HomeMy WebLinkAboutHarbors 2035 Master Plan-FinalHAWAI‘I ISLAND
COMMERCIAL HARBORS
2035 MASTER PLAN UPDATE
State of Hawai‘i
Department of Transportation
Harbors Division
August 2011
Hawai‘i Island Commercial Harbors
2035 Master Plan Update
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Hawai‘i Island Commercial Harbors
2035 Master Plan Update Table of Contents
Prepared by SSFM International, Inc.
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TABLE OF CONTENTS
CHAPTER 1 BACKGROUND .................................................................................................................1
1.1 Introduction ..................................................................................................................1
1.2 Hawai‘i Department of Transportation, Harbors Division ..............................................2
1.3 Purpose of Master Plans ...............................................................................................2
1.4 2035 Master Plan Planning Parameters .........................................................................2
1.5 Master Plan Methodology .............................................................................................4
1.6 Previous Hawai‘i Island Commercial Harbor Master Plans .............................................7
1.7 Value of the Harbor System ..........................................................................................7
CHAPTER 2 CONTEXT AND SETTING....................................................................................................10
2.1 Study Area Description ................................................................................................10
2.2 Hilo Harbor .................................................................................................................11
2.2.1 History of Hilo Harbor ..........................................................................................12
2.2.2 Existing Harbor Facilities at Hilo Harbor ...............................................................12
2.2.3 Use and Operations at Hilo Harbor.......................................................................13
2.2.4 Committed Improvement Projects at Hilo Harbor ................................................15
2.2.5 Neighboring Projects by Others............................................................................17
2.2.6 Water Circulation Studies by USACE .....................................................................17
2.3 Kawaihae Harbor ........................................................................................................18
2.3.1 History of Kawaihae Harbor .................................................................................19
2.3.2 Existing Harbor Facilities at Kawaihae Harbor ......................................................19
2.3.3 Use and Operations at Kawaihae Harbor ..............................................................20
2.3.4 Committed Improvement Projects for Kawaihae Harbor ......................................21
2.3.5 Regional Context: Plans and Projects by Others ...................................................23
CHAPTER 3 ISSUES AND CHALLENGES .................................................................................................24
3.1 Issues & Challenges Common to Both Harbors ............................................................24
3.2 Issues & Challenges Specific to Hilo Harbor .................................................................29
3.3 Issues & Challenges Specific to Kawaihae Harbor ........................................................30
CHAPTER 4 HAWAI‘I ISLAND COMMERCIAL HARBORS MASTER PLAN FOR 2035 ..........................................33
4.1 Master Plan Overview .................................................................................................33
4.2 Hilo Harbor .................................................................................................................34
4.2.1 Hilo Harbor 2035 Master Plan Features................................................................34
4.2.2 Cost Estimates and Phasing for Hilo Master Plan ..................................................39
4.3 Kawaihae Harbor ........................................................................................................41
4.3.1 Kawaihae Harbor Master Plan 2035 features .......................................................41
4.3.2 How the Use of Coral Flats for Cargo Relates to Other Adjacent Uses ..................46
4.3.3 Cost Estimates and Phasing for Kawaihae Master Plan .........................................47
REFERENCES .................................................................................................................................50
Hawai‘i Island Commercial Harbors
2035 Master Plan Update Table of Contents
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LIST OF FIGURES
Figure 1.1: Hawai‘i Commercial Harbors System .........................................................................1
Figure 1.2: Steps in the Master Plan Development ......................................................................5
Figure 1.3: Development of Future Asset Needs & Scenarios ......................................................6
Figure 2.1: Aerial View of Hilo Harbor .......................................................................................12
Figure 2.2: Cruise Ship Docked at Pier 1 ....................................................................................13
Figure 2.3: Hyster Top-Pick ........................................................................................................14
Figure 2.4: Hilo Harbor and Surrounding Areas .........................................................................14
Figure 2.5: Hilo Harbor Base Map plus Committed Projects.......................................................16
Figure 2.6: Hilo Bayfront Trail Plan ............................................................................................17
Figure 2.7: Aerial View of Kawaihae Harbor...............................................................................18
Figure 2.8: Typical LSV Ship .......................................................................................................20
Figure 2.9: Kawaihae Harbor Base Map Plus Committed Projects ..............................................22
Figure 3.1: Military Safety Arc ...................................................................................................31
Figure 4.1: Hilo Harbor 2035 Master Plan ..................................................................................38
Figure 4.2: Kawaihae Harbor 2035 Master Plan .........................................................................45
Figure 4.3: View from Pu‘ukoholā Heiau towards Kawaihae Harbor ..........................................46
LIST OF TABLES
Table 1.1: Economic Value of Hawai‘i County Harbors, 1992-2009 ..............................................8
Table 1.2: Results if Improvements are Not Made to the Harbors ...............................................9
Table 2.1: Tonnage for Hilo and Kawaihae Harbors (1985-2009) ...............................................11
Table 4.1: Summary of Hilo Harbor Improvements ....................................................................33
Table 4.2: Summary of Kawaihae Harbor Improvements ...........................................................34
SPECIAL AND TECHNICAL STUDIES
1. Moffatt & Nichol Logistics Analysis, October 2009
2. Moffatt & Nichol Forecasts and Market Sectors, 2009
3. Moffatt & Nichol Berth Occupancy and Capacity
4. Moffatt & Nichol Surge Conditions to Wave Protection Analysis, 2010
5. Chip Fletcher and Global Climate Change Analysis for Hilo & Kawaihae Harbors, 2009
Matthew Barbee
APPENDICES
1. Stakeholder and Public Involvement Process
2. Summaries of Regional Plans nearby Hilo and Kawaihae Harbors
3. Summaries of Technical Studies and Analysis
Hawai‘i Island Commercial Harbors
2035 Master Plan Update Table of Contents
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LIST OF ACRONYMS
ARRA America Recovery and Reinvestment
Act
ATDC Aloha Tower Development
Corporation
bbls Barrels
BEA U.S. Bureau of Economic Analysis
CDP Community Development Plan
cm Centimeter
COH County of Hawai‘i
COT Commission on Transportation
DBEDT State Dept. of Business, Economic
Development and Tourism
DHHL State Department of Hawaiian Home
Lands
DLNR State Dept. of Land and Natural
Resources
DOH State Department of Health
EA Environmental Assessment
EIS Environmental Impact Statement
EJ Environmental Justice
EO Executive Order
FEMA Federal Emergency Management
Agency
FIRM Flood Insurance Rate Map
FONSI Finding of No Significant Impact
FSO Facility Security Officer
FSP Facility Security Plan
GDP Gross Domestic Product
GSP Gross State Product
GIS Geographic Information System
HDOT State Department of Transportation
HHUG Hawai‘i Harbors User Group
HMP Harbors Modernization Plan
LCL Less-than-Container Loads
LUPAG Land Use Pattern Allocation Guide
m Meter
mbm Thousand Feet Board Measure
(Measurement for Lumber)
MGD Millions of Gallons per Day
MTSA Maritime Transportation Security Act
NCL Norwegian Cruise Line
NPS National Parks Service
NEPA National Environmental Policy Act
pax Passengers
PUC Public Utilities Commission
PCA Puakō Community Association
QEF Queen Emma Foundation
RO/RO Roll-on/Roll-off
SLUD State Land Use District
TEU Twenty Foot Equivalent
TMK Tax Map Key
TWIC Transportation Worker Identification
Credentials
TSA Transportation Security
Administration
USACE U.S. Army Corps of Engineers
USCG U.S. Coast Guard
USDA U.S. Department of Agriculture
USGS U.S. Geological Survey
Hawai‘i Island Commercial Harbors
2035 Master Plan Update
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CHAPTER 1
BACKGROUND
1.1 INTRODUCTION
Located in the central Pacific Ocean, Hawai‘i is an island archipelago situated over 2,000 miles
from the nearest significant land mass and is the only state made up entirely of islands. Its
residents pay for this geographic isolation with a near absolute dependence on ocean surface
transportation for their sustenance. Eighty percent of all consumer goods are imported into
Hawai‘i. Its ports receive and process 98.6 percent of those imports.1 A s s u c h , o c e a n
transportation is Hawai‘i’s lifeline to the world. It supports every facet of the local economy:
tourism, construction, national defense, agriculture, and all other industries. No other state in
the union depends on shipping to the degree that Hawai‘i does.
Figure 1.1: Hawai‘i Commercial Harbors System
1 Lee, D. and C. Olive. Size and Growth Potential of Hawai‘i’s Maritime Industry. Department of Agriculture and
Resource Economics, and Sea Grant College Program, University of Hawai‘i. Prepared for DBEDT, Ocean Resources
Branch. 1994.
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1.2 HAWAI‘I DEPARTMENT OF TRANSPORTATION, HARBORS DIVISION
The Hawai‘i Department of Transportation (HDOT) was established in 1959 to provide air, land,
and water transportation facilities supporting commerce and the state’s economy by providing
efficient and cost effective transportation systems. It is comprised of three modal divisions:
Airports, Harbors, and Highways. Together, these three transportation divisions constitute an
inter-modal system that contributes to the convenience and welfare of Hawai‘i’s community.
