HomeMy WebLinkAbout04 Sustainable Development and Resilient Communities – Transportation Access and Mobility Comment SummarySustainable Development and Resilient Communities – Transportation Access and Mobility
Public Comment Summary
County of Hawaiʻi Draft General Plan 2045
The public comment period for the Draft General Plan 2045 was held from September 18, 2023 to
April 1, 2024. This comment summary contains the key themes derived from community feedback
on the Sustainable Development and Resilient Communities – Transportation Access and Mobility
section of the draft plan.
1. Equitable Access to Transportation
A recurring theme pertains to the need for equitable access to transportation infrastructure.
There is a call for policies that accommodate the transportation needs of different communities,
including rural populations, the elderly, and those with disabilities. The safety and accessibility of
transportation systems are imperative. Commenters advocate for inclusive design that considers
a range of users. Concerns also highlight the importance of infrastructure development keeping
pace with growth, and the need for alternative transportation modes and connectivity.
Additionally, there are concern about maintaining ocean access and supporting various water-
based activities.
2. Multimodal Transportation
Challenges such as lack of transportation options in the evenings for older individuals, the need
for infrastructure like bike lanes and pedestrian-friendly roadways, and the ability to handle
evacuations and emergencies with current transportation systems. Comments express a desire
to develop safe and accessible transportation options for active modes such as walking, biking,
and shared-use paths. They indicate a need for comprehensive planning and infrastructure
development that prioritizes these modes for health, environmental, and economic benefits.
Accessibility for people with disabilities and the integration of active transportation into urban
design are recurrent themes.
Public access and connectivity
Improved planning for public access and connectivity are highlighted by the comments. They
express that these plans should be a prerequisite for development approvals and should account
for the unique qualities of various landscapes and sites. Concerns are raised about access to
public spaces, with emphasis on trails, multimodal transportation options, ADA compliance, and
preventing privatization of public lands. The need for public participation in planning to ensure
fair access and the establishment of corridors for active living are emphasized, as well as the
enforcement and maintenance of public access. Comments emphasize the importance of
defining public access, particularly to shorelines, and ensuring adequate facilities for recreational
activities.
Active living and recreation
There is a strong emphasis on developing and preserving active living corridors, public access
to natural and scenic areas, and recreational spaces such as trails for walking, biking, and historic
pathways. Comments suggest the need for well-defined plans, collaboration among
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departments, and consideration of different communities' needs and cultural values in
development projects.
Mass transit
Many comments express concerns and suggestions regarding mass transit and the promotion of
active transportation modes, such as walking and cycling. Issues raised include the clarity and
effectiveness of mass transit programs, the need for comprehensive and multimodal transit
infrastructure, and increasing the attractiveness and safety of mass transit for a broader adoption
by the public.
Comments reflect the demand for improved and more ambitious mass transit options, including
considerations for older populations, the disabled, and emergency situations. Reliable and
consistent routing and scheduling, leveraging rapid technological developments, and
communication about system changes, are suggestions to increased ridership and make transit
more attractive for both residents and visitors. People expressed a desire for more improvements
in public transport infrastructure and less reliance on law enforcement to manage traffic.
Comments indicate a strong interest in improving and carefully planning transportation
infrastructure, with calls to invest in alternative transportation modes such as mass transit, biking,
and pedestrian systems. There's an emphasis on creating multimodal transportation
opportunities, reducing vehicle miles traveled, incorporating complete street designs and
considering the community’s input. Concerns include traffic congestion, inadequate roadways
for evacuation, and the need for established corridors for walking and biking that are
interconnected.
3. Road Infrastructure and Traffic Management
Many comments touch on various aspects of road infrastructure, including the need for more
efficient traffic management, recognition of traffic congestion impacting productivity and quality
of life, and concerns about the planning and execution of roadwork. Some also mention the
allocation of costs between public and private projects and the impacts on local economies.
Many comments highlight the need for improved infrastructure, including bridges, bus storage,
charging stations, and proper maintenance of facilities. There is a notable desire to ensure
infrastructure supports various transportation methods, including foot, bicycle, and public transit,
and the need for investment in infrastructure that can support an increase in population and
transit demand. Multiple comments urge the need for green infrastructure, maintaining the rural
character of regions, the importance of proper landscaping, reducing environmental impact, and
aligning with active living corridors. There's a call for the County to take responsibility for
maintaining green infrastructure, managing invasive species, and establishing buffers around
streams and gulches for conservation purposes. Commenters suggest developing standards for
green infrastructure, including maintenance of landscaping and low-impact development,
alongside strategies for managing invasive species and creating conservation or recreation
buffers.
Road safety and emergency preparedness
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Many comments voice concerns about road safety, proposing various solutions such as improved
roadway maintenance, traffic calming measures, and better planning for pedestrians and cyclists.
The need for additional roads and access points for communities with limited ingress and egress
areas, especially in case of emergency situations like wildfires, is also emphasized. Other
suggestions include more rigorous enforcement of traffic laws and better education on road
safety for children and adults. Commenters emphasize the necessity of having transportation
options that can be relied upon during disasters and evacuations and suggest enhancing the
reliability and accessibility of such systems.
4. Community Development and Land Use
Transportation planning is intrinsically tied to community development and land use.
Transportation-related comments address development and land use policies, discussing the
need for strategic growth, the promotion of urban centers, smart growth principles, and concerns
about the negative impacts of development on infrastructure and communities. A recurring
theme is the request for increased community engagement in transportation planning processes,
emphasizing that public insight and participation are essential for designing systems that meet
the needs of the populations they serve. Residents are calling for better consultation,
transparency, and the incorporation of public feedback in the development and approval of
transportation plans. Comprehensive planning is emphasized, including impact analysis updates
and prioritizing traffic calming measures.
Cultural considerations
Several comments suggest that development and infrastructure projects should include cultural
representations and respect the environment. Access to shorelines and the preservation of local
culture in the face of rising tourism and development are also concerns. The comments reflect
the importance of integrating local culture into tourist areas to enrich the tourist experience and
encourage return visits. This includes landscaping, cultural performances, and visual arts that
represent local cultures. The conservation and promotion of Native Hawaiian culture are
specifically emphasized.
5. Funding and Economic Implications
Comments are concerned with how transportation projects are funded and the economic
implications on the local economy. Comments point to the balance needed between
encouraging growth and managing impacts on the economy, suggesting a shared cost of
infrastructure between landowners/developers and the County to increase feasibility of projects.
A few comments address funding and economic concerns related to transportation projects,
questioning the source of financing and the feasibility of the initiatives proposed in the context
of a broader economic strategy. Commenters expressed concern about the financial aspects of
environmental and transportation initiatives, mentioning alternative financing mechanisms and
questioning the viability of funding 'green' projects.
6. Policy and Regulatory Concerns
A portion of feedback draws attention to concerns about existing policies and their alignment
with transportation needs. Commenters want to establish more forward-thinking polices to
accommodate future transportation demands and recommend updates to both policy and
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regulatory frameworks to better support multimodal infrastructure and environmental
considerations. Some comments encourage a framework for evaluating access types and the
appropriate management responsibilities to protect public health and ensure responsible
stewardship of resources. Several comments indicate the need for clearer language in
communicating goals, processes, and the names of procedures within transportation projects.
7. Climate Change and Environmental Considerations
Comments highlight the importance of sustainability in infrastructure and necessity of
considering environmental impact in transportation planning, suggesting the inclusion of green
strategies and sustainable practices in planning. There is substantial support for integrating
environmental benefits and infrastructure projects. Proposed ideas include using native plants,
managing invasive species, and utilizing alternative energy solutions. Other environmental
concerns in this section are around greenhouse gas emissions, electric vehicle infrastructure, and
sustainable transportation options. Some comments mention the potential adverse impact of
focusing excessively on electric vehicles without adequate provision for their environmental
footprint.
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Comment Page Number
(in the online
Konveio platform)
Concurrently, an evaluation framework needs to be created to determine the appropriateness
and type of access that should be allowed; including roles and responsibilities for management
and oversight. This is both to protect public health and to steward the resource.
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Tables 19 & 20 KS comment: This section has the potential to develop an equitable method to
define landowner requirements for public access but could significantly impact some landowners
more than others. The uniqueness of various landscapes and sites should be considered in
developing standards and requirements.
68
KS comment: Depending on allocation of costs, this could make projects unfeasible and hinder
development and economic stimulus to the local economy. The split of infrastructure burden
between public and private entities should be considered under this guideline. Landowners and
developers should not bear a disproportionate burden, or be forced to contribute more than their
fair share of local and regional infrastructure costs as this could hinder development and
economic stimulus to the local economy.
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KS comment: These policies broaden the Planning Department's (PD) discretionary power when
reviewing discretionary permits. Without standardized rules and guidelines, certain projects could
be impacted differently and unfairly, relative to one another. Additional costs for added
requirements could make projects unfeasible and hinder development and economic stimulus to
the local economy.
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Develop conservation or recreation buffers around streams and dry gulches in the district to
protect riparian corridors, manage storm water, reduce property loss from flooding and erosion,
and protect nearby coastal zones and reefs.
81
Significant, needed roadways should be identified in the General Plan maps, including a Waimea
Bypass, an additional road in/out of Puako, and multiple roads in/out of Waikoloa Village to the
Queen Ka'ahumanu Highway, Waikoloa Road, and the Waimea Bypass and/or Kawaihae Road.
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2.5: Transportation Terminals: Airports and Harbors p 84 Importing of goods should be
minimized to reduce the need for large harbors, and to make us less dependent on vulnerable
supply chains thousands of miles long. Economic dependence on tourism should be reduced, to
reduce the need for large airports and make us less dependent on this unreliable economic driver.
