 2 1 2 2

Pedestrian-OrientedPopulations 3 3 3 3 3 3 3

PedestrianSystemGaps 4 4 4 4 4 4 4

Environment 7 5 5 5 5 7 5

FundingAvailability 7 6 7 7 6 5 6

Cost 5 7 6 6 7 6 7

PropertyImpacts 8 8 8 8 8 8 8

TABLE 5-2CriteriarankedbytheTAC,CAC,andpublic,intheorderthatwasmostimportanttothem

TABLE 5-3PrioritizedListofProjects

Rank ID # Project Name Potential Solution

1 O-9 Vineyard Boulevard, at Queen Emma Intersection

Review the traffic signal timing to determine whether a leading pedestrian interval is feasible, add additional signage to alert drivers of pedestrians, and implement Walk Wise Hawaii (WWH), an educational program to educate the surrounding community about pedestrian and driver awareness.

2 O-6 Farrington Highway, Waianae Town

Implement WWH, an educational program to educate the community about pedestrian and driver awareness. Re-stripe faded crosswalks and install advanced stop bars with advance pedestrian signage.

3 O-7Vineyard Boulevard, between Palama Street and Aala Street

Implement WWH, an educational program to educate the community about pedestrian and driver awareness. Install additional pedestrian signage for drivers turning onto Vineyard Boulevard and consider the feasibility of a leading pedestrian interval.

4 O-13Kalihi Street, between N. King Street and Dillingham Boulevard

Consider the consolidation of some of the crosswalks to a primary one across from Kalakaua Middle School, with the installation of a Rectangular Rapid Flash light-emitting diode Beacon (RRFB). The site would also benefit from enhanced crosswalk markings with wider white lines.

5 K-2Kuhio Highway, between Wilcox Memorial Hospital and Hanamaulu Road

Improve pedestrian connections by replacing eroded sidewalks, closing sidewalk gaps, and replacing the footbridge along Kuhio Highway from Wilcox Memorial Hospital to Hanamaulu Road.

6 O-2Kamehameha Highway between Avocado Street and Kilani Avenue

Conduct a review of signal phasing to explore whether or not the permissive left turn movement is needed or if the demand could be handled by a longer phase of protected left turn movement. Implement WWH, an educational program, to the surrounding community.

7 O-8 Liliha Street, at Kukui Street

Install a traffic signal at the intersection of Liliha Street and Kukui Street to provide pedestrians with a dedicated crossing phase.

8 O-1 Kamehameha Highway at Pualalea Street, Kahuku

Install an unsignalized pedestrian crosswalk, as well as advance signing and stop bars to warn drivers of the potential presence of pedestrians.

9 O-3 Waialae Avenue, at Hunakai Intersection

Replace the traditional pedestrian walk signals with new pedestrian countdown timers.


Rank ID # Project Name Potential Solution

10 H-3 Mamalahoa Highway, Naalehu

Improve pedestrian connectivity by closing sidewalk gaps along Mamalahoa Highway through the town of Naalehu to Ohai Road.

11 O-10 Ala Moana Boulevard, at Hobron Lane Intersection

Conduct a traffic study to modify the existing signal timing to optimize signals and lengthen pedestrian crossing time along the corridor, if warranted.

12 M-2 Kaahumanu Avenue, Kahului

Fill sidewalks gaps with the addition of sidewalks or walkways along Kaahumanu Avenue between Wharf Street and Kainani Street. Develop wayfinding signage for visitors in the area.

13 O-12Ala Moana Boulevard, between Bishop Street and Richards Street

Enhance pedestrian connectivity by installing sidewalks on the makai side of Ala Moana Boulevard between Bishop Street and Richards Street.

14 K-5Kaumualii Highway, at Papalina Road Intersection

Construct intersection improvements at Kaumualii Highway and Papalina Road, such as pedestrian countdown timers and advanced pedestrian warning signs to help improve motorist awareness of pedestrians.

15 M-3 Hana Highway, Paia Youth Center

Connect the pedestrian gap on Hana Highway, near Paia Town, from the end of the existing sidewalk on Hana Highway near Paia Town to the shared use path at Paia Youth Center’s parking entrance. Install pedestrian signs at the existing crosswalk.

16 M-1 Farrington Avenue, Molokai High School

Construct a dedicated pedestrian facility, from Kalae Highway to Molokai High School, for kids to walk to and from school.

17 O-4 Fort Weaver Road, Ilima Intermediate School

Conduct a traffic study at the intersection of Fort Weaver Road and Makule Road to verify the need for a traffic signal and the location of crosswalks.

18 O-5 Farrington Highway, Nanakuli

Improve pedestrian connectivity by constructing a shared use path along Farrington Highway, from Hakimo Road to Nanakuli Avenue.

19 K-4 Rice Street, near Nawiliwili Harbor

Provide a sidewalk or walkway connection from the Nawiliwili Bridge to shopping and services, the Marriott Hotel, and other destinations to the north.

20 K-3 Kuhio Highway at Ehiku Street, Lihue

Improve pedestrian circulation in Lihue, by completing the sidewalk gap on Kuhio Highway and installing a crosswalk across Ehiku Street near Walmart.

21 M-7Main Street, at Church Street and High Street Intersections

Perform possible traffic signal modification at Main Street and High Street and possible reduction of the curb radii at the Main Street and Church Street to reduce vehicle speeds around the corners and shorten the crossing distance.