The Harbors Division is responsible for administering the State-owned harbor facilities used by
commercial cargo, passenger and fishing operations. Hawai‘i Revised Statutes Chapter 266
delineates this responsibility as the control, management, use, and regulation of commercial
harbors and their improvements. Its program objectives support Hawai‘i’s economic prosperity
and quality of life. Harbors Division promotes the well being of cargo, passenger, fishing
industries, and other maritime related services and support activities. In addition, the Harbors
Division also promotes the enjoyment of certain waterfront facilities by the general public.
The Harbors Division manages 10 commercial harbors located in each of the four counties’
political subdivisions (see Figure 1.1 inset on previous page).
1.3 PURPOSE OF MASTER PLANS
The master plans are long-range strategic guides that provide a framework for the orderly
development of the commercial harbors to accommodate the future needs of its facilities.
These needs are translated into specific harbor improvements to existing facilities. Master
plans are developed based on the knowledge and experience of facility users. In addition,
government agencies, adjacent property owners and the public provide input into the planning
process. The Harbors Division routinely updates its master plans to ensure they are kept
current with recent trends and operations as changes in these may affect harbor efficiencies.
For example, growth in population and economy would increase the demand for harbor
facilities.
Master plans must also consider emerging issues that will impact harbor operations as well as
new laws and regulations. Recent examples include: security requirements, invasive species,
climate change and sea level rise, new vessel types, and adjustments in the actual shippers or
the way they conduct business in Hawai‘i.
1.4 2035 MASTER PLAN PLANNING PARAMETERS
The 2035 Master Plan was developed using several planning parameters that helped to provide
framework to the plan. First, the Harbors Division’s mission statement provided the agency’s
role, that is:
• To ensure the continuous and effective management and operation of a statewide
commercial harbors system that facilitates the efficient movement of people and goods
cost effectively to, from, and between the Hawaiian Islands.
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Second, the objectives of the 2035 Master Plan were developed based on input received from
the Harbors Division:
• Develop terminal facilities and storage areas that can accommodate multiple uses, but
give priority to cargo operations.
• Meet current and anticipated demand for cargo moving in and out of the Hawai‘i Island
harbors terminals.
• Decrease congestion and reduce conflicts due to multiple users.
• Ensure safe operations.
• Avoid or minimize negative impacts on the environment and cultural sites.
• Meet current and anticipated demand for passenger travel, including cruise ships and
inter-island ferry service.
• Protect and secure facilities from natural or man-made threats and ensure preparedness
and rapid response following disasters.
• Provide access to port landside areas that incorporates modern security techniques and
which has least impact on surrounding land uses.
• Integrate harbor growth into the context of County land use and the uses of adjacent
parcels.
Finally, the future vision for the 2035 Master Plan was based on input received from the
stakeholders:
• Continued operation and evolution of Hilo and Kawaihae Harbors are seen as an
integrated modern commercial harbors system. Together, these two harbors will
continue to serve the needs of the island population for import and export, and
dynamically provide for changing needs in the State and the island economic sectors
including but not limited to agriculture, tourism, retail, and military.
• The Harbors system will play a critical role in an expanded and re-invigorated Hawai‘i
Island economy as the island maintains a key role in the State’s quest towards greater
energy and food independence and sustainability. The system needs to be made secure
from natural and man-made threats, and to provide redundancy in the event of
disruptions. The system will be flexible in order to serve changing needs and
intermittent uses, as needs and opportunities present themselves. Priority should be
given to maritime dependent uses.
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1.5 MASTER PLAN METHODOLOGY
The 2035 Master Plan was developed through a collaborative process using input from harbor
users, government agencies, adjacent property owners, and the public. In addition, the 2035
Master Plan considered the relevant planning efforts of the surrounding area. Finally, technical
studies, forecasts, and analyses were used to further inform and define the future needs.
Figure 1.2 outlines the basic steps involved in preparing the 2035 Master Plan.
A stakeholder advisory group with representatives from harbor users, government agencies,
and adjacent property owners assisted throughout the plan process. Over 21 meetings with
individual stakeholder members in Hilo and Kawaihae were conducted between February 2009
and April 2010. Stakeholder group meetings served as an opportunity for stakeholders to share
input with each other and with the State on the plan throughout the process.
In addition, public information meetings were held to ensure the public an opportunity to see
the alternatives and to provide input. Meeting schedules were advertised in the local
newspaper and open to all. The meeting format included open house poster displays followed
by a presentation and question and answer period. The public meetings often included general
questions about harbor operations and therefore senior managers from HDOT hosted the
meetings. A summary of meeting dates, locations, attendance, and topics is contained in
Appendix 1.
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Figure 1.2: Steps in the Master Plan Development
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Finally, the technical approach is depicted in Figure 1.3. This was used to quantify asset needs
in the future. Demand studies included forecasts of socio-economic and Gross State Product,
analyzed by sector. Supply studies looked at berthing, yard, and terminals needs. In addition,
there was a wave and surge analysis, a sea level rise analysis and a review of security protocols.
Demand and supply studies identified gaps and needs for the 2035 Master Plan, resulting in
alternatives scenarios for each harbor. A summary of Forecasts and Technical Analyses for the
2035 Master Plan is contained in Appendix 3. The complete studies are available in a separate
volume.
Figure 1.3: Development of Future Asset Needs & Scenarios
The 2035 Master Plan matches the needs of each harbor by using input on the alternative
scenarios. The most advantageous features are incorporated in the 2035 Master Plan.
Implementation of the 2035 Master Plan will proceed over several years. It is expected that it
will be done in phases. Illustrative phasing is provided in Section 3.3.3 for Hilo and Section 3.4.4
for Kawaihae. Change, renovation, and expansion all need to occur while the harbors remain in
operation. Therefore, careful advanced planning is essential to successfully implement the
2035 Master Plan.
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1.6 PREVIOUS HAWAI‘I ISLAND COMMERCIAL HARBOR MASTER PLANS
There have been two previous Hawai‘i Island commercial harbors master plans. The 2010
Master Plan was prepared in 1989 and the 2020 Master Plan was prepared in 1998. Each
master plan seeks out the knowledge and experience of a range of users and involves them in
the planning process. Users assist with the identification of needs, the forecasting of future
conditions and thus, the master plans can serve as a long range strategic guide towards fulfilling
future needs. Each master plan attempts to be sufficiently flexible to account for changing
economic, social, land use, development and other forces that shape the harbor role. Master
plans are important planning documents because they are long-range guides that form the
basis for the Harbors Division’s capital improvements program (CIP).
The planning effort for the Hawai‘i Island Commercial Harbors 2035 Master Plan Update (2035
Master Plan) was started in 2008. The 2035 Master Plan supersedes the Hawai‘i Commercial
Harbors 2020 Master Plan (2020 Master Plan) that was completed in 1998.
The 2020 Master Plan anticipated 110,300 TEU’s of overseas containers, 793,278 short tons of
general cargo, and a “boom” in cruise passenger service, leading to recommendations for
additional cargo yards, terminal space, and berths at both harbors as well as associated
navigational improvements.
1.7 VALUE OF THE HARBOR SYSTEM
Hawai‘i’s economy has grown rapidly since statehood, largely due to tourism. To support
growth, Hawai‘i must import food, fuel, raw materials, and most consumer goods. Current
prosperity and quality of life are highly reliant on the commercial harbors system. Ocean
transportation provides the lowest means cost and the most energy efficient way of
transporting cargo in and out of the state from the US mainland and foreign countries to
residents and businesses. The other alternative is air transportation; however, it is not an
economical or practical substitute for transporting goods except for time sensitive cargo where
cost is not a consideration. Maintaining an efficient commercial harbors system is vital to the
well being of Hawai‘i’s economy.
Understanding the value of the commercial harbors system can be appreciated from the
following perspectives: economic assessment, economic activity, employment, and energy.
Economic Assessment
A report documenting the impact of Hawai‘i’s harbors on the local economy indicated that if
commercial harbor services were curtailed, the first sector impacted would be local businesses.
Construction costs would rise due to a shortage of building materials. Retailers and wholesalers
would have insufficient supplies and dramatically higher costs for any travel by air. There
would be higher costs, lower productivity, and these costs would be passed on to consumers. If
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one were to arbitrarily assume a constrained growth rate of one percent, the annual loss over
normal projected growth would rise from $33 million in 2015 to close to $132 million in 2035.2
Economic Activity
Another method of valuing the harbor system is the economic model that measures the dollar
value of goods and services purchased from harbor related activities. According to the SMS
Input-Output Model, total value of products purchased either by consumers or by other
industries (also called “intermediate demand”) in Hawai‘i Island came to $384 million dollars in
2005. This amounts to 3.2 percent of the total economic activity in the county. This is the
direct value added by the harbor industry. In the year 2005, this contribution matched that of
the construction industry, and was about one-fourth that of the hotel industry.