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15.2 Allow for private, non-dedicated cul-de-sac and alley designs that are in accordance with
national road standards. p 79 Cul-de-sacs should be discouraged, to allow emergency evacuation
routes and reduce traffic congestion.
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Priority Actions p. 78 The County should encourage staggered operating hours for both public
and private sectors, to lessen traffic congestion and improve safety.
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Objective 14 Reduce vehicle miles traveled (VMT). p. 78 Developers should not be granted relief
from requirements for sidewalks, bike lanes, etc.
79
In November 2020, the County of Hawai'i adopted by resolution a Street Design Manual to set
standards for how County streets should support all modes of traffic. p 77 The Complete Streets
policy was ignored recently for repairs to Waianuenue Avenue and Keawe Street, the latter
because the funding source did not allow for it. But the County should seek to do Complete
Streets as often as possible....the State of Hawai'i's traffic fatalities continue to rise and the County
of Hawai'i's figures per capita remain the highest in the state... p. 77 To reduce crashes,
communities should be designed so people don't have to drive so far for jobs and services.
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Standards Table 22: Mass Transit Level of Service Standards p 76 This section should Include flex
service, now being done, where a bus will deviate a bit from its normal route to accommodate a
customer, on request.
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Continuing, Comprehensive, and Cooperative Planning p 68 Traffic plans submitted to planning
commissions and County Council typically include many pages dealing with vehicular traffic and
very few pages re. bicycles, walking, wheelchairs, etc. Requirements should be changed so
alternative modes receive at least equal consideration.
69
Terminals: Airports and Harbors..tourism accounted for approximately 15% of VMT... p 67 The
acronym should be explained.
68
Investment in Electric Vehicles •Total registered electric vehicles: 10,670 (#20 overall) p 66 The
meaning of "#20 overall" should be explained.
67
2.1: Introduction This element of the General Plan examines various modes of transportation...
Contemporary perspectives broaden evaluation p 65 Wheelchairs, skateboards, scooter boards,
etc. should be included.
66
The Planning Department can create easier and safer methods of travel but have no right to
dictate how many miles people drive. The people's right to travel shall not be impeded. Delete
this section. Developers should not be granted relief from requirements for sidewalks, bike lanes,
etc. Priority Actions p. 78 The County traffic lights should be set to staggered operating hours for
both public and private sectors, to lessen traffic congestion and improve safety.
79
Continuing, Comprehensive, and Cooperative Planning p 68 Traffic plans submitted to planning
commissions and County Council typically include many pages dealing with vehicular traffic and
very few pages on bicycles, walking, wheelchairs, etc. Requirements should be changed so
alternative modes receive at least equal consideration, safe bike lanes should be a high priority to
cut down emissions.
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Investment in Electric Vehicles is counter productive to the environment. Electric Vehicles add a
huge strain on the electric grid. They are very costly to own both in price of car, maintenance, and
electric bill. The companies that make EV use fossil fuels. The new gas driven cars are much lower
in emissions and cheaper to buy. Lastly, the batteries in EVs are dangerous during car accidents
and toxic to the environment.
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Sec. 2. Objectives. This order defines agency roles and responsibilities and directs agencies to
take specific actions to prepare the Nation for the hazardous effects of space weather. These
activities are to be implemented in conjunction with those identified in the 2015 National Space
Weather Action Plan (Action Plan) and any subsequent updates. Implementing this order and the
Action Plan will require the Federal Government to work across agencies and to develop, as
appropriate, enhanced and innovative partnerships with State, tribal, and local governments;
academia; non-profits; the private sector; and international partners. These efforts will enhance
national preparedness and speed the creation of a space-weather-ready Nation.
https://www.federalregister.gov/documents/2016/10/18/2016-25290/coordinating-efforts-to-
prepare-the-nation- for-space-weather-events In October 2016 (about 10 days before the above
executive order was signed) the Russian Government hosted a training event of 40 million
civilians, 200,000 emergency rescuers and 50,000 units of equipment from October 4 to October
7, 2016. It took 3 days to do a mock evacuation of 40 million civilians into 5000 bunkers.This was
a massive exercise carried out for the first time in modern history. A spokesman said in a
statement: "The main goal of the drill is to practice organization of management during civil
defense events and emergency and fire management, to check preparedness of management
bodies and forces of civil defense on all levels to respond to natural and man-made disasters and
to take civil defense measures. https://www.express.co.uk/news/world/717446/russia-evacuate-
40-mi11ion-people-emergency-driII-vladimir- putin-ww3 Additional info on this: Cataclysmic
Polarity Shift , Part 2 - How Can I Prepare For Such An Event?
https://www.youtube.com/watch?v=GSHnF2PTz5s Safe Zones and Disasters
https://www.youtube.com/watch?v=qplLRrxCMiw Solar Micronova is Going to Happen
https://www.youtube.com/watch?v=cEMXp1HlzUs&t=0s Earth Disaster is Coming I ALL The
Evidence https://www.youtube.com/watch?v=j635Cv2a0IA&t=0s Man made geoengineering is
an operation primarily used to block out solar radiation and create, distribute, and deflect weather
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systems. Its use over many decades is outside the scope of public knowledge and having
significant impacts on our environment/weather to include increased super storms, fires, flooding,
droughts, and causing very high levels of aluminum in the soil and tissue samples of all mammals.
I personally have tested hundreds of humans and animals and seen very high levels in all hair
analysis tests. This is why Monsanto developed aluminum resistant seeds, soil in North America is
testing 40,000 times higher rates of aluminum in the last 2 decades.
https://www.geoengineeringwatch.org/Iinks-to-geoe ngineering-patents/ Tennessee and New
Hampshire have recently introduced bills to ban this practice.
https://www.tennessean.com/story/news/local/2024/03/20/tennessee-senate-passes-biII-
banning-chemtrails- what-to-know/73027586007I Maui county council passed a bill in 2010 to
ban geoengineering and this link explains how it is being used to lessen the effects of solar
radiation. There has been no public oversight or consent to these projects.
http://mauiskywatch.org/info-official-reports/ It is clear based on the above information the
governments of the world are preparing for space weather effects due to the weakening magnetic
field, therefore it is critical that the county review and adopt their own contingency plans. Hawaii
county should implement a ban on geoengineering before soil is too toxic with aluminum and
when combined with glyphosate it can cross the blood brain barrier.
The spirit of the standards appears to be to provide transparent, equitable measures for public
roadway infrastructure that safely accomplishes our transportation goals. However, some of the
standards appear to originate in a different era before consideration of the priority hierarchy. For
example, extremely wide ROWs for secondary arterials and collector streets that accommodate
wide and perhaps buffered bike lanes on both sides, transit lanes, sidewalks, etc., can be
appropriate. But extremely wide ROWs that do not accommodate these features simply
encourage speeding and are uninviting for cyclists at best and deadly at worst. The reality we
cyclists are dealing with is wide streets that promote speeding and never seem to get converted
for cycling. Few people dare to cycle, and the vicious circle continues. For minor streets, which
constitute the majority of street length in towns such as Hilo, we are surprised that there is so little
attention given to narrower width streets, which slow traffic and help convert sketchy urban roads
into charming urban streets. "Skinny Streets" is a movement started in the 1990s aimed at
reducing the dimensions of streets in municipal standards. Hundreds of state, county and city
jurisdictions have revisited their overly wide street design standards and adopted narrower
profiles. Reducing street width provides a number of benefits. Skinny streets reduce speeding,
vehicle crashes, street construction costs, pedestrian crossing distances, impervious surfaces (and
therefore storm water drain capacity), street maintenance and resurfacing costs, and the heat re-
radiation that creates urban heat islands. The "optimal ROW" specified by the standards may be
viewed as inconsistent with proposed GP 2045 policies to consider innovative road standards.
The Green Book and the MUTCD are often cited by engineers as if they are rigid laws that brook
no deviation. However, the Green Book provides a great deal of flexibility, to the point of
encouraging narrow widths (e.g., 26') on low-volume residential streets. Traffic engineers are
learning that narrow street standards make a great deal of sense in most cases. We are also
concerned with rigidly adopting standards from existing manuals that are already outdated. For
example, the 11th edition of the Manual on Uniform Traffic Control Devices for Streets and
Highways-the MUTCD -was released on December 19, 2023, replacing the 10th edition from
2009. The new MUTCD is a significant improvement that includes a number of updates to
improve safety for pedestrians, bicyclists, and all road users. We suggest working with DPW,
HDOT, FHWA and organizations such as Strong Towns to re-examine the optimal ROW from some
of the categories of streets in Table 23.
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We strongly support these good ideas. As noted in the Mayor's proclamation of June 13, 2022,
the County is committed to utilize and implement the County of Hawai'i Street Design Manual to
build complete streets in Hawai'i County at every opportunity and to engage the public early and
often in development thereof. This key pledge merits reiteration as a binding policy of the General
Plan. Objective 18. Adequately maintain public transportation systems. STANDARDS The County
adheres to several federal and industry standards for roadway design. These include the AASHTO
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Green Book and Roadside Design Guide, the MUTCD, the NACTO, and the Highway Capacity
Manual.12 Examples of topics addressed by these guidelines include road geometry (e.g.,
curves, sight distance), safety within ROWs adjacent to travel ways, design speeds, level of service,
signs/striping/signaling, and urban transit. In addition to these sources, the County adheres to the
following locally defined standards. Highways shall not be wider than four through travel lanes
that accommodate single occupancy vehicles and should be limited to the most populated areas
typically connecting residential areas with employment centers. Integrate transportation networks
to prioritize the most vulnerable roadways users and the greenest modes of travel through a
Multimodal Hierarchy that prioritizes investments in the following order: 1. Pedestrian, 2. Public
Transit, 3.Bicycle. 4. Auto The minimum roadway width standards to accommodate the County
Roadway Classifications were adopted in RES 779-20. The following provides an overview of this
standard with reference to the FHWA Functional Classification system. Table 23: County Street
Typology on p. 83
On the surface, that is certainly a policy we support, but we have concerns with the 1970's era
County of Hawaii roadway typology, which emphasizes very wide rights of way for low traffic roads.