22 H-2 Bayfront Highway, Kaipalaoa

Conduct a pedestrian study to install a series of marked crosswalks to link Downtown Hilo to the waterfront.

23 M-4 Haleakala Highway, Kula Highway, near Makawao

Construct a shared use path or sidewalk along Kula Highway and Haleakala Highway between Aapueo Parkway and Makawao Avenue.

24 H-1 Hawaii Belt Road, Paauilo Elementary School

Install additional school signs to remind drivers of the proximity of Paauilo Elementary and Intermediate School.

25 M-5 Piilani Highway, at Moi Street Intersection

Install advance signing and advance stop bars to warn drivers of the potential presence of pedestrians.

26 O-11 Ala Moana Boulevard, at Ward Avenue Intersection

Reduce the curb radii at the southeast corner to reduce the pedestrian crossing distances and lower vehicle speeds around the right turn.

27 M-6 Mokulele Highway/Puunene Avenue

Connect the pedestrian gap along Mokulele Highway/Puunene Avenue with a shared use path between Hookele Street and Puukani Street.

28 H-4 North Kona, Queen’s Lei Enhance pedestrian circulation in Kona, by constructing a portion of the Queen’s Lei shared use pathway between Keahole Airport Road and Makala Boulevard.

29 H-5Akoni Pule Highway, at Kawaihae Road Intersection

Realign Akoni Pule Highway to improve the sight distance for drivers and pedestrians at the Akoni Pule Highway and Kawaihae Harbor Road intersection. Install crosswalks and pedestrian advance warning signs.

30 K-6Kuhio Highway, between Aku Road and Hanalei Dolphin Center

Enhance pedestrian connectivity by providing a separated shared use path along Kuhio Highway through the Hanalei Town Center (from Hanalei Post Office to Hanalei Trade Center).

31 K-1Kuhio Highway, at Kawaihau Road Intersection

Construct one access to and from the communities along Cane Haul Road, Hauaala Road, and Kawaihau Road in Kapaa to and from the shared use path on the makai side of Kuhio Highway.


Thenextstepfortheprioritizedprojectlistisintegrationinto

avarietyoftheHDOTprograms.AsshowninFigure5-1,as

theprojectsareprogrammedandbudgeted,theymoveinto

theprojectdeliverystage.Duringtheprojectdeliverystage,

amorethoroughengineeringanalysiswillbeconductedon

theproject’sfeasibilityandanenvironmentalassessmentof

environmentalimpactswillbeprepared.Duringthistime,

theprojectwillfurtherevolveandmaychangefromthe

initialanalysisconductedinthisPlan.Ifanyoftheprojects,

regardlessofranking,areco-locatedwithotherroadway

improvementprojects,theymaybeimplementedmorequickly

thanothersthatmaybehigherontheprioritylist.Chapter

6describestheimplementationstrategyforthese

projects.

5.4 Recommended Program SolutionsAsmentionedpreviously,therewasadesiretoincorporate

educationandenforcementintotheprojectsolutionsfor

theareasofconcern.Theprojectteamlookedatavariety

ofgovernmentalandnon-governmentalorganization

programsthatareinplace.Theprojectteam,TAC,andCAC

recommendedtheendorsementoftwoexistingprogramsto

supportthegoalsandobjectivesofthisPlan:WalkWiseHawaii

andSafeRoutestoSchool.Inadditiontothose,theproject

team,TAC,andCACurgecontinuedenforcementofpedestrian

safetylawsbythecountypolicedepartments.

Areas of Concern Location List developed based on:• Factor overlay

analysis• Input from the TAC

and CAC• Input from the

general public

Potential solutions developed by the PMT based on:• Planning level analysis• Input from the TAC and

CAC• Input from the general

public

Review Areas of Concern

Location List

Assess Potential Solutions

(Planning Level)

Finalize Pedestrian Master Plan

Recommendations

Project List Integrated into HDOT Programs

Project Gets Budgeted

HDOT Project Delivery

Statewide Pedestrian Master Plan Effort

Project incorporated into the Statewide Transportation Improvement Program (STIP)

• Verify Purpose and Need• Perform Engineering

Analysis (solution may be revised based on detailed engineering analysis)

• Design project• Construct project

Potential projects incorporated into the Pedestrian Master Plan

Statewide Pedestrian Master Plan Effort Project Delivery Process

FIGURE 5-1ProjectDeliveryProcess


Walk Wise Hawaii (WWH)isapedestriananddriversafetyeducationalprogramsponsoredbytheHDOT.Theprogram

alsohaspublicpartnershipswiththeCityandCountyof

Honolulu’sDepartmentofTransportationServices,theCity

andCountyofHonolulu’sElderlyAffairsDivision,thestate

DepartmentofHealth,andtheHonoluluPoliceDepartment.

Itworksthroughcommunitypartnerships,presentations,and

themediatoeducatepedestriansanddriversonsafewalking

anddriverawareness.Theprogramoperateswithgrants

fromtheNationalHighwayTrafficSafetyAdministration

andcurrentlyhaspartnershipswithkeybusinessesand

organizationsthroughoutthestate.WWHsponsorsanannual

majoreducationcampaignthatisdesignedtoinformcitizens

aboutsafebehaviorsandlawsforpedestriansanddrivers.