Table 1.1 below demonstrates that the harbor industry value grows faster than either its payroll
or its imports. This suggests a relatively efficient operation with a high capital to labor ratio.
The values for 1992 come from the 2020 Master Plan. The values for 2002 and 2005 are
created by SMS from the Inter-County Input-Output Model. The 2009 estimate was developed
using multipliers and applying them to the Gross County Product (GCP) for 2009.
Table 1.1: Economic Value of Hawai‘i County Harbors, 1992-2009
Characteristic* 1992 2002 2005 2009
Value of services purchased by other industries 29.2 33.7 107.3 130.8
Value of services purchased by consumer 27.6 67.9 178.5 207.1
Value of all harbor industries output 56.8 101.6 285.7 337.9
Value added: contribution to Gross County Product 19.3 64.1 114.5 134
Labor income: total annual payrolls 13.3 40.9 65.7 80.2
Value of imports 18.5 14.8 39 50.4
Est. number of jobs supported by the industry 1,500 1,929 1,986 2,423
Source: SMS Research, Economic Impact of Harbors on the Island of Hawai‘i, 2010
*In millions of dollars; except jobs which is in actual numbers
Failure to keep up with demand, in the form on congestion at the harbors, would have similar
negative impacts. Applying the forecasts developed for this master plan update to a constraints
analysis, Table 1.2 on the following page shows that by constraining growth, there would be an
annual loss of $42 million by 2035, the forecast year for this study. Total economic value of
harbors activity foregone would be $207 million.
2 Leroy O Laney, Ph.D. The Impact of Hawai‘i’s Harbors on the Local Economy. Prepared for HHUG. 2007.
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Table 1.2: Results if Improvements are Not Made to the Harbors
Year Unconstrained growth due to
improvements being made*
Constrained growth if
improvements are not made*
Difference
(Annual Loss*)
2005 $285.7 $285.7
2021 $357.8 $357.2 $0.6
2027 $392.8 $387.0 $5.8
2035 $440.3 $398.0 $42.3
Source: SMS Research, Economic Impact of Harbors on the Island of Hawai‘i, 2010.
*In millions of dollars
Employment
Still another value of the harbors is to the number of jobs it supports. In 2005, the Hawai‘i
Island harbors supported nearly 2,000 jobs and an annual payroll of $66 million, according to
SMS Research analyses for this master plan. This is equivalent to 2.1 percent of island jobs and
2.5 percent of island payroll. According to analysis by SMS Research, the harbors industry
contributed more than $114 million to the GCP3.
Energy
Meeting the energy needs of residents and businesses is another important value. As an island
state, fuel is imported and stored at the harbors or private property near the harbors. In 2009,
4.4 million barrels of petro chemicals were imported into Hilo Harbor, an increase of 2.8
percent over Year 2000. More than one-third is gasoline; the rest is diesel or liquid petro. The
2035 Master Plan forecast expects 7.0 million barrels will be required for the Island by year
2035.
Fuel presents one of the more interesting and challenging commodities to consider. The State
of Hawai‘i Clean Energy Initiative has a goal to reduce dependency on imported fossil fuel by 70
percent by the year 2030. Tests are ongoing whether alternative fuels can be stored in existing
petroleum tanks. In the event that separate storage facilities are needed, the storage tanks and
appurtenances should be located near harbor property for the cost efficient delivery of the
fuels. Hawai‘i Island has the greatest potential for either becoming self-sufficient or to be an
exporter of alternate fuels. Should export become a reality, the ports would be a valuable part
of the equation, both for storage and for transport.
3 SMS Research work is based on data provided by the Department of Business, Economic Development, and
Tourism, READ, 2005 in the County Input-Output Model.
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CHAPTER 2
CONTEXT AND SETTING
2.1 STUDY AREA DESCRIPTION
Hawai‘i Island has the largest land area and the second largest population in the state. In 2008,
the population was estimated at 175,784 residents living on a land mass of 4,028 square miles.
There are two main population areas on two sides of island: Hilo on the east side and Kailua-
Kona on the west side, which is also referred to as Kona. In 2008, the immediate area around
Hilo had a population of 48,104 as estimated by the American Community Service (ACS) of the
US Census Bureau for periods between the decennial censuses. The Kona general area
population is below the level where it is broken down in mid-census estimates, but its year
2000 population was 37,000. The visitor population in 2009 added an average of 4,583 persons
per day in Hilo. In Kona, where there are more visitors and stays are typically longer than on
the east side, visitors add an additional 18,622 persons per day, according to data provided by
the State Department of Business, Economic Development, and Tourism (DBEDT).
Even though Hilo is the center of government, business, and commerce, over the last two years
there has been substantial growth associated with tourism and resort living in Kailua-Kona and
north of that along the coastline to North Kohala. Despite this activity, currently Hawai‘i County
is designated as an economically distressed area based on its high unemployment rate.
Hawai‘i Island is served by two deep-draft commercial harbors: Hilo Harbor located on the
northeast coast of the island and Kawaihae Harbor located to the northwest coast. Together
these harbors work as an integrated system bringing to the island all consumable goods,
durables, building materials and fuel. Cargo transported to Hawai‘i Island is integrally linked to
Honolulu Harbor, where the majority of cargo first arrives into the state. Cargo is then
transferred to other vessels in Honolulu Harbor before it is transshipped to Hilo or Kawaihae. In
2008, cargo volume to Hawai‘i Island reached 2.782 million tons and there were 1,674 vessel
arrivals.
Exports, while fewer in volume are equally critical, especially for agriculture business. Sugar
cane and cattle used to dominate exports. More recently, island agriculture has seen
diversification adding coffee, exotic flowers, papaya, and macadamia nuts to the list of
exported goods. Exports are shipped to other islands in the island chain, the United States (US)
Mainland, as well as to global markets through a well developed harbor system. Bottled water
and aquaculture products are exported from Kawaihae to Japan. The harbors also handle
unique items such as scientific equipment for Mauna Kea Observatory and military equipment
destined for Pohakuloa Training Area (PTA) in the Hamakua District north of Hilo, the US Army’s
largest training area in Hawai‘i. Although the character of cargo has changed, the island has
seen steady growth for the past thirty years as shown in Table 2.1.
Passenger cruises in Hilo are a relatively new addition to port activity (there are none at
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Kawaihae). It is estimated that cruise activity has increased the visitor population by twenty
percent with an average daily visitor census of 23,251. Combined with the resident population
of 177,835, total daily census exceeds 200,000 according to the American Community Survey
(ACS).
Hawai‘i Island’s commercial harbors are interdependent. Plans for either harbor will impact the
other. Therefore, the 2035 Master Plan combines planning for both Hilo and Kawaihae harbors
into a single master plan and treat planning considerations for both as an interrelated
commercial harbors system.
Table 2.1: Tonnage for Hilo and Kawaihae Harbors (1985-2009)
Source: SSFM based on HDOT Harbors Cargo Statistics (Short Tons)
2.2 HILO HARBOR
Hilo Harbor, the island’s busiest port, is located on the northeast coast of Hawai‘i Island. Hilo
Harbor’s basin measures 1,400 by 2,300 feet long and it is protected by a 10,000 foot
breakwater. Depth of the harbor basin and the entrance channel is 35 feet. It is located a mile
south of Hilo International Airport and is served by Kalanianaole Avenue. Hilo Harbor’s main
entrance to the harbor is located at Kūhiō Street, while the secondary entrance is located at
Kahanu Street.
0
200,000
400,000
600,000
800,000
1,000,000
1,200,000
1,400,000
1,600,000
1,800,000
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Hilo Harbor
Kawaihae Harbor
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Figure 2.1: Aerial View of Hilo Harbor
Source: University of Hawai‘i, School of Ocean and Earth Science and Technology, Coastal Geology Group
2.2.1 History of Hilo Harbor
Both Hilo and Kūhiō Bays have a long history of being utilized for marine purposes such as boat
launching and fishing. The first structure, a stone pier, was built in 1861 by Thomas Spencer.
The two mile long rubble mound breakwater was built by the US Government between 1908
and 1929 to protect the harbor from winter storms. The breakwater is made of large stones
weighing several tons each that were transported from Puna on the Hilo Railroad.
The breakwater is built on a submerged reef known as Blond Reef. The reef was named after
the HMS Blond, an English vessel that carried the young bodies of Liholiho (King Kamehameha
II) and his wife, Queen Kamamalu, who had died of measles while visiting London. The harbor
was hit by tsunami twice in recorded history, once in 1946 generated by an earthquake in the
Aleutian Islands and again in 1960 generated by an earthquake in Chile. The harbor was used
extensively during the sugar plantation period at the turn of the century and later by the visitor
industry.