We have more comments on that below.
82
We suggest and edit to include specify a broad range of road projects that this policy is intended
to apply to.
81
add in after "into" new build, repaving, rehabilitation and reconstruction 81
While we support the idea of a corridor planning/management program, we have trouble
envisioning its structure and operation. Will it be located in Planning? It should be transparent,
perhaps utilizing interactive webmaps for locations and tables that chart progress towards goals.
We suggest there be regular reporting and measures of accountability.
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15. c Establish a corridor planning/management program that is data- driven and accessible to
the public and uses performance based target and outcomes.
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On Policy 15.3, we agree that objectives for (maintaining high) traffic speed need to be balanced
with maintaining the area's natural, historic, and scenic qualities, but not that safety, traffic calming
and (reducing unsafe) traffic speed requires a balance test.
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Should this flexibility be restricted to rural areas? The standard street typology for urban areas
involves overly wide minimum road widths. Many of Hilo's most charming areas - e.g., Villa Franca,
Halai Hill, Reed's Island, etc., have good old skinny streets that encourage community uses and
discourage speeding. Let's be flexible about those too. 15.3 In planning, designing and
constructing new roadways or modernizing improvements, transportation agencies should
prioritize safety and traffic calming and also balance the conservation of the area's natural, historic
and scenic qualities with transportation objectives for traffic flow. On Policy 15.3, we agree that
objectives for (maintaining high) traffic speed needs to be balanced with maintaining the area's
natural, historic and scenic qualities, but not that safety, traffic calming and (reducing unsafe)
traffic speed requires a balance test.
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remove "rural" 79
We are curious about how and when the County is planning TMD. It would be helpful for some
background in the GP 2045 on what measures are currently in place or might be planned, and
what agencies would take the lead. 14 e. add in after "traveled" and pedestrian/bicycle safety
metrics 14 f. Update the Bikeway Plan for the County of Hawai'i to serve as a detailed guide for
planning and integrating bikeway related improvements as part of new and rehabilitated or
reconstructed roadways throughout the County.
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This is very unlike other mandatory policies that contain the word shall, because it contains a
passive construction that allows an unnamed authority to declare improvements impractical and
infeasible. Decades of street design by conventionally trained engineers has excluded such
features, even when they were explicitly called for in official, adopted County of Hawai'i plans.
Multimodal improvements have become commonplace in the USA in the last 20 years, and
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engineers in our County are undeniably aware of them, yet they are generally excluded from road
projects on the basis of not being feasible and practical. But their standards for "impractical" may
differ significantly from user groups, advocacy groups, many other County DPWs in the State and
nation, and best practices nationwide. We recommend a rewording to ensure collaboration from
different viewpoints and also to presume that pedestrian-friendly, multimodal improvements
should be included unless demonstrated to be impractical and infeasible.
The Bikeway Plan dates from 1979. Though it contained much good information and ideas, the
2005 GP noted that it required an update. This need has only increased since then because of the
significantly altered geography of the county, new laws and regulations, technological innovations
such as E-bikes, E-scooters, E-skateboards, etc. It is high time to fashion a Bikeway Plan for the
mid-21st century. 14.5 Roadway designs and improvements made by the Department of Public
Works shall accommodate pedestrian-friendly, multimodal design, and on street parking
evaluations, unless it is determined through a collaborative process that such design and
improvements are impractical and infeasible.
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This is commendable but very weak tea. "Encouraging collaboration" in not likely to engender
any real improvements. The public and the County Council already encourage this. The lack of
collaboration is one of the most frustrating elements for the public as we continue to see an
absence of "capital investment projects that achieve active transportation objectives and goals"
and "alternative means of transportation, such as mass transit, bicycle, and pedestrian systems."
A critical missing element in the collaborative team specified above is the public. As discussed
elsewhere in this letter, informed, systematic public engagement in the form of Community
Development Plan or Urban Development Plan Action Committees could ensure that
collaboration occurs before projects are fully scoped, funded, bid out and executed.
14.3 Incorporate bicycle routes, lanes, and paths within road rights-of-way in conformance with
The Bikeway Plan for the County of Hawai'i, which shall be updated.
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There are promising opportunities for corridors shared by bikes, pedestrians and mass transit
only. See the Tillicum Bridge in Portland, which hosts buses, streetcars, and a walking and biking
trail, and also connects to an aerial tram to the major hospital in the region. Railroad Avenue in
Puna is an example that our own Mass Transit Agency is interested in.
Objective 14 Reduce Vehicle Miles Traveled.
14.1Encourage collaboration between the Planning Department, the Department of Public
Works, the Department of Parks and Recreation, the Mass Transit AgencY, and appropriate
Action Committees to define the scope and priority of capital investment projects that achieve
active transportation objectives and goals.
14.2 Increase arterial capacity through prioritization of alternative means of transportation, such
as mass transit, bicycle, and pedestrian systems.
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Linking together our communities and the important sites they utilize with walking and biking
trails will enhance the recreational/cultural value of the sites, the health benefits to our
community, and the sustainability of transportation. The key to all this will be the effectiveness of
the program identified in Priority Action 12.a. Will this take the form of a commission? A
temporary working group? Another item in the job description of one or more County planners?
We support the temporary working group model, as commissions become tangled in
bureaucracy, much of it associated with the Sunshine Law. Piling another task on individual
planners, with no public transparency or accountability, is unwise.
Objective 13. Increase mass transit ridership by 50 percent.
Policy 13.1 Ensure transit routes connect with other modes of active transportation consistent
with the County Street Design Manual.
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We support the pro-active identification, protection and consideration of active living corridors
in County actions and applications for development, including rezoning and subdivision. Each of
the supporting policies appear to be relevant, but we would stress the importance of the
following:
12.2 Programmatical/y support the open space network concept with a methodology that
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includes criteria for establishing County department and other agency responsibilities, mapping
requirements, financing strategies for implementation and maintenance, and standards for
facilities that enhance the community experience.
12.4Land use applications shall identify as early as possible any existing or potential active living
corridors that should be incorporated into the County's open space network.
12.5 Ensure that existing active living corridors that are publicly owned or available by easement
are properly identified and that their access elements are secured and documented.
a)Primary examples include but are not limited to historic trails and roads, roads-in-limbo, 'paper
roads former sugar cane roads, train infrastructure remnants (Rails to Trails), and pedestrian and
bicycling paths.
b)''Acceptance" by the County of the responsibilities detailed in the grant of easements should
require County Council action and a dedicated funding source.
12.6Provide public pedestrian access opportunities to scenic places and vistas.
12. 7 Establish public access to historic and modern active living corridors and
facilities that provide an island-wide route and connect to major destinations. Priority Actions
12.a Develop and adopt a program to establish public access to historic and modern active
living corridors and facilities that provide an island-wide route and connect to major
destinations.
Active Living Corridors
Historic
•Trails mauka to makai, along the shoreline, and throughout the mauka regions.
•Enables the community to access areas that have significant natural or scenic value, and to
continue traditional practices for gathering, hunting, and recreation.
•E.g., ala kahakai Modern
•Pedestrian, equestrian, and biking trails; modern facilities for parking and comfort.
•Provides access to shoreline and other natural resources, boat harbor, parks, sport fields,
camping sites, and outdoor gyms
•E.g., Maka'eo walking path
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We support each of these policies, which represent a subtle but important shift of existing
transportation policies towards a multi-modal focus, as indicated in the highlights above. By
implication, each should involve continuous evaluation and implementation of walking and
cycling infrastructure options. We have marked up a few of the draft policies above to provide
more explicit wording that provides clear guidance to those responsible for transportation
projects - from road repaving to rehabilitation to reconstruction all the way to new build - that
multimodal features must always be a priority. This is particularly important for rehabilitation and
reconstruction projects. Even when they cost tens of millions of dollars, they are often regarded
as too minor to warrant close consideration of bicycles and pedestrians. However, with their
smoother pavement, wider paved cross sections, and better drainage, newly "rehabilitated" roads
make nice raceways, which the driving public all too readily embraces. The community needs to
be able to rely on the General Plan's policies to ensure that pedestrians and bicycles are not
forgotten. Perhaps the best way to ensure consideration is to create a Hilo Town Urban
Development Plan that expands on the GP's goals, as we discuss at the end of this letter. It will be
critical to also empower an action committee to review and advise on County projects for
consistency with the goals, objectives and policies of the General Plan and the Urban
Development Plan.
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add in after "for" multimodal transportation, walking and cycling infrastructure, and pedestrian
and bicyclist safety feature for all
70
add in after "facilities" featuring not only motor vehicle oriented roadways but also mass transit
and walking and cycling infrastructure
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add in after "Transportation" with a focus on walking and cycling infrastructure. 70
There is much to commend in the organization and content of the current draft of the GP 2045,
and we acknowledge and appreciate the dedication and thoughtfulness of the Planning Director
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and his staff. A General Plan is hard to write and even harder to implement. It essentially
presents aspirations rather than commandments. Even its enforceable policies and actions must
be flexible enough to be reasonable when applied to the wide range of particular circumstances
found in the real world. Our experience in interacting with the current GP - and for that matter
other County plans, policies, rules and even laws - is that inspirational words tend to elude
fulfillment when it comes time to make hard decisions about walking and cycling infrastructure.