Thepubliceducationcampaignistargetedtothegeneral

public,withanemphasisonelderlycitizensandyouth.WWH

providesoutreachatcommunityeventsthroughoutthestate

andonline.Oneoftheproposedsolutionsfortheareasof

concernisaWWHeducationalcampaigntargetedtokey

pedestrianattractorsorcommunitycentersinthearea.The

WWHSpeakersBureauisaneffectivewaytoeducateboth

pedestriansanddriverswithPedestrianandDriverPledges.In

additiontotheSpeakersBureau,periodicenergeticpedestrian

sign-wavingeventsandenforcementstingswillhelpremind

thecommunityaboutpedestriansafety.Thecontinued

enforcementofexistingpedestriansafetylawsandincreased

presenceoflocalpoliceofficersinhighlytraveledpedestrian

areaswillhelptoeducateandreinforcecitizens’andvisitors’

knowledgeofdriverandpedestrianlaws.

Safe Routes to School (SRTS)isafederally-fundedprogram

designedtoencouragechildrentobikeorwalktoandfrom

school.SRTSprogramactivitiesremaineligibleunderthe

currentTransportationAlternativesProgram(TAP).TheSRTS

programinHawaiiisadministeredbytheHDOT.Thepurpose

oftheSRTSprogramistopromotewalkingandbicyclingto

andfromschool,encourageelementaryandmiddleschool

agedchildrentobephysicallyactive,andpreventchildhood

obesity.SRTSproposalscanbereceivedfromentitieseligible

toreceiveTAPfunds,suchaslocalgovernments,transit

agencies,naturalresourceorpubliclandagencies,andschools

statewideforinfrastructureandnon-infrastructureprojects

withinapproximatelytwomilesofanelementaryormiddle

school.SRTSimplementsitsvisionthroughfivedistinct

ways:engineering(improvinginfrastructureforbicyclists

andpedestrians),education(teachingchildrenaboutsafe

behaviorsforwalkingandbicycling),enforcement(partnering

withlawenforcementagenciestoenforcepedestriansafety

laws),encouragement(sponsoringeventslikeWalktoSchool

Day),andevaluation(monitoringanddocumentingthenumber

ofchildrenwhowalkorbiketoschool).Itisrecommendedthat

theHDOTcontinuetosupporttheSRTSprogram.


AcrosswalkanddetectablewarningstripatthefrontofMolokaiHighSchool


CHaPTer 6Implementation

ApedestrianusesthecrosswalktocrossMamalahoaHighwayinCaptainCook,Hawaii


6. iMPleMenTaTion This chapter describes the HDOT’s strategies for implementing the projects and programs described in Chapter 5. It includes a description of best practices in pedestrian-oriented street design from the Hawaii Pedestrian Toolbox, a listing of performance measures for use in monitoring this Plan, and suggested funding strategies for the projects identified in Chapter 5.Aplanisonlyworthwhileifitleadstoaction.TheHDOTiscommittedtoensuring

thattheworkdescribedinthisPlanleadstoimplementationofnewprojectsand

supportforexistingprogramstobenefitpedestriansthroughoutthestate.The

HDOTwillmoveforwardwiththreestrategiestoensureeffectiveimplementation

ofthisPlan:

1) Referencing best practices in pedestrian-oriented design.Bestpracticesindesigningforpedestriansafety,mobility,andaccessibilityincludeactionssuchas

thoughtfullayoutofsidewalks,presenceandtimingofpedestriancrossingsignals,

accessmanagementalongroadways,andlandusedesign.Thesepracticesare

summarizedbelowinSection6.1anddescribedingreaterdetailinthecompanion

documenttothisPlan,theHawaiiPedestrianToolbox.

2) Seeking funding for projects.Fundingisscarceforalltypesoftransportationprojects.TheHDOTwillseekfundingfortheprojectsdescribedinChapter5using

thesequenceofmethodsdescribedbelowinSection6.2.

3) Monitoring the performance of this Plan.TheHDOTwillmonitorthe

performanceofthisPlanusingtheperformancemeasuresdescribedinSection6.3.

6.1 Hawaii Pedestrian ToolboxTheHawaiiPedestrianToolboxisanimportantguidefor

projectimplementationthroughoutthestate,providing

consistentandcohesiveguidanceforplanning,design,and

operationofpedestrianfacilities.Asacompaniondocumentto

thePlan,theHawaiiPedestrianToolboxpresentsbestpractices

basedonacompilationofadoptedguidancefromaroundthe

UnitedStatesandothercountries.TheToolboxwasdeveloped

tospecificallyaddressareasofconcernidentifiedduring

thedevelopmentofthePlan,andistailoredtotheunique

characteristicsandcontextofthestate.Itwillhelpplanners

anddesignpractitionersinHawaiibemorecognizantof

pedestriansininfrastructureplanninganddesign.Theywillbe

abletoreferencethesebestpracticesandadapttheguidance

tofittheirprojects.Theintentistoprovideacomprehensive

documentthatcanbeappliedunderawidevarietyof

applicationsanddiverseconditionsinHawaii.Implementation

ofthisguidancewillimprovepedestrianaccessibility,mobility,

connectivity,andsafety.Inadditiontoprovidingguidance

relatedtoplanning,design,andoperations,theToolboxalso

presentsbestpracticesrelatedtoeducation,enforcement,and

encouragementtoenhancepedestriantravelinHawaii.The

Toolboxdirectlysupportsthepolicyframework(vision,goals,

andobjectives)ofthePlanby:

• Promotingbestpracticesthroughoutthestateand

achievingabroader-scalepositivechangeinthepedestrian

environment;

• Providingconsistencyinpedestriandesignguidance;

• Providingcomprehensiveguidanceinanumberof

pedestrian-relatedtopics;and

• SupportingHawaii’sCompleteStreetsprinciples.