Local Hawaiian historians have reported the presence of a heiau nearby Pier 3 and in the
vicinity of the Baker Beach lots (T.M.K.: 2-1-07:11). The local group wishes to document and
preserve this heiau, which is ipo lono type, typically used for fishing and agriculture ceremonies
in Hawaiian culture. This property is under the jurisdiction of DLNR. Tenant leases expire in
2015.
2.2.2 Existing Harbor Facilities at Hilo Harbor
Hilo Harbor has three existing piers and a new pier and yard (Pier 4) to be constructed by 2015.
Pier 1 is 1,265 feet long, has a yard area of 13.4 acres, and shed area of 81,635 square feet.
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Pier 2 is 703 feet long, has only 2 acres of yard space, and shed area of 37,884 square feet. Pier
3 is 763 feet long, has 7.3 acres of yard space and no shed. Combined cargo handling and
storage area at Hilo Harbor is 13.65 acres. When completed, Pier 4 will be 602 feet in length
and will have 10 acres of yard space.
2.2.3 Use and Operations at Hilo Harbor
Pier 1 is used by interisland container barges, cargo ships, and large cruise ships. Pier 2 is used
by cement barges and has a roll-on/roll-off (RO/RO) interisland barge facility. Pier 3 is primarily
used by fuel barges. The future Pier 4 will have 602 feet of additional berth space and will have
an expanded and upgraded yard for interisland cargo operations.
Pier 1 is shared by cargo and cruise operators. Matson Navigation Company (Matson) services
container barges at Pier 1 using top-pick and forklifts to move containers on and off of barges
as needed. They also have a crane barge, the Mauna Loa, that typically arrives weekly. Pasha
Hawai‘i Transport Lines (Pasha) operates RO/RO movements at Pier 1. Pier 1 can accommodate
cruise ships measuring up to 965 feet long. The back side of Pier 1 where Radio Bay is located
contains a number of berths for transient and other smaller vessels.
Figure 2.2: Cruise Ship Docked at Pier 1
Source: Hawai‘i Tribune Herald
Pier 2 is used by Young Brothers, Limited (YB) to handle interisland cargo. Specifically, YB
utilizes a combination of top-picks and forklifts to load and unload containers via stern and side
ramps when the barge is berthed at Pier 2 RO/RO facility. Figure 2.3 illustrates typical top-pick
equipment that is used to grab and lift containers for handling operations. The Pier 2 shed is
used for less-than-container loads (LCL) handled by YB, including packaged agricultural products
and produce. Also, Pier 2 has a manifold where cement barges arrive every two weeks to
discharge cargo through pneumatic pipelines to a landside storage facility.
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Figure 2.3: Hyster Top-Pick
Pier 3 is primarily used for fuel barges operated by Sause Brothers serving The Gas Company
and Chevron Corporation. K-Sea Transportation serves Aloha Petroleum, Limited and Tesoro
Corporation. During interviews with Hilo Harbor operators, it was described that Pier 3 is
infrequently used by smaller vessels while fuel barges are not docked. The Harbor tug boat
resides on the inland corner of this Pier. Small or medium-sized cruise ships up to 700 feet long
can be accommodated at Pier 3 if the berth is unoccupied.
Figure 2.4: Hilo Harbor and Surrounding Areas
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2.2.4 Committed Improvement Projects at Hilo Harbor
Figure 2.5 provides a map of the existing site plan and committed projects for Hilo Harbor.
There are plans to replace the aging Pier 1 Shed’s asbestos roof and to split the interior for dual
usage with half of the terminal to be used by cruise operators for facility security and passenger
screening, and the remaining portion to be used for storage and refrigerated cargo. Also, there
are minor traffic circulation improvements at the Kuhio Street entrance to enhance pedestrian
safety and to improve vehicular flow in the area.
In the intermediate term, the Harbors Division is committed to building a new Pier 4 to better
separate cargo operations from passenger activities at Pier 1. There are three major
components to this project:
• Dredging 165,000 cubic yards to allow barge access to create a ten acre contiguous yard.
• Reconstruct and expand the existing yard. Pier 4 will have ten acres of yard area.
Upgrade utilities and lighting, new comfort station, perimeter security fencing, and new
terminal gate.
• Construct new 602-foot long by 50-foot wide pier and improvements, drainage, fender
system, pier-side utility hatches for water and electricity, and possibly fuel.
Upon completion of Pier 4, berth capacity will increase 26 percent, and storage space will
increase 16 percent. A new improved gate at Kumau Street will provide access to Pier 4,
separating cargo and passenger activities.
Other committed projects include additional fencing at Pier 1 and Radio Bay Access Road.
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2.2.5 Neighboring Projects by Others
Coordination and compatibility with nearby users and their plans are important. The Hilo
Bayfront Trail Plan (Hawai‘i County, 2009) has planned a coastal path system between Wailuku
River at Reed’s Island and the Hilo Harbor cruise terminal for the benefit of residents and
visitors. The 3-mile system of paths would connect to recreational sites along the Hilo Bayfront,
which would be an amenity for cruise passengers and others. Increased foot traffic would
further underscore the need for safe passage on harbor property, preferably by relocating the
cruise slips to a new area.
Figure 2.6: Hilo Bayfront Trail Plan
Source: County of Hawai‘i, Department of Recreation
2.2.6 Water Circulation Studies by USACE
In 2009, the U.S. Army Corps of Engineers (USACE), Honolulu District, completed the Hilo Bay
Water Circulation and Water Quality Study. This study evaluated the water circulation and
water quality within Hilo Harbor and identified potential solutions. This study evaluated five
alternatives modifying the Hilo Harbor breakwater to increase water circulation. The effects of
different breakwater modifications on wave energy within the harbor were quantified and
assessed relative to navigational issues.
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The objective of each conceptual alternative in this study was to promote greater water
circulation in Hilo Harbor in order to improve its water quality. The study methodology
included quantifying the effects of each alternative on wave action, assessing the resulting
flushing actions and water quality, determining the estimated construction costs, and providing
recommendations for future work.
The study discovered small variability between the results of each alternative and
recommended future work consisting of detailed three-dimensional water quality modeling. It
was determined that the two-dimensional hydrodynamic model used in this study was
adequate for comparing flushing characteristics for the five alternatives, but the model was
insufficient in predicting the circulation patterns of the entire bay. A three-dimensional study
would allow researchers to assess impacts to the water column and locate any depositional
zones contributing to the poorer circulation in the harbor.
2.3 KAWAIHAE HARBOR
Kawaihae Harbor is located on the northwest coast of Hawai‘i Island. Its basin measures 1,450
by 1,500 feet and has a depth of 35 feet. The entrance channel is 3,270 feet long and 500 feet
wide. A 2,650 foot breakwater protects the harbor.
The harbor is served by Queen Ka‘ahumanu Highway and is located 28 miles north of Kona
International Airport at Keāhole.
Figure 2.7: Aerial View of Kawaihae Harbor
Source: University of Hawai‘i, School of Ocean and Earth Science and Technology, Coastal Geology Group
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2.3.1 History of Kawaihae Harbor
The first settlers of South Kohala came around 750-1000 AD. These early Polynesian explorers
established fishing villages and cultivated kalo along the streams at the base of the Kohala
Mountains. Kawaihae (and Waimea) were important political regions visited by high ranking
ali‘i. Kawaihae and Kohala are considered the birthplace of Kamehameha the Great. By the
mid-19th century, the area was heavily influenced by ranching, cattle, and the paniolo way of
life in contrast to many other districts which were dominated by the influence of the sugar
industry. By the latter half of the 20th century, large high-end resorts shifted the economic
base from agriculture to tourism.
The name Kawaihae means “water of wrath,” referring to battles over spring water in this arid
region. The area never sustained a large population and was dominated by activity and
interests of royalty. Queen Kamamalu, wife of Liholiho (Kamehameha III), and possibly Queen
Emma, wife of Alexander Liholiho Keawenui (Kamehameha IV), came from the area. It was in
this area that Kamehameha the Great held court. He constructed Pu‘ukoholā Heiau, a heiau
where human sacrifice was performed and which is now a national historic site. He also had
constructed Mailekini Heiau and Hale o Kapuni Heiau, a submerged shark heiau in Pelekane
Bay. Kawaihae was a major port throughout the 1800s. Large forests of sandalwood were
harvested on the slopes of Mauna Kea and brought to Kawaihae for shipment. Thousands of
cattle were brought down from Parker Ranch to be shipped throughout the islands.
In 1946, the harbor experienced a 12-foot high tsunami. Construction of a deep draft harbor
and main breakwater which allowed larger barges to deliver and export from the harbor began
in 1957. It was completed in 1959 with the help of the USACE, the same year Hawai‘i became a
state. In 1975, the Queen Ka‘ahumanu Highway was completed connecting Kona International
Airport at Keāhole to Kawaihae Harbor. This generated further growth, including a number of
high-end resorts which used the harbor for bringing in construction materials. Akoni Pule
Highway was dedicated in 1973, providing further access to the Kawaihae district and harbor.
Damage to Piers 1 and 2A caused by the October 15, 2006 earthquake rendered them
temporarily unusable. This was corrected, and by 2009 repairs were financed from the
proceeds from the State’s insurance policy.