The spirit of our comments is intended to reduce the gap between our planning goals and their
implementation on the ground, once the talking is done.
First, we truly appreciate the substantial consideration to pedestrian and cycling infrastructure
given by the draft GP 2045. The 2005 GP also called for a comprehensive, island-wide multi-
modal transportation plan that included cycling, enhanced bicycle and pedestrian systems to
increase arterial capacity, and encouraged the development of walkways, jogging, and bicycle
paths. The draft GP 2045 includes and expands upon this, and we support the myriad
objectives, policies and actions related to pedestrian and cycling infrastructure. Below, we share
several ideas and specific suggestions (in bold font/yellow highlights) to improve wording,
clarity, refinement and alignment of a few of the proposed objectives and policies.
We believe that Hilo can be best transformed by expanding on several ideas already suggested
in the GP 2045. As a community, we need an updated Bikeway Plan, which should be expanded
to include all modes of active transportation and must include means for implementation. In the
absence of a modern Community Development Plan for the town of Hilo, we urge preparation of
a Hilo Urban Development Plan, which should include an Action Committee similar to those for
the CDPs around the island, to help monitor implementation of the goals, objectives, policies
and actions of the General Plan.
Develop green infrastructure standards including right-of-way (ROW) landscaping, low impact
development {LID), and drainage. Comment: Provide funding and County capacity and
responsibility to maintain green infrastructure in the County Right-of-Ways.
82
Encourage flexibility in applying the County of Hawai'i Street Design Manual when necessary to
preserve the rural character of an area while maintaining a pedestrian friendly design and desired
landscaping solutions. Comment: Amend the Street Design Manual to include rural road
standards that are appropriate to our typology of rural village roads. Also amend the manual to
include alley design if not already adopted as part of the manual for rural and urban
neighborhoods.
81
Continue to adopt the County of Hawai'i Street design manual as the county's complete
street design program/policy. Comment: Why hasn't the Street Design Manual been adopted as
the County's road standards and incorporated into the Hawaii County Code?
80
In November 2020, the County of Hawai'i adopted by resolution a Street Design Manual to set
standards for how County streets should support all modes of traffic. For each street type found
in the County, this manual illustrates how the right-of-way should allocate space for multimodal
activities following active transportation priorities. These standards are essential for new
development and infrastructure rejuvenation projects to design and achieve active transportation
solutions in each step of modernizing the County's transportation system properly and
adequately. Comment: "Besides active transportation and multimodal aspects of Complete
Streets, consider adding mention of environmental benefits of green strategies roadway design
as this is also a key component of Complete Streets. Roads make up a large component of the
public infrastructure and their environmental impacts are immense. Best practices like
incorporating vegetated swales and basins for infiltration and water quality treatment; and street
trees for shade, visual quality and community character, carbon sequestration and air quality are
part of sustainable development/resilient community design principles."
79
Encouraging maximum use feels extreme. It doesn’t need to be maxed out, per se, but perhaps
like I mentioned before: We need to encourage more flights in/out of Hilo- make it easier and
faster for us to fly in, even inter-island between Maui and from the west coast. Kona doesn’t need
to be the only airport here.
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We need to encourage more flights in/out of Hilo- make it easier and faster for us to fly in, even
inter-island between Maui and from the west coast. Maybe there isn’t demand, but maybe things
could be incentivized. Kona doesn’t need to be the only airport here. Just a thought. Thanks.
85
Bicycle safety is not just protecting cyclists but preserving driver from the daily anxiety of hitting
and living with the consequences of injuring or killing a biker or pedestrian.
83
17.7 -- Allow for safe transit of pedestrians and bicyclist 81
along with safety elements for bicycle traffic 80
The program should include amenities for safety between bicycle and motor traffic 80
All coastal approvals of public trails need to take into consideration these standards and
mauka/makai access needs to be provided somewhere on the property if it does not exist within
these standards.
74
This means no more granting approval upon a condition that a public access plan and trail
construction take place in the future. The PAP needs to be included in any approval and trail made
within a set time period.
73
Comment: Roadway network connectivity especially when provided with appropriately applied
Complete Streets standards is a must and should be part of the subdivision code. Connectivity of
roadways is a main component of Traditional Neighborhood design. We don't wish to repeat the
lessons learned from the cul-de-sac subdivisions of the past with the high daily vehicle trip count
and VMTs
81
Sorry but bicycles will never be a vial means of transportation in most areas on this island, aside
from urban centers in Kona and Hilo.
83
Does this include crosswalks? 83
We DESPERATELY need to stop developing shopping centers before fixing our roads. Just look
at our lack of a proper stoplight in Waikōloa...
78
This is completely unrealistic and you folks should know this. 76
The truth is, a lot of people will still choose to drive. Mass transit needs to be free or very
inexpensive. What about incentivizing carpooling?
75
Public lands should always remain public lands and never become privatized, full stop. 73
And yet hotel industries and private landowners, such as the Mauna Kea Hotel and Benioff, still
compromise localsʻ abilities to access the shoreline. SO many of our beaches are not even close
to ADA compliant.
72
All the more reason to STOP large-scale development in Waikōloa without SERIOUS planning. We
cannot simply build a bunch of businesses and expect it to mean financial efficiency for Waikōloa
-- we need to prioritize local businesses first and foremost and decrease our reliance on tourism
in this region.
67
I actually believe this reflects higher overall population (including from tourists) and therefore
greater congestion on our roads...
67
Are we ever going to have a REAL bus system, like TheBus system on Oʻahu? 66
52.Removal from the Highways section of the 2005 General Plan the following:
13.2.5.4.2 Courses of Action
(C)Encourage the State to construct a scenic highway from the Waipio Valley look-out extending
Mauka to connect to Mud Lane at the entrance of Waimea.
53.Removal from the Recreation section of the 2005 General Plan the following:
12.5.4.2 Courses of Action
(D)Encourage the State to develop a scenic park on the Kohala side of Hiilawe Falls in
conjunction with the development of the scenic highway.
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Comment: Please explain the rationale for removing the above two directives of the 2005
General Plan from inclusion in the Draft General Plan 2045.
Comment: The County should enact ordinances or policies that discourage the building of gated
community roadways, even if the gated roadways are privately constructed. Such gated roadways
only increase the sense of division in society at a time when blending those divisions has taken on
much importance
80
Hilo has the employment due to government hire. I think it would more equitable to expand the
County operations by allowing more employees to work from home. The employment advantage
for living in Hilo is obvious and I feel and Hilo has been given the advantage in infrastructure
improvements, as well. Why can we not diversify the County employment to include other than
just Hilo residents?
67
Provide free monthly (not just equitable mobility) bus passes for youth, adults in households with
low income, and recent immigrants.
76
If Street Design Manual is where vegetation standards are listed, it should also be revised to
include native plants that have wide tolerance for temperature & rainfall changes that will occur
due to climate change.
78
Enforcement of existing public access appears to be lacking. How will enforcement be improved
with GP 2045?
69
Include statistic on what percent of Hawai'i County commutes by Active Transportation 67
Are these statistics for the State? County? Or mix of both? Please clarify. 67
I think a better investment is in shared transportation options rather than strong focus on electric
vehicles. People want to use mass transit but options are minimal, not available or comfortable.
Re-envision from scratch how we can maximize public and shared transport and reduce traffic and
emissions.
67
Waikoloa Village continues to expand housing with only one road out. A second road needs to
be the top priority. The village has already had to evacuate several times for wildfire. The current
temporary fire evacuation road is not sufficient to evacuate the planned additional population in
an event of a fast moving wildfire.
80
As indicated in the recommended policies that follow under Objective 12, the process for
establishing an open space network of active living corridors would require a bit more than
described here. This paragraph could be expanded to more fully describe this process, to
something like: "Establishing these active living corridors in an open space network requires a
combination of identifying and mapping historical trails and other potential trail, pathway and
connector opportunities to ensure that continuity, both mauka to makai and laterally around the
Island, is not interrupted by development activities; by planning for extended bike and pedestrian
trails and trail linkages; and by linking these corridors with roadway and public service
connections."
72
Btw.... whoever planned the road paving in Waimea did a terrible job . Waiting in line hours for
school, work, etc. get better and planning the basics! Remember the government, service projects
like road work are for the "people" who work and have kids!
69
This might read: Develop and adopt a program and plan to establish... The notion of creating an
integrated network of open space or "active living" corridors would be of little value without a
plan to do so. You might look to the Maui Greenway plans as examples of how this can be done
here for Hawaii County.
73
As a basis for the recommended policies that follow under Objective 12, it appears that an
additional text is needed here to provide a rationale for establishing a network of active living
corridors. Perhaps something to the effect of: "In a modern context, the effort to create a network
of open space corridors, paths and trails not only allows greater access to these areas of significant
natural, cultural and scenic significance, but also provide greater opportunities for pedestrian,
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equestrian, biking and recreational activities that are being sought by the community as part of a
more active lifestyle. "
Include in these standards the management of invasive species. Our native species can perform
very well if invasive species are removed and managed. For example, the highly invasive
Christmasberry is overwhelming the native plants in the bioswales along Ana Keahokolole St.
81
My family and I are current residents of Waikoloa Village and have lived in his wonderful place for
10 yrs. I am writing this email in concern for Waikoloa Village. There is a single entrance and exit
into Waikoloa Village. This needs to be built immediately! There currently exists an emergency
fire lane that only opens for emergency evacuations. This fire lane road should be permanently
opened. There are new developments happening in the area which will increase the population
and adds to the great concern that there is only one road in and out of the village. We should
continue to build other roads to enter and exit the village. Our hearts are deeply saddened in
what took place in Lahaina, Maui. We mourn for the loss of many lives and pray for the families
who lost several loved ones. We should use this experience to take proactive actions and help
prevent devastation like that happening again.
