HomeMy WebLinkAboutCOM 0219.001 2000-2002 ~ ~ 1A~ 9 ~
11
t ~ •O
~L~ COI~L.IN~
May 23, 2001
9845-0200-01 A-252
II ~ 21~
Mr. Christopher Yuen ~ :.i
Director t
L.,_; , .
Planning Department
County of Hawaii ,
25 Aupuni Street
Hilo, Hawaii 96720
Dear Mr. Yuen:
Response to DC?T Comments
Change of Zone Application (REZ 01-003)
TMK 7-4-08: Por 2, 68, 69 & 70
Queen Liliuokalani Trust
Keahuolu, North Kona District~lsland of Hawaii
Please refer to the April 16, 2001 letter from the State Department of Transportation (DOT),
which we received via fax from the Planning Department on May 16, 2001.
Please find below our comments in response to DOT's concerns:
1. "The traffic mitigation measures proposed in the traffic impact study are not
adequate to address the impact of this project on Queen Kaahumanu Highway
and surrounding intersections. Additional mitigation measures must be proposed
to address the project impacts."
QLT's rezoning application proposes to amend the existing Hawaii County zoning
classification for the project area, from Limited Industrial to Mixed Industrial-
Commercial. Development of the project area is permitted under the present
Limited Industrial zoning classification.
The proposed rezoning is not intended to introduce development where
development is not permitted, nor is it intended to increase the density of
development. The proposed rezoning is intended to provide QLT with greater
flexibility to attract prospective industrial and commercial tenants into the Kailua-
Kona area.
To evaluate traffic impacts from the proposed rezoning, QLT commissioned Wilbur
Smith Associates (WSA) to perform a Traffic Impact Study. WSA's study was
developed using industry-standard practices, including:
• Establishing existing traffic counts based on field observations during peak
AM (6:30 a.m.-9:30 a.m.) and PM (3:00 p.m.-6:30 p.m.) traffic periods. ~ /
Vox~xl~. No.
BELT COLLINS HAWAII LTD. 680 ALA MOANA BOULEVARD, FIRST FLOOR, HONOLULU, HAWAII 96813.5406 U.S.r;~x.;.~!
TEL: 808 521.5361 FAX: 808 538-7819 EMAIL: hawaiiCo36eltcollins.com WEB: www.belccollins.com ~~s ~o= ~ ~V~~
PLANNING ENGINEERING LANDSCAPE ARCHITECTURE • ENVIRONMENTAL CONSULTING ~e I~1\ U`
HAWAII • SINGAPORE • HONG KONG • AUSTRALIA • THAILAND • MALAYSIA • PHILIPPINES • GUAM • SEATTLE • SCOTTSDALE ~ I~ .
Belc Collins Hawaii is an Equal Oppormn¢y Employer. I
Mr. Christopher Yuen
May 23, 2001 - 01 A-252
Page 2
• Use of standardized methods developed by the Transportation Research
Board (TRB) of the National Science Foundation for evaluating the
effectiveness and quality of service for roadways and streets.
• Assessment of traffic conditions at traffic signal-controlled intersections using
the Operations Analysis methodology described in the 1997 Highway
Capacity Manual Update to the 1994 Highway Capacity Manual.
• The use of a 2020 planning horizon, which is consistent with the present
planning horizon for Hawaii County transportation plans.
The Traffic Impact Study identified the project-related traffic impacts on roads within
the project area and within the immediate vicinity. The study also differentiated
impacts from future regional traffic growth (unrelated to the project) from those
directly attributable to the project.
Future regional traffic growth (unrelated to the project) will significantly impact
congestion within the vicinity of the project area, including worsening of LOS
conditions on roadways both within the project area and in the immediate vicinity.
Project-related traffic will significantly impact traffic conditions within the project
area. The Traffic Study has identified required mitigations for these impacts within
the project area and QLT is committed to fulfilling these mitigations. However,
project-related traffic will not significantly impact traffic congestion at surrounding
off-site intersections, over and above regional traffic growth. Project-related traffic
will not change the LOS at either the Queen Kaahumanu Highway/Pafani Road
intersection or the Palani Road/Kuakini Highway intersection. Extracts from tables
within the Traffic Impact Study demonstrating the above are summarized in our
response to item 2 below.
The County's Department of Public 1Norks has reviewed the recommended
mitigations and concurred with the analysis and recommendations within the
Study. Conditions to mitigate the traffic conditions identified within QLT's Traffic
Impact Study have been included within the Planning Commission's
recommendations to the Hawaii County Council. QLT is committed to fulfilling the
required mitigations as identified within the Traffic Impact Study and as conditioned
by the County.
QLT has worked cooperatively with the State DOT on the sale of its land to the
State for its widening program, and will continue to do so in the future.
Mr. Christopher Yuen
May 23, 2001 - 01 A-252
Page 3
2. "The traffic impact study should have included an analysis of the intersection of
Queen Kaahumanu t~iighway with Henry Street."