2.3.2 Existing Harbor Facilities at Kawaihae Harbor
Kawaihae Harbor has two piers. Pier 1 has 412 feet of berthing space, 4.6 acres of yard space
and 8,300 square feet of shed space. Pier 2 has 1,150 feet of berthing space and 30.6 acres for
storage and handling.
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2.3.3 Use and Operations at Kawaihae Harbor
Pier 1 is primarily used by cement barges. Pier 2 is mostly used by interisland cargo and fuel
barges. Kawaihae Harbor does not handle passenger traffic.
Hawaiian Cement unloads bulk cement at Pier 1 from barges to a nearby storage facility using
pneumatic pipelines. The north shed at Pier 1 is leased by Liquid Robotics for marine research.
The south shed was vacant in 2010. Cattle transfer operations occur at Pier 1. The 2006
earthquake damage forced the relocation of this operation to Pier 2, but since the repairs to
Pier 1 have been completed, cattle transfer operations are back at Pier 1.
Pier 2 is dedicated to cargo barges and shared by two users. YB operates interisland barge
services from Pier 2A with barge calls typically twice a week. Matson operates barge services
from Pier 2B with barge calls three times a week. Specifically, the cargo barge Mauna Loa is
there on Mondays and Fridays while the RO/RO barge Waialeale is there on Wednesdays. Both
operators typically send two barges a week to Kawaihae Harbor. Top-pick forklifts are used to
load and unload containers from barges. One of the Matson barges, Mauna Loa, has its own
ship-board equipment to load/unload containers.
The US Army owns and operates a landing ramp at the coral stockpile area (“Coral Flats”)
through Governor’s Executive Order (EO) No. 1759, which allows them to conduct military
operations and transfer goods including troops, vehicles, and explosives. It is used by the 45th
Army Corps Support Group (Forward) to off-load Logistics Support Vehicles (LSV) to be taken to
Pohakuloa Training Area (PTA). The off-loading generally occurs by dropping down a ramp from
the shipping vessel. At times, they also make use of the state piers for this purpose. The use
and need varies according to the status of deployment and scheduling of training exercises.
Figure 2.8: Typical LSV Ship
Source: HDOT Harbors Division
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Additionally, Executive Order No. 2142 was granted to the US Army for access to the ramp area.
Collectively, the two current Executive Orders grant the US Army ownership of approximately
10 acres of land at Kawaihae Harbor. Portions of Kawaihae Harbor’s back areas (mauka) are
used for petroleum storage, bulk cement storage, and less-than container load (LCL) staging.
2.3.4 Committed Improvement Projects for Kawaihae Harbor
Figure 2.9 provides a map of the existing site plan and committed projects for Kawaihae Harbor.
Committed projects at Pier 2A terminal include paving 3.1 acres, which will increase operational
acreage by 12 percent. The Hawai‘i District Office and comfort station will be demolished and
rebuilt in a new location to LEED Silver standards and with ADA compliance.
Two roadway improvements will support harbor capacity. The first is new turning lanes, which
will be designed for the short term connection of Kawaihae Road to Queen Ka‘ahumanu
Highway. The second is connections between Kawaihae Road and the new Kawaihae Bypass
Road currently in planning by the Highways Division.
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2.3.5 Regional Context: Plans and Projects by Others
In the case of Kawaihae Harbor, the 2035 Master Plan will be part of building the community as
well as the harbor. For this reason, coordination with nearby landowners, the county, and
others is especially important.
A number of planning efforts have been completed or are underway in the general area of
Kawaihae Harbor. Because the harbor is such a prominent influence, it is important to consider
these planning efforts and how they view the harbor in relation to other critical regional issues.
The 2035 Master Plan Update has worked to be compatible with the plans of surrounding
areas, landowners, the county, and others.
Land Use
One of the most important planning efforts is the South Kohala Community Development Plan
(Hawai‘i County, 2008) which was signed into law in November 2008. The district contains two
major landowners, Department of Hawaiian Homelands (DHHL) and Queen Emma Foundation,
owners of two adjacent ahupua‘a. The Department of Hawaiian Home Lands Regional Master
Plan and the Queen Emma Foundation Ahupua‘a Strategic Management Plan envision land uses
compatible with and taking advantage of their location near the Kawaihae Harbor. In
particular, DHHL plans developing industrial lots for harbor compatible users.
The DLNR Division of Boating and Outdoor Recreation (DOBOR) completed their master plan for
its Kawaihae Small Boat Harbor (South) in December 2003. The HDOT Highways Division is in
the alternatives development and environmental review stage of a new road, the Kawaihae
Bypass, which not only would alter access into the area, but would provide new opportunities
by having spurs and connections into development areas.
Water Quality
Marine water quality (siltation) is of paramount interest. The Pelekane Bay Watershed
Restoration Project has completed a Watershed Management Plan in 2005 and is currently
studying erosion control practices. The USACE has also studied water quality at Pelekane Bay.
In 2009, USACE conducted an evaluation of a proposed channel on the circulation and
morphology changes at Kawaihae Harbor and Pelekane Bay. The alignment for the proposed
channel bisected Coral Flats near the Makahuna Gulch drainage outlet. Four (4) channel
alternatives of varying width and depth were evaluated. Each alternative was evaluated for
anticipated changes in water hydrodynamics, wave conditions, and ability to transport
sediment.
In summary, this study indicated that construction of a circulation channel would result in
consistent flow from the bay to the harbor under normal and storm conditions. This flow
would produce net sediment transport into the channel and the harbor. Based on the USACE’s
findings, implementation of the circulation channel would not serve the purpose of harbor
water renewal and Pelekane Bay water quality improvement, therefore is not recommended.
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CHAPTER 3
ISSUES AND CHALLENGES
Stakeholder needs were determined through one-on-one interviews and in stakeholder group
meetings at each harbor. Stakeholders include harbor users and tenants, government agencies,
and landowners. Chapter 3 describes the planning considerations that call for improvements to
existing facilities that surfaced from these interviews and meetings.
3.1 ISSUES & CHALLENGES COMMON TO BOTH HARBORS
Multiple Use Facilities
Maritime lands are finite, and both Hilo and Kawaihae harbors face the challenge of providing
adequate space and facilities that correspond to multiple users with a variety of vessels and
cargo.
The challenge is to develop master plans that take into account the unique requirements of
each harbor user and their unique operational requirements, yet remain flexible to provide for
multiple uses all while ensuring efficiency and safety.
Priority for Maritime Dependent Uses
Given the finite nature of maritime space and the competition for its use, the Harbors Division
must prioritize maritime-dependent uses and accommodate maritime-related uses on an as
available basis, subject to revocation.
The challenge is to determine what user should be classified as a maritime-dependent
operation and what user should be classified as a maritime-related operation.
Agriculture Inspections
Hawai‘i’s Biodiversity Law is designed to protect the state from crop losses, extinction of native
species, destruction of native forests, spread of diseases, and inspection of exported
agricultural crops which allows them to be sold in markets outside of Hawai‘i. This is an
important environmental issue for Hawai‘i where the agriculture industry can experience
serious consequences if invasive species arrive and take hold. Examples of invasive species
include Brown Tree Snakes, Red Imported Fire Ants, and Coqui Frogs.
The Department of Agriculture Plant Quarantine Branch is responsible under Hawai‘i Revised
Statutes Sections 141 and 150A for the biodiversity program, and they must interface with
multiple entry points at harbors and airports to effectively eradicate, control, reduce, and
suppress pests. Both Hilo and Kawaihae Harbors need dedicated space that supports the
Hawai‘i Department of Agriculture (DOA) function to conduct biosecurity inspections for the
control of invasive species.
The challenge is to provide the requisite space that is in close proximity to the harbor. If the
space is located too far outside from the harbor, there are additional transportation costs
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involved with the double handling of the cargo as it needs to be trucked over from the staging
area to the shipper after the inspection is conducted. If the space is located within the harbor,
it should be in a central location close to the entry gate so that cargo does not have to be
transported long distances after their inspections, yet not interfere with operations.
Food Safety and Security
As recognized in the Hawai‘i Economic Development Strategy prepared by the Department of
Business and Economic Development, agriculture is an important sector in Hawai‘i’s economy,
providing food for residents and export revenues. Increased food self-sufficiency is a goal,
similar to the energy goal to decrease dependency on imports. Agriculture also helps support
many rural communities.
Aquaculture research and development is also an economic strategy. In addition to technical
extension services, marketing assistance and training, lease land at harbors is cited as being
needed for staging, storage, and hatchery production to support offshore aquaculture
development.
The State Farm Bureau and the DOA are concerned about food stored in the open areas waiting
to be loaded into refrigerated containers because of the potential for spoilage. Covered
storage and additional refrigerated units would improve the situation and prevent food from
being exposed to the sun and other elements. The farming and agriculture communities’ desire
climate controlled shed space at both harbors where perishables can be handled and stored
while waiting for shipping (exports) or transfer (imports).