84
In addition to the Priority Action item 14.f recommended by the Hilo Bayfront Trails, I would
recommend adding item "14.g Adopt a Complete Street Policy as the policy of the County to
build complete streets in Hawaiʻi County at every opportunity and to engage the public early and
often in the development thereof." This is to reinforce the previous statements related to
prioritizing active transportation and take the existing Complete Streets Policy that was adopted
by this administration and make it an ongoing policy and priority of the County as part of the
General Plan. To me this is vitally important and if I could only make one recommendation to the
General Plan, it would be the addition of this as a priority action item.
79
Hilo Downtown Multimodal Master Plan calls for short distance shuttle with available parking at
County facilities. Consider adding this to the GP.
73
Call for the improvement of transportation options for Hilo airport to Kona. Possible Resolution:
Opportunity for the Mass Transit section.
75
Consider future potential for rail connectivity. E.G PMAR and Alii Hwy projects could focus on non
vehicular transportation.
73
Trails are lacking despite Hawai'i Island's large land area. Possible Resolution: Public access is
included as a component in transportation section to help bridge the connection. Also included
in Natural and Cultural resources element.
73
Advocate for multimodal transportation opportunities. Possible resolution: Multimodal
transportation is mentioned in regard to increasing connectivity.
73
I would like to recommend establishing a committee to preserve and maintain Public Accesses
both coastal and mountain trails such as the Judd Trails that are slowly disappearing into
developments and official and established Evacuation Routes that are getting closed off at will. I
live on such a road that is an established Evacuation Route but not an "official" route as described
by Civil Defense. Civil Defense regards only public roads as "official" routes but there are private
roads that are established and recognized Evacuation Routes and my road has been closed and
locked for over 2 months by an agency claiming ownership of the road that it connects to. I would
also like to volunteer for this committee if created.
72
Komohana St. is supposed to be extended on both ends to serve as the Hilo bypass highway, from
Keaau to between Pepeekeo/Honomu
80
To be clear, this should be written as: ..public access should be planned and built in relation to
the natural and sociocultural landscape.
72
To the prior comment about the "transportation facilities featuring not only motor-vehicle oriented
roadways but also mass transit and walking and cycling infrastructure," I would also and ... 'and
the interconnectivity of these networks'. Trails, paths and bikeways are of little value from a
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transportation or access perspective, if they are not planned as part of an interconenctive network
so as to facilitating their use as a viable transportation alternative.
The spirit of the standards appears to be to provide transparent, equitable measures for public
roadway infrastructure that safely accomplishes our transportation goals. However, some of the
standards appear to originate in a different era before consideration of the priority hierarchy. For
example, extremely wide ROWs for secondary arterials and collector streets that accommodate
wide and perhaps buffered bike lanes on both sides, transit lanes, sidewalks, etc., can be
appropriate. But extremely wide ROWs that do not accommodate these features simply
encourage speeding and are uninviting for cyclists at best and deadly at worst. The reality we
cyclists are dealing with is wide streets that promote speeding and never seem to get converted
for cycling. Few people dare to cycle, and the vicious circle continues. For minor streets, which
constitute the majority of street length in towns such as Hilo, we are surprised that there is so little
attention given to narrower width streets, which slow traffic and help convert sketchy urban roads
into charming urban streets. “Skinny Streets” is a movement started in the 1990s aimed at
reducing the dimensions of streets in municipal standards. Hundreds of state, county and city
jurisdictions have revisited their overly wide street design standards and adopted narrower
profiles. Reducing street width provides a number of benefits. Skinny streets reduce speeding,
vehicle crashes, street construction costs, pedestrian crossing distances, impervious surfaces (and
therefore stormwater drain capacity), street maintenance and resurfacing costs, and the heat re-
radiation that creates urban heat islands. The “optimal ROW” specified by the standards may be
viewed as inconsistent with proposed GP 2045 policies to consider innovative road standards.
The Green Book and the MUTCD are often cited by engineers as if they are rigid laws that brook
no deviation. However, the Green Book provides a great deal of flexibility, to the point of
encouraging narrow widths (e.g., 26') on low-volume residential streets. Traffic engineers are
learning that narrow street standards make a great deal of sense in most cases. We are also
concerned with rigidly adopting standards from existing manuals that are already outdated. For
example, the 11th edition of the Manual on Uniform Traffic Control Devices for Streets and
Highways—the MUTCD – was released on December 19, 2023, replacing the 10th edition from
2009. The new MUTCD is a significant improvement that includes a number of updates to
improve safety for pedestrians, bicyclists, and all road users. We suggest working the DPW, the
FHWA and organizations such as Strong Towns to re-examine the optimal ROW from some of the
categories of streets in Table 23.
83
Suggest rewording to: "17.5 Incorporate traffic-calming features into new build, repaving,
rehabilitation and reconstruction arterial road and street designs to include vertical deflections,
horizontal shifts, roadway narrowing, and closures to reduce speeding and increase safety. These
may include techniques such as roundabouts, median barriers, speed humps, raised
intersections, and other transportation industry practices." We suggest an edit to include specify
a broad range of road projects that this policy is intended to apply to.
81
Suggest rewording to: "15.c Establish a corridor planning/management program that is data-
driven and accessible to the public and uses performance-based targets and outcomes."
PROGRAM While we support the idea of a corridor planning/management program, we have
trouble envisioning its structure and operation. Will it be located in Planning? It should be
transparent, perhaps utilizing interactive webmaps for locations and tables that chart progress
towards goals. We suggest there be regular reporting and measures of accountability.
80
Suggest rewording to: "15.3 In planning, designing, and constructing new roadways or
modernizing improvements, transportation agencies should prioritize safety and traffic calming
and also balance the conservation of the area’s natural, historic, and scenic qualities with
transportation objectives for traffic speed, safety, and traffic calming. On Policy 15.3, we agree
that objectives for (maintaining high) traffic speed needs to be balanced with maintaining the
area’s natural, historic and scenic qualities, but not that safety, traffic calming and (reducing
unsafe) traffic speed requires a balance test.
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Suggest rewording to: "15.1 Encourage flexibility in applying the County of Hawaiʻi Street Design
Manual when necessary to preserve the rural character of an area while maintaining a pedestrian-
friendly design and desired landscaping solutions." Should this flexibility be restricted to rural
areas? The standard street typology for urban areas involves overly wide minimum road widths.
Many of Hilo’s most charming areas – e.g., Villa Franca, Halai Hill, Reed’s Island, etc., have good
old skinny streets that encourage community uses and discourage speeding. Let’s be flexible
about those too.
80
Suggest rewording to: "14.e Update traffic impact analysis requirements to include alternative
evaluations to the level of service outcomes, such as vehicle miles traveled and pedestrian/bicycle
safety metrics." AND ALSO ADDING A 14.F: "14.f Update the Bikeway Plan for the County of
Hawai‘i to serve as a detailed guide for planning and integrating bikeway related improvements
as part of new and rehabilitated or reconstructed roadways throughout the County."
79
Suggest reword to: "14.5 Roadway designs and improvements made by the Department of
Public Works shall accommodate pedestrian-friendly, multimodal design, and on-street parking
evaluations, when practical and feasible. unless it is determined through a collaborative process
that such design and improvements are impractical and infeasible." This is very unlike other
mandatory policies that contain the word shall, because it contains a passive construction that
allows an unnamed authority to declare improvements impractical and infeasible. Decades of
street design by conventionally trained engineers has excluded such features, even when they
were explicitly called for in official, adopted County of Hawai‘i plans. Multimodal improvements
have become commonplace in the USA in the last 20 years, and engineers in our County are
undeniably aware of them, yet they are generally excluded from road projects on the basis of
not being feasible and practical. But their standards for “impractical” may differ significantly from
user groups, advocacy groups, many other County DPWs in the State and nation, and best
practices nationwide. We recommend a rewording to ensure collaboration from different
viewpoints and also to presume that pedestrian-friendly, multimodal improvements should be
included unless demonstrated to be impractical and infeasible.
79
Suggest reword to: "14.3 Incorporate bicycle routes, lanes, and paths within road rights-of-way
in conformance with The Bikeway Plan for the County of Hawai‘i, which shall be updated." The
Bikeway Plan dates from 1979. Though it contained much good information and ideas, the
2005 GP noted that it required an update. This need has only increased since then because of
the significantly altered geography of the county, new laws and regulations, technological
innovations such as E-bikes, E-scooters, E-skateboards, etc. It is high time to fashion a Bikeway
Plan for the mid-21st century.
79
This is commendable but very weak tea. “Encouraging collaboration” in not likely to engender any
real improvements. The public and the County Council already encourage this. The lack of
collaboration is one of the most frustrating elements for the public as we continue to see an
absence of “capital investment projects that achieve active transportation objectives and goals”
and “alternative means of transportation, such as mass transit, bicycle, and pedestrian systems.”
A critical missing element in the collaborative team specified above is the public. As discussed
elsewhere in this letter, informed, systematic public engagement in the form of Community
Development Plan or Urban Development Plan Action Committees could ensure that
collaboration occurs before projects are fully scoped, funded, bid out and executed.
79
Suggest reword to: "14.1 Encourage collaboration between the Planning Department, the
Department of Public Works, the Department of Parks and Recreation, the Mass Transit Agency,
and appropriate Action Committees to define the scope and priority of capital investment projects
that achieve active transportation objectives and goals."
79
There are promising opportunities for corridors shared by bikes, pedestrians and mass transit
only. See the Tillicum Bridge in Portland, which hosts buses, streetcars, and a walking and biking
trail, and also connects to an aerial tram to the major hospital in the region. Railroad Avenue in
Puna is an example that our own Mass Transit Agency is interested in.