Toolbox SeCTion 2

Pedestrian-Friendly Streets summarizesbestpracticesrelatedtoaccommodatingpedestriansinstreetdesign,includingHawaii’sprinciplesrelatedtoCompleteStreetsandsustainablestreets.Thesectionalsopresentsguidancerelatedtohowtoorganizethepedestrianrealmwithinstreetandroadwayrights-of-way.

TheHawaiiPedestrianToolboxstartsoutwithanIntroduction

andsectionsonHowtoUsetheToolboxandHawaii’s

Pedestrians.TheHowtoUsetheToolboxsectiondiscusses

thedifferencebetweenstandardsandguidelinesand

howtheToolboxistobeusedinrelationshipwithother

adoptedstandardsandguidelines.ThesectiononHawaii’s

PedestrianspresentsstatisticsonHawaii’spedestriansas

wellasthecharacteristicsofpedestriantravelandpedestrian

triplengths.Italsoincludesasectiononunderstanding

pedestriancharacteristicsandneedsinHawaii.

The guidance in each Toolbox section has been specifically tailored to the needs and characteristics of pedestrians across Hawaii. Planners and engineers will be able to reference these best practices and other relevant standards and guidance to fit their projects. The Toolbox sections are summarized below.

Hawaii Pedestrian Toolbox

Toolbox SeCTion 1

Thinking about Pedestrians from the Start—Creating Pedestrian Friendly Communitiesprovidesplanninglevelguidancethatcanbeappliedonacommunity-wideordistrict-widebasis.Thissectionofthetoolboxencouragespractitionerstoconsiderpedestrianneedsaspartofallplanninganddesignandtoaddressthoseneedsintegrallyandholisticallyaspartofeveryproject.

The How to Use This Toolbox section defines the difference between standards and guidelines.

Toolbox 1 – Creating Pedestrian-Friendly Communities includes tools and techniques to measure the walkability of your community.

Toolbox 2 – The section on Pedestrian-Friendly Streets shows the importance of access management.

inTroduCTion


Toolbox 5 – The section on intersections provides tools for addressing pedestrians at crossing locations.

Toolbox 4 – In many places in Hawaii, the state highways serve as main streets through rural areas and small communities.

Toolbox SeCTion 3

AccessibilityaddressesconsiderationsrelatedtocompliancewithADAandPROWAGrequirementsapplicabletopedestrianfacilities.Themeasurespresentedinthissectionareprovidedtoensurethatthesefacilitiescanaccommodatetheelderly,hearingimpairedandthevisuallyimpaired.

Toolbox SeCTion 4

Sidewalks and Walkwayscoversspecificguidancerelatedtotheirdesignbasedontheirfunction,location,andusage.Considerationsindeterminingtheneedofsidewalksandwalkwaysarealsopresentedhere.Dimensionalguidancethatisapplicabletovarioussettings(urban,suburban,andrural)isprovided,alongwiththeminimumandrecommendedwidths.

Toolbox SeCTion 5

Intersections and Crossingsfocusesspecificallyonthedesignoflocationswherepedestrianscrossstreetsandroadways,aswellasgrade-separatedcrossings.Theselocationsareespeciallyimportantbecausepedestriansareextremelyvulnerableduetotheirproximitytovehicles.Thefollowingdesignpracticesatintersectionsareaddressedinthissection:• CrosswalkMarkings• AdvanceStopBars• Curb Ramps • Signalization• PedestrianRelatedSigns• RaisedIntersections• MediansandCenterRefugeIslands• Right-TurnLanes/SlipLanes

Toolbox 3 – The Accessibility section discusses a variety of measures such as speech messages at crossings, Braille signage, and warning surfaces that can improve safety and connectivity.

Intersections and Crossings

5-3

TheFederalHighwayAdministration’s2005study,"SafetyEffectsofMarkedversusUnmarkedCrosswalksatUncontrolledLocations,"evaluatedpedestriancrashesat1,000markedcrosswalksand1,000matchedbutunmarkedcomparisonsites.Noneofthesitesinthestudyhadtrafficsignalsorstopsignsontheapproachtothecrosswalk.Theresultsofthestudyindicated:

ON TWO-LANE ROADS• Therewasnodifferenceincrashratesbasedonthepresenceorabsenceofamarkedcrosswalk.

ON MULTI-LANE ROADS•OnroadswithanADTof12,000ormore,thepresenceofamarkedcrosswalkalone,withoutanyotherimprovementstopedestriansafety,wasassociatedwithahigherrateofcrashes.(Meaning:additionalimprovementssuchasadvanceandoverheadsigns,refugeislands,etc.areneededattheselocations.)

• Raisedmediansandrefugeislandsareassociatedwithasignificantlylowerrateofpedestriancrasheswithbothmarkedandunmarkedcrosswalks.

• Paintedmediansdonotsignificantlyimprovepedestriansafetyatcrossings,comparedtomultilaneroadswithnomedianatall.