To assess off-site traffic impacts south of the project area, the Traffic Impact Study
analyzed both the Queen Kaahumanu Highway/Palani Road intersection, which is
approximately 1/2 mile south of the project area and closer to the project area than
the Queen Kaahumanu Highway/Henry Street intersection, which is approximately
1 mile south of the project area's main entrance at Makala Blvd.
Based on analysis within the Traffic Impact Study and summarized .within extracts
of tables from the study below, the impacts from project-related traffic on the Queen
Kaahumanu Highway/Palani Road intersection was minimal. Since a portion of
project-related traffic would turn to and/or from Palani Road, the increase of
project-related traffic at the Queen Kaahumanu Highway/Henry Street intersection
would be less than at the Palani Road intersection. On this basis, further analysis of
intersections further south were not conducted.
Tables 2-2, 3-1, and 5-1 from the Traffic Impact Study summarized existing and
future conditions at the Queen Kaahumanu Highway/Palani Road intersection
without the~roject and are found below:
Table 2-2 (extract)
Existin Conditions
Mornin Peak Hour (LOS) Afternoon Peak Hour (LOS}
V/C ADPV LOS V/C ADPV LOS
Queen Kaahumanu 0.78 39.7 D 0.93 56.9 E
Hi hwa &Palani Road
Table 3-1 (extract)
2010 (without the ro'ect)
Mornin Peak Hour (LOS) Afternoon Peak Hour (LOS)
V/C ADPV LOS V/C ADPV .LOS
Queen Kaahumanu 0.83 58.5 E 0.89 73.3 E
Hw . &Palani Road
Table S-1 (extract)
2020 (without the ro'ect)
Mornin Peak Hour (LOS) Afternoon Peak Hour (LOS)
V/C ADPV LOS V/C ADPV LOS
Queen Kaahumanu 1.04 98.7 F 1.14 164.0 F
Hw . &Palani Road
Mr. Christopher Yuen
May 23, 2001 - 01 A-252
Page 4
With the project, conditions at the Queen Kaahumanu Highway/Palani Road
intersection for 2010 and 2020 were adjusted as follows:
Table 4-3 (extract)
2010 (with ro'ect)
Mornin Peak Hour (LOS) Afternoon Peak Hour (LOS)
V/C ADPV LOS V/C ADPV LOS
Queen Kaahumanu 0.86 63.0 E 0.91 74.6 E
Hw . &Palani Road
Table 6-3 (extract)
2020 (with ro'ect)
Mornin Peak Hour (LOS) Afternoon Peak Hour (LOS)
V/C ADPV LOS V/C ADPV LOS
Queen Kaahumanu 1.06 101.9 F 1.17 164.0- F
Hw . &Palani Road
Project-related traffic volumes do not alter the future LOS for the QKH/Palani Road
intersection, and will only affect the ADPV at the intersection by less than 8% in
2010 and less than 4% in 2020. On the basis of the Study's data and analysis, the
proposed project will not significantly affect traffic conditions at the QKH/Palani
Road intersection, over and above impacts from future regional traffic growth.
3. "Incremental or creeping degradation of LOS, especially when the existing or
projected LOS is "E" or worse (in urban areas), must be mitigated (or ideally,
improved). The preferable LOS for intersections should be no worse than LOS
"D" for urban areas."
QLT is committed to maintaining traffic conditions within its project area at
acceptable LOS conditions as reflected in DOT's comments.
In 1990, QLT completed a comprehensive traffic study as part of its successful State
Land Use District reclassification of 1,135 acres of its Keahuolu lands to the Urban
District. With the subsequent rezoning of 465-acre Urban Phase 1 area in the area
mauka of QKH and since 1995, QLT complied with County conditions and
constructed Kamakaeha Avenue, Makala Blvd. and the Luhia Street Extension.
QLT has also dedicated land to the County and State for future widening of Palani
Road; and recently negotiated the sale of portions of its lands to the State for Queen
Kaahumanu Highway widening project.
QLT has also complied with conditions imposed by the Land Use Commission
(LUC) to conduct Traffic Monitoring Studies, in conjunction with incremental
completion of individual developments, including the Kmart Department Store in
Mr. Christopher Yuen
May 23, 2001 - 01 A-252
Page 5
1996 and the Liberty House in 1998. QLT will conduct another Traffic Monitoring
Study shortly after the completion of the HPM "Builder's Express" project and in
conjunction with the recently completed Makalapua Stadium Cinemas at
Makalapua Center.
In total, QLT has expended over $7.5 million in Trust funds for the completion of
area roadways.
These roadways are now part of the overall roadway network in the Kailua-Kona
area and within the project area. QLT's completion of Karnakaeha Ave., Makala
Blvd. and Luhia Street have created bypass routes both mauka and makai of the
Queen Kaahumanu HighwayPalani Road intersection, thereby relieving congestion
along the highway near Palani Road.
As demonstrated over the past 10 years with its commitment of funds for
infrastructure development, QLT is committed to providing its fair share to improve
regional traffic conditions and will continue to do so with this rezoning application.