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Linking together our communities and the important sites they utilize with walking and biking trails
will enhance the recreational/cultural value of the sites, the health benefits to our community, and
the sustainability of transportation. The key to all this will be the effectiveness of the program
identified in Priority Action 12.a. Will this take the form of a commission? A temporary working
group? Another item in the job description of one or more County planners? We support the
temporary working group model, as commissions become tangled in bureaucracy, much of it
associated with the Sunshine Law. Piling another task on individual planners, with no public
transparency or accountability, is unwise.
73
Suggest a rewording to "11.8 Prioritize CIP investments consistent with General Plan goals and
objectives, keeping in mind demands for multimodal transportation, walking and cycling
infrastructure, and pedestrian and bicyclist safety features, for all roadway repaving,
rehabilitation, and reconstruction. This prioritization should align with the six-year planning
horizon and should include a long-term roadmap for future investments,"
70
Suggest a rewording to "11.5 Establish a framework of transportation facilities featuring not only
motor-vehicle-oriented roadways but also mass transit and walking and cycling infrastructure that
will influence desired land use and promote multimodal options."
70
Suggest a rewording to "11.2 Encourage safe and convenient use of low-cost, energy-efficient,
non-polluting means of transportation, with a focus on walking and cycling infrastructure."
70
Regarding Bikeway Paths: Eliminate bikingTOURS where no biking pathway is present such as
Kohala Mountain Road
83
We need more mass transit to and from Airports 85
Presently all State TA tax (13+%) goes to the Rail System on Oahu. Part of this TA tax in addition
to the County TA tax should go to each island ti improve mass transit on other islands as well
75
Modal hierarchy should not have ped first. Should be Bike, transit, ped, auto. 84
Missing modal hierarchy so top several street types. Since many Parkways are also the sole route
between destinations, such Parkways must accommodate all transportation modes. I would
suggest modal hierarchy for a Parkways should be Vehicle, Transit, Bicycle, Ped.
84
Educational programs should focus on being proactive rather than solely reactive - I.e. don’t wait
until someone causes and accident to educate that person seemingly as a punishment for their
behavior. I’m thinking about promoting shared roads to promote better safety for ‘active
transportation’, or promote Hele On bus ridership rather than encouraging private vehicles for all
ages. Having school curriculum that teaches and emphasizes safe cycling and pedestrian
behaviors, perhaps along with driver education classes.
82
OK on streets, but not on Highways! Traffic congestion is a massive hit on productivity and quality
of life. There is way too much emphasis being placed on calming the traffic rather than allowing
for efficient movement of traffic on safely designed roadways.
81
Road safety that still allows for efficient transportation travel times. If everyone is forced to drive
no faster than a walking speed, then the roads would be much safer but productivity and the
economy would plummet.
81
‘Engaging’ is different than ‘deferring to’. We must all accommodate each other, and sometimes
that means any community may be affected for the good of the many.
81
“Public health” must also consider the stress caused by traffic congestion due to intersections
designed to slow traffic without regard for the congestions the intersection design created. For
example, the new poorly designed Ainaloa roundabout in Puna certainly makes for a safer
intersection because vehicles must crawl through it, but the 15-30 minutes traffic delay it creates
on the only access road to Puna Makai affects productivity and quality of life. There must be a
better balance between safety and transport efficiency. The same poor planning applies to the
Highway 11 light at the Shipman Industrial Park - enormous backups for every vehicle heading
81
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south on the only route out of Hilo in order to allow a smattering of vehicles out of a poorly
designed business park intersection..
“discourage” should be changed to “not allow new subdivisions” … emergency routes and access
alternatives must be required for all new subdivision plans to be approved. We must learn from
past mistakes and stop making the same mistakes.
80
Ensure school buses are a viable, reliable and encouraged way to get children to/from school.
Major congestion is caused by parents transporting school aged children, as witnessed by the
lesser traffic problems during school holidays. Parents should be incentivized to use school buses
rather than private vehicles.
79
Bicycle routes should not be confined to the ROW along roadways. Old railway grades make
wonderful off-road routes for cyclists and pedestrians. Paths away from highways are much safer
and provide much better recreational opportunities. An excellent system of cycle routes would
also encourage more green tourism because Hawaii should be a cyclists dream destination -
except our current roads do not accommodate cycles in a safe manner.
79
I note the historic bridges are not mentioned. Pohaukole, Makeahua, Makahuna, Honokoa, Kai
Opae andKawaihae Ukabridges on theKohala Mountain road. These need tobewiden
toaccommodate bikers and pedestrians.
82
Consider adding a priority action: TOD transit plan for every center 76
Consider addition for a Priority Action: -Pedestrian and biking paths in TODs and connecting
them with open space
73
Queen Ka'ahumanu Highway between Kona airport and Kawaihae needs to be widened to four
lanes. So that traffic can flow smoothly from the airport to the resorts along the coast. Many visitors
do not navigate well on a two lane road and a number of accidents have taken place on that
stretch of Highway. So widening that highway to four lanes should take priority. I'm glad to see
that the highway was widened to the airport, but it needs to be widened all the way to the
intersection with Kawaihae. Although the funding for the extension was reportedly withdrawn,
perhaps you could find a way to link the former saddle road to the queen highway more directly.
85
While the intent behind this order is understandable, in reality, investments in new roadways
always prioritize the auto above everything else. This island is too rural to achieve the population
density needed to prioritize the pedestrian, public transportation and bicycle over the auto.
83
Reconsider "shall" This is not consistent with road typology table 83
Add in "while balancing improvement costs" After goals 82
Add in "as appropriate" after Safety 81
Transportation? Clarify what is intended? 81
Replace "Shall" with "Strive to" 81
Add a policy that provides that there needs to be a balance between road standards and cost to
construct.
80
Replace "Shall" with "should" 80
Policy may not be consistent with Road standards (need to review) 80
Take out "Made by the Department of Public Works Shall" Add in "should" 79
Replace "Require" with "Encourage" 76
Change to "Strive to ensure that the County's public transit system assets are available to assist in
transportation in emergency situations"
76
Reconsider "Shall" 76
Replace "shall" with "Should" 76
Change objective to "Strive to continually increase mass transit ridership" 73
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c) County shall ensure that owners of lands identified as active living corridors are idemnified from
liabilities associated with public use of these corridors and that the value of such use is recognized
and credited to the landowner.
73
Isn't this already required? 73
Replace "Roads-in-limbo" with "roads in limbo" 73
Replace "shall" with "should" 73
A separate plan must clearly define, both descriptively and locationally, these active living
corridoes before regulatory application is made
73
Reconsider "Shall" 73
Reconsider "Shall" 71
Replace "Require" with "encourage" Comment: how will this be done? Is this a impact fee
requirement? May want to revise
71
Replace "Transportation" with "Strive to integrate transportation"
Remove "Shall be integrated"
70
Remove "Development" 70
Add in "by 2045." after 50 percent. If there are no such justification and policies to increase mass
transit ridership by 50 percent by 2045, suggest the objective of "Increase mass transit ridership"
76
Suggests the county clarify what is means to "increase mass transit ridership by 50 percent"? and
recommends that policies and priority actions are specified to help achieve the objective to
increase mass transit ridership by 50 percent. We also recommend adding a deadline, like 2045.
76
The number of lanes should be based on meeting demand. Not based on an unrealistic dream
that people will abandon their private vehicles.
83
Again: "Demand management strategies." No. Provide some alternatives and people will use
them if they want. Do not do anything along the lines of making if difficult, expensive or otherwise
unappealing for people to use private transportation.
79
"Demand management strategies." No. Provide some alternatives and people will use them if
they want. Do not do anything along the lines of making if difficult, expensive or otherwise
unappealing for people to use private transportation.
78
How about pedestrian bridges on Highway 19 along Hamakua coast? No? You'd rather have a
*speed bump* in Papaikou. I've heard the idea of a bridge was brought up for Pepeekeo as well
but the idea was shot down.
78
So your solution is to add more pedestrians and bikes? Are you really sure that decreases
pedestrian fatalities? Do you have a source?
78
PMAR has been discussed for years and yet nothing has happened. How do you propose to
overcome the hurdles that have prevented PMAR thus far?
76
page 67 states there is already a decline in usage of public transport. Be realistic. Even if you can
make public transit more convenient ridership is unlikely to increase 50%. Meaning this would be
a general waste of time and money. Consider the Honolulu Skyline rail. According to Civil Beat
it is a decade behind schedule, has cost at least twice the original estimate, and ridership on what
has opened "has been limited." Is this really the type of public relations and financial fiasco you
want?
76
Anything Hawaii does will not make a bit of difference in the climate. Improved air quality? Hawaii
has he best air quality of all 50 States. This justification for the plan is not valid.
75
No eminent domain 73
How practical is this on the East side? Most people are not going to hop on a scooter when it is
pouring rain.
71
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Here is "equitable" again. Please define in this context. 69
Data capture with emerging technologies? This sounds suspiciously like mandating transponders
in private cars and/or spying on citizens in other ways. This is a hard no. It is none of any
governments' business where and when its citizens drive.
69
Data capture with emerging technologies? This sounds suspiciously like mandating transponders
in private cars. This is a hard no. It is none of any governments' business where and when its
citizens drive.
69
This right here tells you people do not like or want to use mass transit. 68
So exactly how do you plan to fund this green pipe dream? 68
What is "equitable" transportation? Every time I see the word 'equitable' I think 'lowest common
denominator.' In other words, the plan is to force people out of their privately owned cars and
onto public transport or human powered modes. This is absolutely unacceptable.
