![]() ![]() Rail’s per-passenger-mile energy use will even exceed the energy use of those who commute alone in their cars. Department of Transportation data, rail on Oahu will consume twice as much energy per-passenger-mile than does the existing bus system. Rail is scheduled to run 20 hours a day, but be virtually empty at times other than rush hour. The city’s director of transportation later admitted in the environmental impact statement that “traffic congestion will be worse in the future with rail than what it is today.” A Honolulu Advertiser/Ward survey found that three out of four people believed this claim. ![]() In the months leading up to our 2008 ballot referendum, the city spent millions promoting rail as a traffic solution. Portland went from 9.8 percent in 1986 to less than 8 percent today. The rate in Baltimore before it added rail in 1984 was 12.3 percent today it’s less than 8 percent. The combined rate for bus and rail is usually less than was the rate for just the bus.įor example, public transit’s share of all commuting in Atlanta was 9.1 percent before rail was added in 1979 today it’s less than 5 percent. But most cities have experienced a decline in bus ridership as money is diverted from the existing bus system to pay for rail operations and maintenance. The city claims that the percentage of commuters who use public transportation will increase from 6 percent to 7.4 percent once rail has been built. The consultant who prepared that projection, Parsons Brinkerhoff, also prepared ours. The last elevated system built achieved ridership that was 75.9 percent less than had been projected. Based on experiences elsewhere, the minimum annual contribution should be $100 million.Īctual ridership on recent rail projects around the country has averaged 40 percent less than had been predicted. The Federal Transit Administration advises against building rail unless money is set aside annually to ensure safety and reliability in future years. Two years ago, that estimate was $7.6 billion. As that term is defined, there is only a 10 percent chance of costs reaching the upper-bound estimate. The city’s latest upper-bound estimate is $10.8 billion. The latest official estimate is $8.1 billion … but the city reportedly is thinking about raising it to $9.5 billion. Rail was supposed to cost $3 billion … then $4.6 billion … then $5.2 billion. Once the economy has rebounded, assuming ridership is robust, the rail could be resumed along the mauka route proposed in this site. Sea level rise effects on rail stations between Iwilei and Ala Moana.Unpredictably high construction costs through downtown.Preserving the historic mauka-makai view planes from Chinatown/ Downtown to the ocean and harbor.Their proposal also addresses our key concerns of: ![]() They propose shortening the elevated rail to an end point just before Chinatown, to connect to a network of express busses (see Honolulu Star Advertiser Island Voices September 13). As the “on the ground” and economic realities have shifted, HTF has continued to promote dialogue around the best ways forward that will have the least impact on the natural environment.Ī proposal in September 2020 put forward by Nancy Peacock and Janet Gillmar shows great promise, in that it is economically more viable in light of a COVID-decimated economy. The issues of core importance to HTF are environmental and historic preservation. 31.For decades, Hawaii’s Thousand Friends has followed closely the proposals and progress surrounding the building of a rail system on Oahu. Honolulu Mayor Kirk Caldwell, who has been odds with the agency over the P3 approach, suggested in November that a phased procurement using funding as it becomes available would help contain further cost increases, albeit with a slower pace of construction that could last into 2033.įor now, HART is scrambling to maintain funding resources it already has, appealing for an extension of a $250-million Federal Transit Administration tranche for rail construction that is scheduled to expire on Dec. Since construction got underway in 2012, utility relocations and other cost-contributing delays have gradually pushed the project’s total pricetag to nearly double HART’s original $5.2 billion estimate, with the agency now forecasting completion in 2026. Imua Transit Honolulu’s main subcontractors included Granite Construction Co, and Traylor Bros. Although the city eventually withdrew from the P3, HART CEO Andrew Robbins continued to advocate for the approach until agreeing in early November to pursue a different project delivery strategy.Ĭity Center Connection Group’s other members included Rizzani De Eccher USA, DTL Builders, The Wilhelm Group, Dan Brown and Associates, Systra International Bridge Technologies and Zephyr UAS, Inc.
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