"Makala Boulevard (2010) widening must include:"
• "Provisions for a double left turn onto Northbound Queen Kaahumanu
Highway, especially needed if Queen Kaahumanu Highway has not been
widened. There should be a six-foot buffer (painted or physical median)
separating left turning traffic from oncoming traffic."
A second left turn lane onto northbound Queen Kaahumanu Highway was
recognized within the Traffic Impact Study as a beneficial mitigation of traffic
conditions in 2020 (coinciding with Phase 2 development).
QLT can comply with this requirement, but recommends that the second left
turn lane only he opened after Queen Kaahumanu Highway is widened by
the State from its present two-way two lane configuration to its ultimate two-
way four lane configuration. This will ensure that two traffic lanes on
northbound QKH are available to receive two lanes of traffic turning left
from Makala Blvd. onto the highway.
QLT has worked with DOT on a good faith basis on the sale of Trust land
for the State's widening project and will continue to do so in the future.
• "Adequate left turn storage on the makai bound approach to Luhia
Street."
The applicant will comply and will review any proposed improvements to
Luhia Street with the County's Department of Public Works.
Mr. Christopher Yuen
May 23, 2001 - 01 A-252
Page 6
• "Restrictions to prohibit driveways within 100 feet of Queen Kaahumanu
Highway (as widened)."
The applicant will comply.
• "Install traffic signal conduits at the Luhia Street intersection."
The applicant will comply, concurrent with further development of
adjoining parcels.
5. "Required roadway improvements shall be provided by the applicant at no cost
to the State."
With regards to proposed improvements that are project-related and/or within the
project area, the applicant will comply up to the level of its fair share.
6. "The LOS condition at the intersection of Kaiwi Street and Queen
Kaahumanu Highway (Table 6-3, page 6-5) should be examined more closely.
The traffic report should discuss why the left turn LOS (from Queen Kaahumanu)
is equal to or better than a right turn LOS (onto Queen Kaahumanu). We feel
that traffic improvements should be proposed for this intersection and the
assumptions reconsidered (i.e., the 2020 with project evaluation assumed it
would be STOP controlled)."
The analyses of traffic conditions at the STOP sign-controlled intersection of Queen
Kaahumanu Highway and Kaiwi Street reflects the methodology in Chapter 10,
Unsignalized Intersections," of the Highway Capacity Manual Update, Special
Report 209, 1997 (HCM).
The delays to vehicles turning right from Kaiwi Street and left from northbound
Queen Kaahumanu Highway are a function of two factors:
A. The volume of the conflicting traffic they must cross or merge with, which is
the southbound traffic on Queen Kaahumanu Highway for both turning
movements.
B. The length of the gap between southbound vehicles needed for the vehicles
to make their crossing or merging maneuver, referred to as the critical gap.
The critical gaps needed for vehicles to make aleft- or right-turn are presented in
Table 10-1 of the HCM. With the future four-lane Queen Kaahumanu Highway,
vehicles turning right from the side street typically need an average gap of 6.9
seconds between southbound vehicles to start up, turn into the southbound lane,
and accelerate to avoid being overtaken and struck by the approaching vehicle.
Mr. Christopher Yuen
May 23, 2001 - 01 A-252
Page 7
Vehicles turning left from the northbound Queen Kaahumanu Highway across the
southbound traffic need an average gap of 4.1 seconds between southbound
vehicles to start up and cross the two southbound lanes before the approaching
southbound vehicle arrives at the crossing point.
Since the right-turn vehicles need a longer gap in southbound traffic than the left-
turn traffic, the right-turn vehicles would have to sit and wait a longer time than the
left-turn vehicles for such a gap to occur, if the numbers of right- and left-turn
vehicles were similar.
In the morning peak hour, the forecast number of vehicles turning left into Kaiwi
Street far exceeds the number turning right from Kaiwi Street. With the much higher
volume, the left-turn traffic would use more of the available gaps and would wait
longer on average to find a gap of sufficient length, as compared to the lower
number of vehicles turning right. This results in a longer average delay for the left-
turn vehicles in the morning peak hour than for the right turns.
!n the afternoon peak hour, the forecast number of vehicles turning right is almost
the same as the number turning left (with diversion of some right turns to Eho
Street). With similar volumes and a much longer critical gap requirement, the right-
turn vehicles must wait substantially longer than the left-turn vehicles, on average,
to find a sufficient gap in the southbound through traffic on Queen Kaahumanu
Highway to complete their turn.
"We require the submittal and approval of construction plans for all work to be
done within Queen Kaahumanu S-highway right-of-way."
The applicant will comply.
On behalf of QLT, we thank you for this opportunity to submit our comments in response
to DOT's concerns. If you have any questions or comments, please do not hesitate to call
either Jim Beli or myself at (808} 521-5361.
Sincerely,
BELT COLLINS HAWAII LTD.
Gene Yong
Senior Planner
cc: Queen Liliuokalani Trust
Department of Transportation
WSA