68
Provide funding and County capacity and responsibility to maintain green infrastructure in the
County Right-of-Ways.
81
Agreed. Roadway network connectivity especially when provided with appropriately applied
Complete Streets standards is a must and should be part of the subdivision code. Connectivity of
roadways is a main component of Traditional Neighborhood design. We don't wish to repeat the
lessons learned from the cul-de-sac subdivisions of the past with the high daily vehicle trip count
and VMTs.
80
Amend the Street Design Manual to include rural road standards that are appropriate to our
typology of rural village roads. Also amend the manual to include alley design if not already
adopted as part of the manual for rural and urban neighborhoods.
80
Besides active transportation and multimodal aspects of Complete Streets, consider adding
mention of environmental benefits of green strategies roadway design as this is also a key
component of Complete Streets. Roads make up a large component of the public infrastructure
and their environmental impacts are immense. Best practices like incorporating vegetated swales
and basins for infiltration and water quality treatment; and street trees for shade, visual quality and
community character, carbon sequestration and air quality are part of sustainable
development/resilient community design principles.
78
Why hasn't the Street Design Manual been adopted as the County's road standards and
incorporated into the Hawaii County Code?
79
"and/or small craft launching sites, such as for canoes, kayaks and paddleboards, where
appropriate safety resources and communication systems can be included"
87
How's about "and accommodate a reasonable extent of residents' ocean access, comfort and
wash-down needs for canoe, kayak and paddleboard users."
87
This is irrelevant to "Improving accessibility." This belongs in the "Public Facilities" section! 87
What is the thinking here, that ped access be a planning/expense priority for harbors? Where
would these peds be coming from? Surely not bus stops half a mile away, surely not from
residences even further away, just to reach a harbor. All this stuff costs public money, and could
be better spent on either the motorized transitways or the harbor facilities, such a restrooms and
socializing areas other than bars and restaurants.
87
Oh, no, why? what are we trying to do by pushing to max out our key transportation/recreational
ports? Please explain your reasoning!
87
Replace "resort areas" with "visitor accommodations" because of the nascent visitor diaspora into
residential and agricultural communities instead of the County's prior vision of visitor
accommodations being limited to destination resorts and urban centers secondarily. Now, that
vision is merely foundational for the County's push - through various provisions tucked into this
draft - to sanction visitor accommodation growth in residential and rural areas, and coupled with
85
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the proposed GP essentially not anticipating (addressing) any significant further densification in
the existing resort areas, or new resort areas being identified and supported.
It is extremely important for everyone's understanding of islandwide seaporting factors
(opportunities and challenges) that it be made clear that Kawaihae harbor is only a deep-draft
harbor nominally, and not functional for large vessels to the extent that the Hilo Harbor is.
Kawaihae Harbor has only the absolute minimum specified (and thus if not silted in a bit since last
dredging) depth of 35 feet, and its turning basin is too small for large vessel manuevering needs.
Thus, it is functional more of a shallow-draft harbor, and will remain so indefinitely, as enlargement
of the harbor basin to the extent needed for large container vessels (vs. today's tugged barges
from HNL) is sure to extremely expensive and environmentally "disruptive" (doubling of
breakwater-protected area, going south and perhaps north a bit, and further seaward), and thus
dubious in any 20-25 year planning perspective for the island. Accordingly, although still
extremely valuable/necessary as a shipping port (essentially inter-island only), its limitations raise
the even-more critical importance of Hilo Harbor, and its distribution/access routes, for the entire
island. With a population expected to increase 50% or more in 20 years, and likely another 50%
from today's level in 10-25 years thereafter, serious long-range planning about Hilo harbor
connecting infrastructure elements should be a key part of this GP and the Infrastructure section.
85
Add a road shoulder maintenance-of-visibility and ped/bike transit functionality policy. Big
problem on rural thoroughfares since the Council decided to ban herbicides and we can't afford
human labor to do the same.
81
This is a basic planning principle and necessity for community connections. This should be
mandatory when it fits specific connectivity standards that should be the zoning code as well as
sub code, because sometimes a necessary public street connection would have to be made over
a large existing parcel being proposed for a medium-density development.
80
Add a policy, necessitated by the recent Council actions that have essentially banned the use of
herbicides to control shoulder overgrowth now widely rampant on rural County thoroughfares
(particularly noted in Kona), and which actually leave, over MONTHS, grass and weeds growing
well into the paved travelways (several feet beyond the "white strip" delineating the official
travelway) in some places (corners). This policy should be, in essence: "Restore and improve
roadway shoulder maintenance for safe use by pedestrians, bicyclists, including better lines of
sight for motorists and cyclists of shoulder users ahead of them." The current situation here in
Kona is deplorable, with speed limit signs, reflector posts, some mile markers, and travelway edge
markings all be sporadically overgrown since this new law or policy was implemented. Fixing this
is essential to achieving safe multi-modal transportation in rural areas.
80
"Complete Street" design needs to acknowledge and provide exceptions for streets having
grades in excess of, say, 6% (e.g., in Kona, Palani Road - above Qn. K. Hwy. - is about 6% on
average, Kamehameha III Rd. is around 8%, Henry St. is about 10%). Until the desired alternative
modes of transportation are in a meaningful degree of use in the urban medium density/core
areas, it would be waste of precious County/State transportation resources to over-engineer these
options onto travelways too steep for all but serious athletes (Think: the annual bicycle race up
Kaloko Mauka Drive called the "Pedal 'til ya Puke Race")
79
Concurrency is a concept separate from zoning itself, and from "sustainability" over multiple
generations, and also from intentions to reduce VMT. Please better explain what's really intended
by this statement.
79
What is the implied prejudgment behind the term "evaluations?" Should this be decisions
according to a standard set of urban design principles, e.g., TND streets in cores vs. outlying areas,
vs. strip-mall and "big box" frontages not on collector streets? The bases for such evaluations,
even with discretion to applied in each decision, should be made clear in some way vs. leaving it
wide open by this one word.
79
Add: "...within and surrounding urban core areas." 79
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Add a term like "headcount" in front of capacity, to make it clear this is about getting more people,
not more motor vehicles, through existing arterials.
79
Add, as the first listed priority policy and renumbering all existing policies below it: "Implement
TOD/TND planning for growth expansion areas and Smart Growth Principles for infill and
redevelopment within existing urban core areas, which will provide the premises/bases for
reducing VMT through the following listed Policies."
79
IF it is first demonstrated that the concentration added route/scheduling frequencies will actually
be used by a sufficient number of occupants of those communities. Where the routes would take
them might not be of enough value, and actually create more wasted time and hassles for them
vs. carpooling at the "grassroots" level.
76
There should be a specification that Hubs are to located within urban core areas (including but
not limited to TNDs and TODs) adjoining or within 1/4 mile of regional thoroughfares (highways,
whatever). There was discuss several years ago of establish a County Transit (Bus) hub at the "Old
Kona Airport" entry area, more than a half-mile from any transit service route/section of any
worthwhile value. That would be a tragic mistake in created much extra wasted time and traffic
going to and from such an off-route location. So, it's important to identify a standard for Hub
locations.
76
Whatever the current name is for this practice, it has been traditionally call "Impact Fees" and
imposed as such, for the exact reasons listed here, by many government units across the U.S. This
County studied this and twice, at the behest of the respective Mayors with Council's indifference,
chose to not impose this system: In 1992 or 93, and in 2009 or 20.
71
What is "local" intended to embrace? architecture of non-polynesian cultures? Asian temple
designs? Colonial building designs of the western colonizers? California house styles? All these
are "local." I think you mean reflecting elements of traditional Native Hawaiian architecture and
symbologies (such as graphics employed on kapa clothes and tattoos).
70
I think you mean to say, "align with the six-year planning horizon of the Capital Improvement
Program," am I right? Also, please spell this out somewhere, not just jargonistic acronyms that
some people are not sure what they actually mean.
70
An inappropriate jargon term, when used in a statement about roadways. The Capital
Improvement Program (which the "capsule" that guides and limits the annual Capital
Improvement Budgets) is inherently the guide that is posed here, so I suggest deleting this phrase
entirely.
70
An inappropriate jargon term, when used in a statement about roadways. The Capital
Improvement Program (which the "capsule" that guides and limits the annual Capital
Improvement Budgets) is inherently the guide that is posed here, so I suggest deleting this phrase
entirely.
70
What is the thinking behind this statement? And what kind of "link" if not shared/mass transit?
And why is this important enough to be listed in the GP? Is there a perception that a notable
number of visitors are going straight to/from the airport for boating charters? That would be hard
to believe...
69
Not in West Hawaii! This would be contrary to adopted CDPs in these regions, and further
undermine the development of the first and most valuable TODs in Kona and Kohala by drawing
off potential occupancy additions to these essentially remote port locations. This is a "Honolulu
Density" type of idea, inappropriate here, and a head-scratcher for Hilo.
69
What does this mean? And how would this differ from existing provisions in HCC Chapter 34? 69
For most people, it would really be helpful to say what kind of "public access" is meant here. Do
you mean SHORELINE public access?
69
This would be a type of "Functional Plan" noted as being part of the County's planning system in
the front of this document. So, why not identify this - and other generically similar plan types
69
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elsewhere in this document - as a Functional Plan? Add that phrase at the front of this sentence,
e.g., "As a Functional Plan, establish..."
These four points should all follow the County's firm, clear adoption and implementation of
SEQUENCED (not whoever comes first wherever they are in the entire (200+ year) "growth area"
designated for a region) TOD/TND development regimes per Zoning and Housing Codes.
Without a SEQUENCED growth plan within an "urban growth area," all this Statewide planning
agency collaboration will be a waste of time.