•Olderpedestrianshavehighercrashratesrelativetotheirexposurethanotheragegroups.

MARKING CROSSWALKS

Ladder bar markings are highly visible and clearly mark pedestrian crossings.

Create crossings on all legs of an intersection.

Crossings should be at right angles to the

intersection, as feasible.

EXHIBIT5.2TypicalCrosswalkMarkings


Toolbox SeCTion 6

Pedestrian Access to Transitaddressesbestpracticesforcreatingaseamlessconnectionbetweenpedestrianandtransitmodesoftransportation.Specifictopicsaddressedinclude:• WhyPedestrianAccesstoTransitisImportant

• Accessibility

• TransitinHawaii

• TransitCompatiblePlanningandSiteDesign

• CoordinationbetweenAgencies

• TransitOrientedDevelopment

• TransitStopLocations

• PedestrianRoutestoTransit

• IntersectionsandCrossingsNearTransit

• DesigningandImprovingTransitFacilitiesforGoodPedestrian Access

Toolbox SeCTion 7

Shared Use Paths coversdesignpracticesrelatedtotrailsandpathsthataresharedbypedestriansandbicyclists.Specifictopicsaddressedincludeplansforlocalandregionalconnectivity,thedifferencebetweensharedusepathsandrecreationtrailsandpathcomponents,dimensions,andotherdesigntreatments.

Toolbox SeCTion 8

Children and School Zonesaddressesconsiderationsrelatedtoenhancingschoolwalkingroutesandpedestrianaccesstoandfromschools.Thissectionwilladdressspecialconsiderationsrelatedtochildrenandhowtoimprovestudentpedestriansafety.Othertopicsareneighborhooddesignandthelocationofnewschools,designconsiderationsinareassurroundingschools,trafficcontrolandcrossingsnearschool,andcrossingguards.TheSRTSprogramisdiscussed,alongwithothereducationaltoolsandprogramsforstudentpedestriansafety.

Toolbox 6 – Pedestrian Access to Transit includes strategies on bus stop locations and design.

Toolbox 8 – Establishing the appropriate location and site design for a school in a community can make a difference on whether children will walk to and from school or not.

Toolbox 7 – Designing for pedestrians includes a different set of horizontal geometrics standards for shared use paths than for roadways.


Toolbox 11 – Pedestrians need to be accommodated in work zones.

Toolbox 10 – Encouragement and education are important tools to use to improve the awareness of pedestrian safety.

Toolbox 9 – Creating good pedestrian-friendly development encourages people to walk more.

Toolbox SeCTion 9

Special Pedestrian Districts and Site Design for Pedestrians providesguidanceforpedestrian-friendlysitedesignandcreatingspecialpedestriandistricts.Specifictopicsaddressedinclude:• TheValueofPedestrian-FriendlyDevelopment

• PlanningforAllTransportationModesasPartofSite Development

• Pedestrian-FriendlySiteDesign

• TheBenefitsofMixed-UseDevelopment

• Special Pedestrian Districts and Sites and Corridors Used ExclusivelybyPedestrians

• SharedStreets,FestivalStreets,andPlayStreets

Toolbox SeCTion 10

Effective Pedestrian Programs addresseseducation,enforcement,encouragement,evaluation,andequityaspartofpedestrianplanning,design,andoperations.Theinfluencesofthebuiltenvironmentandinfrastructurearesummarized.Specificeducationtopicsaddressedinclude:• OverviewofExistingEducationProgramsandCampaigns

in Hawaii

• EducationandOutreachToolsandStrategies

• EducationalTrainingPrograms

Specificenforcementtopicsaddressedinclude:• TargetedBehaviors

• EnforcementCampaignsandPrograms

• OtherEnforcementTechnologiesandPractices

• AdditionalLawEnforcementMethods

• Community-BasedStrategies

Specificencouragementtopicsaddressedinclude:• MediaCampaignsandStrategies

• PedestrianAdvocacy

• WalkingIncentives

• WalkingPrograms

Toolbox SeCTion 11

Maintenance and Pedestrian Safety in Work Zonescoversbestpracticesrelatedtomaintenanceofpedestrianfacilities,aswellasactionstoenhancepedestrianmobilityandsafetyinconstructionzones.Maintenanceitemsincludedarethewalkwaysurface,drainage,signs,signals,pavementmarkings,treesandplantings,andstreetfurniture.Bestpracticesforpedestriansafetyinworkzonesincludeprotectivebarriers,coveredwalkways,sidewalkclosures,andworkzonemaintenance.

9-4

Special Pedestrian Districts andSite Design for Pedestrians

Delineatedwalkwaysthroughparkinglots

Connectionstoneighborhoodsandsurroundingareas

Easytoidentifybuildingentrances

Buildingfrontageslocatedalongstreetsratherthanparkinglots

Convenientandsafeaccesstotransitandadjacentsidewalks

Alignmentofwalkwaysforconvenienceandreducedtraveldistances

Accessibleroutesoftraveltoandfromthesite,aswellasthroughoutthesite

Absenceofbarrierstopedestriantravel(e.g.walls,ditches,landscaping,orroadswithoutsafecrossings)

Pedestrian-friendlyarchitecturaldesign(awnings,activefrontagesalongstreets,visibleandwell-litbuildingentrances,etc.)