Fruit flies, a major problem for farmers because it renders the fruit unsuitable for export, are
currently treated at a private irradiation facility. In the Statewide Comprehensive Economic
Development Strategy (CEDS), Hawai‘i County and the Farm Bureau propose an Agricultural
Products Marketing Facility which would conduct irradiation, vacuum cooling, packing,
distribution, and ice facilities. Consolidation, warehousing, storage, refrigeration, packing, and
high tech telecommunications marketing would be important functions for such this facility.
Ideally such a facility would be located near the harbors.
The challenge is to work with the Farm Bureau and DOA to make sure that climate controlled
storage is available to ensure food safety when it is on harbor property.
Fuel Storage
Most of the fuel brought into Hawai‘i Island comes to Hilo Harbor, where it is stored or trucked
over to Kawaihae Harbor or other West Hawai‘i destinations for storage. Many residents in the
community would prefer that fuel barges arrive in a more balanced proportion at both harbors
because trucking of fuel increases fuel costs and adds to congestion on the roadways. The need
for fuel storage is predicted to increase as the population increases.
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There are also the expectations that a variety of fuel will need to be stored, including diesel,
biofuels, and possibly propane. This is possible at Hilo Harbor, but not at Kawaihae where
storage capacity is limited.
At Hilo Harbor, all of the storage facilities are located on private lands. At Kawaihae Harbor,
there are two storage facilities located on Harbors property. However, the South Kohala
Community Development Plan and stakeholders comments called for adding more fuel storage
capacity outside of the commercial harbor for the following reasons:
1. To locate new storage facility outside of the tsunami inundation zone.
2. To locate new storage outside the US Army safety arc for ammunition transport.
3. To reduce the visual intrusion for the National Park Service (NPS).
4. To improve the aesthetics of the village center at Kawaihae.
The challenge is to meet fuel storage requirements in a balanced manner between the two
harbors while understanding they are changing due to demand and due to state policy for
greater energy self sufficiency. While fuel storage is the responsibility of the industry, fuel
discharge lines, pipelines and other connections to the final storage area are within the harbor
boundaries.
Roadway Capacity
Hilo Harbor is served by entrances at Kahanu Street and Kuhio Street, which are both off of
Kalanianaole Avenue. Stakeholders have expressed concern about the limited roadway
capacity leading to congestion. Design for a project to construct a new roadway at Kumau
Street and a third entrance to Hilo Harbor is underway with construction to follow.
At Kawaihae Harbor, Kawaihae Road is a narrow roadway with limited capacity in terms of
turning lanes into and out from the harbor. Truck traffic is slow moving and can create
congestion issues to neighboring residents. In addition, Kawaihae Road runs past a national
park and the Pu‘ukohola Heiau. Traffic, especially truck traffic, causes vibration and road
conflict issues for the park.
The challenge is to identify feasible roadway improvements that will address the congestion
issues and coordinate with the Department of Transportation, Highways Division and the
County to implement solutions.
Security
Hilo and Kawaihae Harbors are regulated under the Maritime Transportation Security Act
(MSTA). MTSA requires the Port Owner/Operator to appoint a Facility Security Officer (FSO)
and prepare a detailed Facility Security Plan (FSP). The FSP specifies security procedures for
each site and must be approved by the U.S. Coast Guard (USCG. USCG provides additional
guidance and directives as needed. MTSA requires the port to conduct frequent security drills,
exercises, security equipment inspection, and a comprehensive annual security audit. USCG
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enforces MTSA by inspecting each port facility and issuing citations and fines if violations are
found. Every five years, each port facility must update/revise their Facility Security Plans.
MTSA was recently amended adding the requirement for each facility to implement the
Transportation Workers Identification Credential or TWIC program.
The Harbors Division is developing and continually refining a comprehensive Statewide
Maritime Security Plan for all DOT Harbors. The plan encompasses (MTSA) Facility Security
Plans as well as physical security improvements, electronic security systems, security
operations and other measures based on specific harbor(s) security plans. These assessments
and plans are “Sensitive Security Information” (SSI) and are restricted under federal law.
Both Hilo and Kawaihae Harbors are required to maintain compliance with their security plans.
Procedures and equipment have been established to control access to secured and restricted
areas and other vulnerable or sensitive key points, location, functions and operations at the
ports. Access to the ports is restricted to those who have been screened by the Transportation
Security Administration (TSA) for the US Coast Guard and issued a Transportation Worker
Identification Credential (TWIC). A legitimate reason for access and compliance with state and
federal laws is necessary. Access is restricted to prevent damage to the facility and to ships.
Recent mandatory increased security measures are common to both harbors and have led to
the requirement for new security fencing, gate identification, security camera systems, and
upgraded security equipment consistent with TSA requirements. When a notice of a credible
threat has been issued, the harbor facilities need sufficient space to ensure security while
continuing to ensure the efficient and safe flow of commerce.
The challenge is to effectively manage the high volume of security information, conduct good
security needs assessments and select the best security management strategies. Maximizing
the use of electronic and passive security systems save personnel costs and must be
coordinated with port security operations. Security planning must allow for changing laws,
advancements in security technologies, and a process for updating and continually improving
security programs over the long-term. The goal, as always is to have effective port security
without restricting the flow of commerce.
Fencing
Fencing is key to physical security protection and access control in and around regulated
security areas. Harbors Division has adopted the standard fence specification used by USCG
(Chain link fence - 8’ high, 9 gauge wire, three strand barbed wire apron angled outward, etc.)
Fence lines and gates should be located so they can be secured or opened and staffed for
access control depending on security level in effect, type of vessels in port, or other harbor
operations.
US Customs
In Hilo Harbor, US Customs is co-located with the US Coast Guard where it is crowded, but
manageable. US Customs must inspect yachts, sailing vessels, and foreign cruise ship
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passengers, in addition to cargo. Office space is at Hilo Harbor, but customs could use some
working space at the harbor for inspections, possible near where the DOA would be doing its
inspections.
In West Hawai‘i, US Customs operates out of Kona International Airport at Keahole. They
inspect container cargo as “premise” inspections of the consignee, meaning the cargo leaves
the airport or harbor and is inspected at a facility owned by the consignee. This is due to the
lack of personnel by the freight handlers to remove the cargo twice, once for inspection and
once again for transfer to the destination. In addition, all cargo (except bulk cargo like sand and
fuel) now goes to Honolulu Harbor first where it is inspected. If pests are found, the container
is sent back to Honolulu. In the case of contraband, a seizure is made, and then sent to third
party storage areas. Should Kawaihae Harbor ever start to receive direct foreign shipments,
then US Customs would need space with docks where the containers on chassis could back up
for removal, inspection, and then return.
The challenge is to ensure that required space is provided in the appropriate location so that
inspections can be conducted efficiently.
Auto Storage
Shipping carriers bring in large amount of automobiles on a weekly basis. This serves both the
car rental businesses and the resident population. Intraisland shipping of cars also occurs, and
cars are allowed to be temporarily stored on Harbors’ property, sometimes for several days.
This requires storage areas for several hundred cars at a time.
The challenge is to identify and provide the requisite amount of space for auto storage in a safe
and secured area to prevent damage from the elements and theft, when industry practices
frequently shift according to economic changes and market demands.
Sea-Level Effects
Sea-level rise (SLR) due to global climate change presents challenges to coastal communities
and ecosystems, and planners are engaged in assessing management options. Accordingly, it is
desirable to have an estimate of SLR expected during this century to properly design adaptation
strategies. An approximation of one meter rise SLR by the end of the 21st century will allow:
1. Estimates of coastal erosion and changes in vulnerability to coastal hazards.
2. Assessments of threats to coastal ecosystems.
3. Development of climate risk management policies.
The 2035 Master Plan has included reviews of recent studies of global warming, sea-level
observations, global ice volume, ocean heating, and estimates of SLR by the end of the 21st
century (Fletcher, 2009).
The challenge is to identify appropriate adaption steps and to incorporate them in maintenance
and capital improvement projects.
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3.2 ISSUES & CHALLENGES SPECIFIC TO HILO HARBOR
Hilo has its own unique set of issues and challenges that must be considered in the plan.
Separation of Incompatible Uses
Hilo Harbor’s cruise passenger terminal is located between two cargo operations. This creates
a hazardous condition for passengers as they traverse from the Pier 1 Terminal to Kūhiō Street
in order to gain access to areas outside of the harbor. Separating these incompatible uses from
each other would benefit both passenger service and cargo operations by removing a
conflicting use and by providing a safe and dedicated area for each activity.
In the short-term, the Pier 4 Interisland Cargo Terminal project calls for a new gated paved road
at Kūmau Street. This would provide a dedicated access for cargo traffic through this area. This
will remove some of the incompatible cargo traffic from Kūhiō Street.
The challenge is to identify a long-term solution that provides suitable locations for each
activity that will completely separate them from each other in an efficient manner.