69
It would be fair and appropriate to be specific here, instead of such vagueness. E.g.: "the regional
airport and shallow-draft shipping harbor for West Hawaii are located far from existing and
planned population and resort destination centers. These factors create a substantial increase in
traffic counts for automobiles and trucks going to and from these two air and sea ports. Population
volumes are currently too low to provide a public (or subsized private) transportation alternative
to/from the airport that would have the needed reach and frequency to reduce automobile traffic."
68
What does "active" mean? 68
Jargon. Translate, please 68
This is NOT a Transportation Challenge. It's a Land Use Challenge, or at least contention of being
such. I believe this point (when properly relocated to Land Use) will have merit only for urban
cores or new TODs/TNDs. Until then - and there - the parking is needed, whether it should be or
not. As it today, most "big box" stores, including Costco and Home Depot and Target in particular,
are apparently to require parking fields (the paved parking spaces) that can be seen as AT LEAST
30% more than is needed on their busy days. THOSE are parking fields that should have reduced
requirement to allow for on-site infill, compatible commercial uses as densification transitioning
decades are finally kick-started by GP and Code changes to come.
68
Clarify by saying, "shared or mass transit transportation..." 68
Jargon. re-write to say roads for which County vs. State ownership and jurisdiction has not been
officially established.
68
County Code Chapter 34 (Public Access to Mountains and Shorelines) does identify this aspects
for subdivisions of six or more lots in specified areas, and according to zoned densities allowable.
It would be helpful if this document explained what additional clarifications or authority is seen to
b needed. The six lot premise was based on the theory that's it's a defensible threshold for
exercise of "police powers" where public impacts are felt, by omission of such public access. At
that time of Code adoption, the mere construction of a medium or high density structure (e.g.,
condo) on a existing lot was not a defensible trigger. This is one reason why it would helpful to
know what direction the dept./County is thinking to take to expand Public Access takings and
management.
68
add: "based upon existing urban-residential sprawl patterns..." 68
The primary Transportation challenge, and one missed here in this Table, is limiting growth to
existing urban centers (contending that we don't need more core areas than we have already).
This document is rife with proposed containment policies encompassed by Smart Growth
Principles, for lots of "good" reasons: farm worker housing clusters on productive ag lands and
not in urban areas or peripheries, "vacation rental" housing development spread throughout the
landscape, etc. Each own presented as being "insignificant" in the big picture of transportation
synergies, yet each one being another bullet hole in that target. THAT's a challenge for
transportation program planning!
68
We're choking to death on cars. Stop expanding/widening roadways and start a) improving the
bus system, and b) restoring the former train system allowing carless commutes between, for
example, Keaau, Hilo and Honokaa
70
This is absolutely correct. As a former resident of southern California, I've seen it happen again
and again: Congestion "solved" by widening a roadway and 2 years later, it's worse than ever. "If
68
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you build it, they will come" is never more true than with transportation. So BUILD PUBLIC
TRANSPORTATION.
How will this affect the cost of the infrastructure and the space requirements to develop these
systems?
80
I'd like to see more density in the urban areas so we can increase the amount of people living near
work to increase these numbers. the house lots area of Hilo can be considered as the urban
growth area of Hilo and change its classification to Urban vs Medium Density as a consideration.
67
Pedestrianize more streets. For example, a large chunk of Alii Drive would benefit from
pedestrianization. There are multiple studies that show that pedestrianization increases business
traffic, despite less car access.
70
What is the timeline for updating the County Subdivision Code? 80
but consider an innovative financing mechanism so that this doesn't function as a deterrent to
development, eg, some sort of joint bond issuance
71
Make arrival areas for cruise ships more attractive 87
it's 87
Why would you not make downtown, high volume tourist areas with wider roads? Here is where
the pedestrian/bicyclists (for both employees and tourists) are going to integrate with automotive
transportation and buses. So Ali'i, Kilauea (parts downtown), Kalanianole (near beaches) need to
be wider and also need more stops to check for impaired driving
84
Why the limit of 4 lanes? Have a much higher population density here than Kauai 83
Add in school education in how you cross streets 82
Mandatory drivers education? Mandatory driver re-education classes if more than one ticket in 3
years. Community service at a level one trauma center hospital ER or EMS (in their home area) if
covicted of reckless driving or driving under influence
82
Routes? 82
How about making sure ALL of us have up to date tags, inspections, insurance and registration?
Law enforcement is allowing many many cars to just drive that way. If they don't have to pay for all
that stuff, why should we? Get those officers standing in the middle of roads to start writing tickets
for actual traffic offenses. While the fines may go into general fund, some will come back here to
offset costs. And why on God's green earth are we wasting officer hours on that. The public would
be better served stopping speeders and reckless drivers. Use the lit up signs or orange men at
work signs like other states do.
81
Why arent we opening Railroad street? What is the holdup? 80
True but it isn't necessary to put a speed bump where every fatality occurs. Increase policing of
speeding and drunk driving, too
78
Tourist transport every 30 minutes to Ali'i from kona Port or to downtown from Hilo port 77
Improve port area to improve marketability 76
Especially for evacuation of the elderly and disabled 76
And must be consistent in arrivals/departures so people know they can count on bus being on
time
76
Access to what? Might want to spell it out 73
Increase the number of bike lanes (which also function as sidewalks) especially in areas near the
colleges and schools and in the downtown area of hilo/waimea/kona/waikoloa
70
I would also have art and displays reflective of Hawaiian culture and of the wonderful
conglomeration of cultures that she represented here
70
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Establish consistent routes. Establish a consistent communication method for bus riders. For
example, if there is a route change for some reason, immediately communicate that via the bus
website.
69
Advertise to the public how the disabled, including wheelchair bound adults, elderly or children,
may obtain transportation to parks, community events, shopping and medical care using various
media.
69
Infrastructure repair-bridges, bus storage facilities, charging places for government EV. 69
Ports need beautification to improve tourist experience and increase return visits. Also, in
Carribean and European ports there is beautiful landscaping. Tourists are greeted by locals
employed to play instruments/sing/dance. It would be a way to share actual Hawaiian culture,
Taiko drumming, etc
68
Could have a downtown trolley/small brightly colored bus that transports tourists from Kona Port
to Ali'i area or from Hilo Port to downtown Hilo. In continuous loops for hours of cruise ship
dockings.
68
If our roadway fatalities are higher do we need to do more click-it or ticket stops? Does law
enforcement need to do spot checks for license/registration? More sobriety checks to get drunk
drivers off the road. Are they dying as pedestrians, bicyclists, motorcyclists, passengers or drivers?
Do schoolchildren need more education regarding walking in or near traffic? Are bicyclists
wearing helmets? Could readily available Quick Clot,a specialty gauze that is not a medication, in
police cars, ambulances and fire trucks save lives? Do we need ECMO (extracorporeal membrane
oxygenation) in the field for use by paramedics as they do in France?
68
?what 68
.86% have EVs. I think gas taxes are secure for the foreseeable future. 68
Horse manure. Just relieve the congestion by widening the roads and opening up available
alternate routes like Railroad. Create an additional route for areas like Waikoloa that could get
trapped.
68
Collaborate with State agencies. Otherwise what does Ensure collaboration mean? 87
shall or must 87
should is so weak. I realize shall is a legal term which would be great. But, if not, how about must? 87
change 'follow' to 'adhere to' 87
agricultural. It's an adjective modifying products 87
continues -- needs an 's' on the end 85
What about adding an action around developing alternative financing mechanisms? I know taxes
and fees are not a popular subject but everything should be on the table.
82
incomplete thought with this sentence. 82
I appreciate this comment but does HPD even know the General Plan exists let alone they may be
bound by it?
81
Aren't speed humps an issue for fire dept response times? 81
Since it's not listed can we assume that erosion control plans are already required for construction
sites?
81
What does update the operation and maintenance of these facilities mean? They don't work
correctly unless maintained. Is the priority action for adopt a street supposed to take care of
required maintenance? That is hope -- not a strategy for success.
80
Incentivize by what means? How about Require subdivision.... 80
all roles "and organizational systems" 79
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when should be 'whenever' 79
Shouldn't it be require, not just encourage? 79
delete "design and". the standards are essential ... to achieve 78
If Hub is capitalized then Spoke should be as well. Or both lower case. 76
and/or 75
If operated correctly there is no 'may' -- Mass Transit systems offer....or using the push off from the
following sentence Viable mass transit systems offer......
75
Should there be some reference to the natural planning section here and vice versa? 73
code, policies, programs, and procedures. Adding the word programs..... 73
Replace 'as well as' with 'and' 72
was traditionally and *is* currently 72
This sentence not structured well. Consider: Establish inter-departmental teams to collaboratively
review significant development projects to ensure integrated infrastructure requirements, the
provision of multi-modal transportation options, and appropriate public-private investment
strategies.
71
Does this mean Hawaii County does not currently have Systems Development Charges or their
equivalent?
71
Do we simply want to support or require through design code? Suggest we do more than support. 70
"the programmed development of mass transit programs" reads funny. Is there a way to get across
your point using different language that is more clear and unambiguous?
70
This same policy should be in the land use section. 70
Reduce rather than reducing 69
'Reduce' rather than "reducing" 70
use 'whenever' possible rather than 'where' possible. 69
Is this a revolving 5-year CIP process? If so, you may want to so state. 69
What are 'roads in limbo'? You have already referenced aging roadway systems so 'in limbo'
means what? Just say it.
68
Get rid of comma after 'services' 66
The range of tech options in trans is developing rapidly therefore the goals of the plan can be
much more ambitious, achieving by 2035 what is targeted for 2045.
66
older people dont have mass transportation options in the evenings. Some have difficulty driving
or seeing at night
75