PEDESTRIAN- FRIENDLY SITE DESIGN CHECKLIST

Buildings front onto streets

Connections to adjacent neighborhood

Plaza acts as focal point

Wide walkway welcomes pedetrian to storefront

Transit access directly to site

Articulated building edges create lively pedestrian spaces

Futu

re D

evel

opm

ent

Futu

re D

evel

opm

ent

Paving pattern enlivens central axis.

Raised walkway across parking lot

Generous pedestrian drop-off zone

Clear pedestrian paths to all areas of the site

Continuous walkways connect all areas of the site

Shared Parking Lots

Futu

re Pedestr

ian Acc

ess

Building layout creates pedestrian mall

Pocket Park or Gathering Space

EXHIBIT9.1AWellDesignedSiteforPedestrians

Effective Pedestrian Programs

10-4

described on theHealthyHawaiiInitiative

website. Many other examples exist throughout

the United States, including the StreetSmart

campaign in the Washington D.C. metro area.

See Exhibit 10.1 for a StreetSmart billboard.

PUBLIC SERVICE ANNOUNCEMENTS (PSAS)

PSAs are non-commercial broadcasts on radio,

internet, or television targeted to achieve a public

good. Most commonly, they address public

health and safety issues, such as safe walking

or driving behavior. An example of an existing

program in Hawaii would be the DriveAloha

(see website) announcements and jingle. PSAs in

other cities, such as those offered in Seattle to

promote pedestrian safety, are also examples.

PARTNERSHIPS

Partnerships targeting specific groups are

common and often utilize intermediaries who

regularly interact with the target group.

Hawaii’s programs include such partnerships

between government organizations, non-

profits, and universities.

ONE-TIME INSTRUCTION

Pedestrian safety education can often be

included as part of a larger one-time event such

as senior citizen health fairs, neighborhood open

houses, and transportation fairs at employment

sites. As an example, the WalkWiseHawaii

program conducts educational outreach in the

community through its speakers bureau.

EXHIBIT10.1StreetSmartbillboardinWashingtonD.C.metroarea(StreetSmart)

Drive Aloha bumper sticker (Drive Aloha)

Children gain hands-on experience crossing the street in a safe manner in New York's Safety City program (Safety City)


Potential funding Sources or Mechanisms

The following list of potential funding sources for pedestrian projects is discussed in greater detail in Appendix F, Funding Strategies.

federal

• Surface Transportation Program• Transportation Alternatives Program• Safe Routes to School Program• Highway Safety Improvement Program• National Highway Traffic Safety Administration• Recreational Trails Program• Enhanced Mobility of Seniors and Individuals with

Disabilities Program• Congestion Mitigation and Air Quality

Improvement Program• Community Development Block Grant• Transit-Oriented Development Planning Pilot

State

• State Highway Fund• State and County General Fund

• Government obligation bonds

local

• Improvement districts• Parking fees and fines• Tax increment financing• Community facilities district• Public private partnerships• System development charges and developer

obligations• Parking space tax

6.2 Funding Strategies ThissectiondescribespotentialstrategiesforfundingtheprioritizedprojectlistinChapter5.(Seetheboxonthispageforalistofpotentialfundingsourcesandfundingmechanisms.)Itisimportanttonotethatfundingiscompetitive.Althoughthereappeartobeseveralprogramsavailablethroughthefederalgovernmentforpedestrianprojects,theactualamountoffundingavailableissmallandHawaiicompetesforfundswithotherstatesinthecountry.Underthecurrentfederaltransportationauthorization,theTransportationAlternativesProgram(TAP)isanewprogramestablishedtoprovidefundingforavarietyofprogramsandprojectsdefinedastransportationalternatives,includingonandoffroadpedestrianandbicyclefacilitiesandcommunityimprovementactivities,suchasenvironmentalmitigation.Otheroptionsarefundingmechanisms,whichcanbecomplexandoftenrequirepropertyownerand/ortaxpayerapproval.

Becausefundingisscarceandfundingsourcesarecomplex,itisimportanttobestrategicinseekingtoimplementtheprioritizedprojectlist.Theprojectteamrecommendsthefollowing

approach:1. Determine which pedestrian solutions can be

implemented as part of another project or program that is already programmed.Areaswhereroadwayimprovementsarealreadyprogrammedforcapitalimprovementsmaybetheeasiestopportunitiestoimproveorincorporatepedestrianfacilities.Educationsolutionsthatcanbeincorporatedaspartofanexistingprogramwillalsobeaneasieropportunity.

2. Determine which pedestrian improvements can be implemented as part of maintenance improvements. Areaswhererestripingisneededortheinstallationofpedestriansignswouldbehelpfulcanbescheduledaspartofroutinemaintenanceforthatroadwayfacility.

3. Create an individual stand-alone project, if an improvement can’t be implemented as part of another roadway project.Seektoexhaustallotheropportunitiesbeforecreatingtheprojectasastand-alonepursuit.

4. Look for federal funding opportunities. Evaluate whether the funding opportunity is reasonable based on the likely competition for the funds and the amount of effort required to obtain it. Consider partneringwith

governmentalandnon-governmentalorganizationstoseek

federalfunds.

5. Evaluate the potential for Public-Private Partnerships. SeektopartnerwithprivateorganizationswithineachcommunitytoimplementthesolutionsidentifiedinthisPlan.