Liquid Bulk Cargo and Fuel Hatches
The fuel hatches have been alternately proposed at Pier 4 and Pier 2. At Pier 4, they interfere
with Young Brothers operations.
The challenge is to provide fuel hatches in both a preferred location and in an alternate back up
location.
Fencing Near the USCG Area
Whether the gate nearest the Harbors Division maintenance shed should remain open or closed
during passenger ship days has been questioned. One option is to build a double wide gate
near the corner of Radio Bay which can be closed most of the time, and have security-
controlled access those times when it needs to be open.
The challenge is to provide both security and access to the area during days when there are
cruise passengers in the port.
Research Vessels in Radio Bay
University of Hawai‘i at Hilo (UH) uses Radio Bay for education and research in oceanography.
In 2010, they were using a 38-foot long catamaran and a homemade floating dock for loading to
support dives and charter school programs. They also have a 40-foot container to store their
equipment. While UH previously used a 53-foot long catamaran, the current vessel is adequate
for the foreseeable future. Their program would be aided by a second slip and assurances of
permanence for their location.
The challenge is to ensure that UH’s program needs are understood and provided for in the
plan.
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3.3 ISSUES & CHALLENGES SPECIFIC TO KAWAIHAE HARBOR
Accommodate Growth
Kawaihae Harbor has enjoyed tremendous growth in cargo volumes over the past decade. The
most basic need is to expand its facilities to accommodate future growth demand. Expansion
was called for in the 2020 Master Plan and this remains a priority. In the short-term, the Pier
2A yard project will provide additional cargo handling capacity.
The challenge is to identify strategically located expansion areas that will provide safe cargo
handling yards and berthing capacity as well as staging areas for new products such as wood
chips and logs.
Co-existence with Pu‘ukoholā Heiau
Kawaihae Harbor and the National Park Service (NPS) Pu‘ukoholā Heiau serve important
purposes. Both entities can co-exist with each other by communicating and working together.
Visual intrusion, noise from cargo operations, and vibration impacts from construction activities
are all concerns that have been expressed by NPS officials.
The challenge is to develop a plan that will respect and satisfy the needs of both facilities.
Military Operations
The military owns and operates the Landing Ship, Tank (LST) ramp in the Coral Flats that
provides a landing area for specially designed military ships that transport equipment, supplies,
and ammunition. Military cargo is then off-loaded and stored until it is ready for transport
through the tank trail located on the Coral Flats to its final destination. The Army has been
extremely active at the LVS/LVT ramp, coming in three to four times a month. The beach is
closed during these times. LST ramp is critical in the support for national defense. When
ammunitions are off-loaded and stored in the Coral Flats, the military imposes a safety arc as
shown in Figure 3.1 enclosed by a large red circle.
In addition, the US Army is considering operating joint high speed vessels (JHSV) at various
locations, including Kawaihae Harbor. Because the JHSV is purported to have their own
shipboard ramp system, they would use existing pier space in the harbor.
The challenge is to blend military and civilian uses together so that maritime facilities can be
developed in the Coral Flats while providing the necessary access. This includes providing
access for the military’s operations and considering the necessary safety arc when planning for
maritime uses.
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Figure 3.1: Military Safety Arc
Source: Ed Uchida, US Army
Potential Ferry Facilities
A safe location for ferry service should be provided in the event a service is proposed. The
safety issue applies to both loading/embarking away from wave surge areas, and it applies to
the transport of passengers on and off harbor property.
The challenge is to identify potential locations for passenger service that are separated from
cargo functions and that provide safe passageway to areas outside the harbor.
Compatibility with Recreational Uses
Kawaihae Small Boat Harbor (South) is located in the southwest corner of the Coral Flats.
Dedicated access to this facility has to be provided to recreational users that are outside of the
maritime security area.
The challenge is to identify a separate roadway alignment that will provide dedicated access for
recreational users.
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Forestry Industry Potential
There is a potential of growth in the timber industry for the production of bio-fuel and for the
export of wood chips and/or logs. Kawaihae Harbor is better located, drier, and has more space
available than Hilo Harbor. Logs are likely to be shipped in flat racks, open modular units which
can be stacked for efficiency. Wood chips would be processed and shipped in “ragtop”
containers measuring 40 by 8 by 9 feet. The ragtop is open at the top for easy loading, and
then covered with a canvas material. The product must remain cool to avoid spontaneous
combustion, which is why the open ragtop is superior to closed containers. Top loading could
be accomplished at the logging site or in the Coral Flats.
The challenge is identify a suitable location with enough space within the commercial harbor
should this industry develop.
Aquaculture
Several enterprises (i.e., Kona Blue, Hawai‘i Oceanic Technology, and Indigo) are either
contemplating or currently raise and harvest fish for international and domestic export. These
enterprises require amenities such as space to process, store, and transport their products near
the harbor.
The challenge is to prioritize the need for this activity and to identify space within the harbor.
Demand for Industrial Lots
There is demand for industrial lots, both for truck staging, stand-by uses, and other purposes.
The challenge is to identify a suitable location for industrial lots development that will meet the
needs of the users.
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CHAPTER 4
HAWAI‘I ISLAND COMMERCIAL HARBORS MASTER PLAN FOR 2035
4.1 MASTER PLAN OVERVIEW
The planning process provides a unique opportunity to collaborate with harbor users,
government agencies, adjacent landowners, and the public to realize community, economic,
and social benefits when developing facilities because improvements can be determined and
implemented in an orderly and strategic manner. After considering relevant stakeholders’
input (Chapter 3) and understanding future facility requirements from the forecasts and
technical analyses (Appendix 3), three master plan alternatives were developed for each
harbor. These alternatives were discussed and vetted in a series of stakeholders and public
meetings, and refined over time. From these alternatives, a preferred alternative for each
harbor was selected for inclusion in the 2035 Master Plan. Implementing improvements will be
coordinated within the context of a financially constrained plan.
The Hilo Commercial Harbor 2035 Master Plan (Hilo Master Plan), at full build out, recommends
the construction of a new dedicated passenger terminal referred to as Pier 5 at the west side of
the harbor to separate passenger activities from cargo operations. To meet forecasted cargo
demand, the Hilo Master Plan provides additional berth capacity at Pier 4 and yard capacity for
cargo handling at the landside of Pier 1. Total yard capacity will be for 294 twenty-foot ground
slots for stacked containers, 535 forty-foot wheeled chassis slots, and 49 twenty-foot wheeled
chassis slots for a total area of roughly 18 acres for cargo handling and storage. In addition, a
total of 3.8 acres of handling and storage is allocated for less-than-container (LCL) cargo, 1.6
acres for an automobile handling and storage area, and roughly 3 acres for bare chassis storage.
The Hilo Master Plan also provides space for Department of Agriculture’s (DOA) inspection,
quarantine, and treatment facilities. Table 4.1 provides a summary.
Table 4.1: Summary of Hilo Harbor Improvements
Current Committed 2035 Improvements
Berth Pier 1: 1,265 feet
Pier 2: 703 feet
Pier 3: 637 feet
New Pier 4: 602 feet Pier 4 RO/RO facility and Pier 4 Extension
of 250 feet. Relocate fuel hatches to
accommodate Pier 4 RO/RO facility.
Yard Pier 1: 13.4 acres
Pier 2: 2 acres
Pier 3: 7.3 acres
New Pier 4 Yard: 26
acres
Pier 1 landside additional 2.9 acres storage
yard. Set aside 1 acre space for DOA
facilities.
Shed Pier 1: 81,635 sq. ft.
Pier 2: 37,884 sq. ft.
Gates New Kūmau Street
entrance
New Hilo Harbor entrance at east side of
harbor.
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The Kawaihae Commercial Harbor 2035 Master Plan (Kawaihae Master Plan), at full build out,
recommends the construction of a new cargo terminal, including a pier for two barges, and a
cargo handling and storage yard at the Coral Flats. Pier 2A will be extended, and a new Pier 2C
will be constructed. Total yard capacity will be for 814 twenty-foot ground slots for stacked
containers, 756 forty-foot wheeled chassis slots, and 113 twenty-foot wheeled chassis slots, for
a total area of roughly 31 acres for container storage. In addition, 1.5 acres of storage is
allocated for LCL cargo, 2.7 acres for an automobile handling area, and roughly 8 acres for bare
chassis storage. The Kawaihae Master Plan recommends any potential ferry service to be
located in the Coral Flats because of the relatively calm water conditions found there.
Forecasts indicate that cargo, new industries such as timber and aquaculture, fuel, military
activity, and fuel will grow significantly, and therefore additional berthing and yard space is
needed to meet future demand. The Kawaihae Master Plan also provides space for DOA’s
inspection, quarantine, and treatment facilities. Table 4.2 provides a summary of Kawaihae
improvements.
Table 4.2: Summary of Kawaihae Harbor Improvements
Current Committed 2035 Improvements
Berth Pier 1: 412 feet
Pier 2: 1,105 feet
Extends Pier 2A by 340 feet and relocate
fuel hatches. New Pier 2C at 325 feet.