6. Recommend that new developments incorporate appropriate pedestrian improvements.Developersofnewfacilitiesarerequiredtoevaluatevehicularaccesstotheirdevelopment.Eachcountyshouldconsiderrequiringthatdevelopersimplementappropriatepedestrianfacilitiesaswellasimprovementsgearedtowards automobiles.


Develop and Adopt

Plan

Implement Plan

Evaluate and Revise

Plan

Gather data to monitor

Plan

FIGURE 6-1PerformanceMonitoringandEvaluationProcess

6.3 Performance Measures and MonitoringPerformancemeasuresareusedforevidence-baseddecision

makingandforecasting,aswellasmonitoringprogress

towardslong-termgoalsandobjectives.TheFHWAdefines

aperformancemeasureas“aqualitativeorquantitative

measureofoutcomes,outputs,efficiency,orcost-

effectiveness.”TheFederalTransitAdministration(FTA)notes

that“measuringperformanceisawaytogaugetheimpactsof

thedecisionmakingprocessonthetransportationsystem.”

Performancemeasurescanalsoaddtransparencyandmore

visiblerelevancetotransportationplanningprocesses.They

canhelptocommunicatethevalueofprojectstopeoplein

thecommunityandbetterinformagenciesintheirdecision

making.

TheHDOTiscommittedtomonitoringtheperformanceof

thisPlanthroughtheperformancemeasuresinTable6-1.The

performancemeasuresweredevelopedwiththeTACand

CACtomeasuretheHDOT’sprogressinmeetingthegoals

andobjectivesofthePlan.Figure6-1depictsananticipated

monitoringcycleforthisPlan.

Tobalancetheneedofmonitoringperformancemeasures

withtheconstrainedresourcesoftheHDOT,atieredapproach

hasbeendeveloped.Tier1performancemeasuresare

essentialwaystomeasuretheeffortsofthePlantoachieve

itsgoals.TheyarealsofocusedonthefactorsthattheTAC

andCACplacedthegreatestemphasison,suchassafety

andconnectivity.Tier1performancemeasuresprovidethe

minimumamountofinformationrequiredtoanalyzethePlan’s

progressinmeetingeachgoal.Tier2performancemeasures

areimportantpiecesofinformationthatwouldgreatlyhelpin

understandinghowwellthePlanisperforming,butthatcanbe

alesserpriorityifstaffavailabilityisaconstraint.Abaselineof

theperformancemeasureshasbeenconductedwiththisPlan.

Table6-1identifiestheperformancemeasureandwhetheritis

Tier1orTier2.


Goal 1: Improve Pedestrian Mobility and Accessibility Objective Performance Measures Tier

a.IncreasepedestrianactivityAdoptionofstatewideandcountyCompleteStreetspolicies 1

Pedestrianmodesplit(percentageoftripsbyfoot) 2

b.EncourageuseoftheHawaiiPedestrianToolbox ProvidetrainingforagencystaffandconsultantsontheHawaiiPedestrianToolbox 1

c.Implementprojectsalongstatehighwaystoenhancepedestrianmobilityandaccessibility

Percentageofroadwayprojectscompletedthatincludeimprovementstopedestrianfacilities 1

d.Improvemaintenanceofpedestrianfacilities Dollar amount spent on sidewalk repairs. 2

Goal 2: Improve Pedestrian SafetyObjective Performance Measures Tiera.Reducethenumberofcrashesandfatalities

involvingpedestrians Numberofannualpedestriancrashesandfatalities 1

b.Increasedriverandpedestrianknowledgeoflaws,legalrequirements,rights,andresponsibilities

Dollaramountspentonpedestriansafetyeducationalprogramssponsoredorco-sponsoredbytheHDOT 1

Numberofpublicawarenesscampaignsrelatedtopedestriansafetyimplementedeachyear 1

Hoursofornumberofpedestrian-relatedlawenforcementstingsimplementedeachyear 1

NumberoftheHDOTbike/pedestrianstaffpermillionpeople 2

c.Modifydriverandpedestrianbehaviorstoimprovepedestriansafety

Existenceoflawsprotectingpedestrianright-of-wayincrosswalks 1

Numberofdriver’stestquestionsonpedestriansandinformationonpedestriansintheHawaiiDriver’sManual 1

Numberofpolicecitationsforpedestrian-relatedviolations 2

d.Usebestpracticesfordesignandoperationofallpedestriancrossings

ProvidetrainingforagencystaffandconsultantsontheHawaiiPedestrianToolbox(SameperformancemeasureasGoal1,Objectiveb) 1

Percentageofprojectsthatincludepedestriancrossingsafetytreatments 1

Numberofpedestriancountdowntimersinstalledatsignalizedintersections 2

Goal 3: Improve Connectivity of the Pedestrian NetworkObjective Performance Measures Tier

a.Supportdevelopmentofseamlessandcontinuouspedestriannetworksalongstatehighwayswithconnectionstopaths,walkways,trails,transitcenters,andotherpedestrianfacilities

Milesofnewsidewalksandsharedusepathsalongstatehighways 1

Percentageoftransportationimprovementprojectsthathavebeenreviewedforconsiderationofpedestrians 2

b.Encouragepedestrianconnectivityacrossjurisdictions

AdoptionofCompleteStreetsPolicy(SameperformancemeasureasGoal1,Objectivea) 1

ProvidetrainingforagencystaffandconsultantsontheHawaiiPedestrianToolbox(SameperformancemeasureasGoal1,Objectiveb) 1

c.Supportprogramstoencouragemorestudentstowalktoandfromschool PresenceandnumberofWalk/BiketoSchoolDayprograms 2

Goal 4: Promote Environmental Benefits of Walking Objective Performance Measures Tier

a. Broaden public awareness about the environmentalbenefitsofpedestriantravel

NumberoftheHDOTbike/pedestrianstaffpermillionpeople(sameperformancemeasureasGoal2,Objectiveb) 2

b.Reduceoverallvehiclemilestraveledthroughincreased pedestrian trips Pedestrianmodesplit(sameperformancemeasureasGoal1,Objectivea) 2

TABLE 6-1PerformanceMeasurebyGoalandObjective


Objective Performance Measures Tier

c.Increasetheuseofothermodesoftransportationtoreducetheuseoffossilfuels.

Percentageincreaseofbikeridershiptowork 2

Percentageincreaseofannualtransitridership 2

d.Integratepedestrianfacilitydesignwiththenaturalenvironmenttothegreatestextentpossible

ProvidetrainingforagencystaffandconsultantsontheHawaiiPedestrianToolbox(sameperformancemeasureasGoal1,Objectiveb) 1

Goal 5: Encourage Walking to Foster Healthy LifestylesObjective Performance Measures Tier

a. Broaden public awareness about the health benefitsofwalking/pedestriantravel

Numberofpublicawarenesscampaignsrelatedtopedestriansafetyimplementedeachyear(sameperformancemeasureasGoal2,Objectiveb) 1

Dollaramountofpedestriansafetyeducationalprogramssponsoredorco-sponsoredbytheHDOT(sameperformancemeasureasGoal2,Objectiveb) 1


b.Improvepublichealththroughencouragementofwalking

Percentageofstatecenterlinemileswithsidewalksinurbanareas 1

Percentageofoverallpopulationandofyouth(ages10to17)whoareobeseoroverweight 2

Incidencesofdiabetesorasthmapermillionpeopleandphysicalactivitylevels 2

c.Supportcommunity-basedeventssuchasfunruns,walks,parades,andotherpedestrian-basedactivitiesthatencouragewalkingfordailyexerciseandsocialization

Numberofcommunity-basedeventsendorsedbytheHDOT 2

Goal 6: Enhance Communities and Economic Development By Creating Pedestrian-Oriented Areas and Positive Pedestrian ExperiencesObjective Performance Measures Tiera.Encourageprioritypedestrianinfrastructure

investmentincommunitiesthatareinhigh-densityresidential,visitor/touristlocations,and/orthathavehigherpedestrian-orientedpopulations(seniors,youth,low-income,orhouseholdswithnoaccesstovehicles)

Considerthelocationsofpedestrian-orientedpopulationsandvisitor/touristlocationswhenpreparingGeneralPlans,CommunityDevelopmentPlans,orSustainableCommunityPlans.Includetheneedforpedestrianfacilitiesindevelopmentsintheseareasandhigh-densityresidentialareas.

1

b.EncouragereferencetoanduseoftheHawaiiPedestrianToolboxtocreatepedestrian-friendlysettingsthatprovideapositivepedestrianexperienceandattracthighlevelsofactivity

ProvidetrainingforagencystaffandconsultantsontheHawaiiPedestrianToolbox(sameperformancemeasureasGoal1,Objectiveb) 1

c.Requiredevelopmentprojectstoincludepedestrianinfrastructure,fortheappropriatelanduseandfacility

Numberand/orpercentageofencroachmentpermitsthatincludepedestrianinfrastructureonstatefacilities 2

Goal 7: Promote and Support Walking as an Important Transportation Mode That Reduces Overall Energy UseObjective Performance Measures Tier

a.Strengthenpublicawarenessabouttheenergyconservationbenefitsofwalking

Numberofpublicawarenesscampaignsrelatedtopedestriansafetyimplementedeachyear(sameperformancemeasureasGoal2,Objectiveb) 1


b.Increasetheuseofothermodesoftransportationthatreducetheuseoffossilfuels.

Percentageincreaseofannualtransitridership(sameperformancemeasureas Goal4,Objectivec)PercentageIncreaseofbikeridershiptowork(sameperformancemeasureasGoal4,Objectivec)

2

c.Reduceresidentandvisitormotorvehiclefueldemandtohelpmeet2030targetsforenergyefficiency

Airqualitylevels 2

d.EncourageSmartGrowthdevelopmentwithcoordinatedlanduseandtransportationplanning

Implementationofprioritiesestablishedintransporationplanningdocuments,suchastheStatewideandRegionalLRLTPs,BikePlanHawaii,andStatewidePedestrianMaster Plan

2

Pedestrians enjoy the use of a wide sidewalk on Maui

Rachel Roper, Project Manager

Ken Tatsuguchi, Planning Branch Manager

Bryan Kimura, Traffic Branch Manager

Kathleen Chu

Cheryl Yoshida

Paul Luersen

Kit Ieong

OTAK, Inc.Mandi Roberts

Statewide Pedestrian Master Plan · mission to provide a safe, efficient and accessible highway...

Documents

Transcript of Statewide Pedestrian Master Plan · mission to provide a safe, efficient and accessible highway...