New Pier 4 at 865 feet to accommodate 2
barges.
Yard Pier 1: 4.6 acres
Pier 2: 27.1 acres
Pier 2A landside 3.9
acres
Adds 22 acres of paved yard and 2.7 acres
of auto handling area. Set aside 1 acre
space for DOA facilities.
Shed Pier 2A Shed Removed
Gates Main Gate Improve Main Gate ingress and egress
configuration. Reconfigure South Gate.
4.2 HILO HARBOR
4.2.1 Hilo Harbor 2035 Master Plan Features
The Hilo Master Plan is shown in Figure 4.1. Salient features of the plan are:
Passenger Terminal
Pier 5 is a new 830 feet long pier dedicated to passenger operations at the west side of the
harbor. This facility will provide separation between passenger activities and cargo operations
as it will remove a significant conflict between two incompatible uses. The length of the pier
will provide a berth apron for two-thirds the length of a 1,165-foot long cruise ship, which
corresponds with a Royal Caribbean Lines’ Freedom Class ship, the second largest class of cruise
vessel currently in service. Currently, only one ship is larger: The Oasis of the Seas. Most cruise
ship doors for passengers and stores are located in the middle third of any vessel, so a solid pier
deck in this area is necessary. Breasting and mooring dolphins will provide support for the
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other one-third of the ship that will overhang the pier. Pier 5 development includes dredging of
the shallow area immediately adjacent to the east side of the pier. The west side of Pier 5 can
be dredged, if required, either to provide for a second cruise berth or for the berthing of other
vessels such as the UH research vessels. The initial alignment of Pier 5 will be the same as the
existing Pier 3 so as not to encroach on the approach channel for Pier 3 and Pier 4, but the final
alignment, length, and structural system for the pier will be subject to detailed navigation,
mooring, foundation, and dredging studies during future planning, project development, and
design stages.
Associated improvements include a 0.75 acre reception and security area and 2 acres for taxi,
tour bus, parking, and staging will be located adjacent to the terminal. Approximately 2 acres
would be set aside with access from Kūmau Street for University of Hawai‘i at Hilo (UH) research
facilities. To provide space for these uses, the acquisition of the Ocean View Lease Lots from
the Department of Land and Natural resources (DLNR) will be necessary. See Figure 4.1.
Berths
In addition to the construction of the new cruise pier, a 250-foot long extension to Pier 4 will
provide Young Brothers, Limited (YB) berthing for two 400-foot long barges. A roll-on/roll-off
(RO/RO) facility at the corner of Piers 3 and 4 will provide YB with an option to include stern
loading and unloading operations in addition to their side operations. See key 26 on Figure 4.1.
Cargo Terminal
A portion of the Pier 1 shed will be demolished to provide additional space for container
operations. The remaining shed area will accommodate cruise passenger operations until the
new Pier 5 Passenger Terminal is developed. Additional LCL cargo handling area is added next
to the Kūhiō Street entrance and consolidated parking in the central harbor area and would use
that entrance. An additional 2.85 acres of yard space for container storage would be located at
the central area of the harbor to meet forecasted requirements. Reconfiguration of the Radio
Bay comfort station and UH facility will allow for the expansion of the east side of the harbor
for needed chassis storage. Additional chassis storage will also be provided at the west side of
the harbor to support Pier 4 operations, thereby reducing the need to cross the Kūhiō Street
entrance for an empty chassis. See key 5 on Figure 4.1. Finally, a new Pier 1 user maintenance
building will be located along the south harbor property line.
Liquid-Bulk Cargo Terminals
Fuel hatches are located along Pier 3. With the construction of the RO/RO facility at the
corners of Piers 3 and 4, the fuel hatches will be relocated seaward to provide a safe distance
between the barge and fuel operations so that they can be conducted simultaneously.
Additional fuel hatches can be located at either Piers 2 or 4 to provide an alternative location to
conduct fuel discharge operations. Fuel storage facilities are located outside of Hilo harbor on
private property.
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Other Facilities
The Harbors Division’s Office and parking facilities will be relocated to the east side of the
harbor out of the way of cargo handling and storage operations. If there is no suitable location
outside of Hilo Harbor, a one acre space located inside of the secured area and close to the
main entrance would be provided to DOA to conduct biosecurity, agricultural inspection,
quarantine, and treatment operations. See key 27 on Figure 4.1. In the long-range picture,
landside of new Pier 5 area, an area for research facilities related to the UH will be provided.
Harbor Entrance and Roadways
There are 3 entrances to Hilo Harbor: Kūhiō, Kahanu, and the future Kūmau streets. In addition
to the three, the Hilo Master Plan recommends that a fourth entrance be provided at the east
side harbor entrance. The new entrance will be opened up so it can be used for access to the
harbor and reconfigured Radio Bay facilities. Kalaniana‘ole Avenue provides access between
Hilo Harbor and Hilo Town.
Commercial Fishing
A well established local firm has expressed an interest in the development of a commercial
fishing complex in Hilo Harbor. Commercial fishing facilities are currently located at Wailoa
River and under the management of DLNR, Division of Boating and Ocean Recreation. However,
these facilities lack adequate space and improvements to meet the growing demands of the
fishing industry. Shoaling and siltation limit dredge depths and are an ongoing issue. It is
foreseeable that new and improved facilities are likely to be required to support this lucrative
industry as it is a significant revenue generator. In 2009, Honolulu’s facilities was ranked 31st in
the nation for catch volume, but 8th for value bringing in $59.4 million.4
The future commercial fishing complex is anticipated to consist of the following:
1. A receiving, auction and processing facility. This facility would receive the catch for
distribution. It would also provide ice, provisioning and fuel to the fishing vessels.
2. Berths to accommodate three (3) commercial fishing vessels.
3. Parking for employees and customers.
This area would be separated from other commercial activities such as cargo and passenger
vessels. The Ocean View Beach Lots area is a potential location for this commercial fishing
complex on a space available basis and pending funding.
4 Taken from website (www.hawaii-seafood.org).
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Navigational Improvements
New dredging to minus 35 feet will be needed at the east side of the new Pier 5 to
accommodate large cruise ships. Additional dredging at the west side of Pier 4 will provide
berthing for either a second cruise ships or other vessels. The harbor basin is small, and it is
recommended that the basin be expanded so that large ships can more easily navigate through
the harbor, particularly in the Pier 1 area. The US Army Corps of Engineers (USACE) has a
reconnaissance level study to look into ways of improving navigational conditions there.
In summary, the construction of Pier 5 Passenger Terminal will require a major expenditure for
dedicated use of cruise traffic, but the development of it will substantially increase berth
capacity that exceeds the needs for 2035. In addition, a separate cruise terminal eliminates
conflicts between passenger activities and cargo operations provided cargo traffic is rerouted to
the Kūhiō Street entrance. Also, the central area of the harbor is wide open, allowing for
maximum flexibility of harbor operations and seamless integration of cargo operations between
the east and west sides of harbor without worry for passenger traffic.
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4.2.2 Cost Estimates and Phasing for Hilo Master Plan
The overall cost for Hilo Master Plan improvements is estimated at $141.2 million (in 2010
Dollars), exclusive of any land acquisition. It is proposed to be accomplished in three phases to
meet demand, which are described in more detail below.
During phases one and two, additional space is created for tour buses, taxis, shuttle parking,
and operations. A one acre inspection, quarantine, and treatment area for DOA will be added
in the central harbor area. In the final phase, additional cargo and berthing capacities will be
created. A new Pier 5 Passenger Terminal will be added for cruise ships, releasing berth and
cargo space for exclusive cargo use, and separating these from passenger activities. Pier 5 will
require additional dredging of the harbor. All costs include a 35 percent contingency to reflect
that they are early concepts.
Phase 1 (Estimated Cost $33.5 Million):
• Demolition of a portion of the Pier 1 Shed. Upgrade utilities and strengthen the area for
approximately one acre of cargo handling and storage operations. The removal of part
of the shed will allow the movement of the cargo ramp, and will create operational
space to load and unload cargo at Pier 1.
• Construction of new Pier 1 user maintenance building and staff/visitor parking at the
east end of the harbor property (by others).
• Construction of an additional 2.9 acres of hard surface (concrete pavement) at the east
end of the harbor for bare chassis storage.
• Creation of one-acre space for inspection, quarantine, and treatment area for DOA at
the central, southern limit of the harbor. No cost is included for a building.
Phase 2 (Estimated Cost $16.2 Million):
• Construct a new Harbors Division administration and maintenance building and staff
and visitor parking at the east end of the harbor property.
• Extension and reconfiguration of the Pier 4 yard to provide additional wheeled slots.
• Construction of additional bare chassis storage at the west side of the harbor to support
Pier 4.
• Consolidation of a new LCL cargo area next to the Kūhiō Street entrance (existing LCL
cargo storage is maintained at Piers 2 and 3).
• Consolidation of all required import and export auto parking (1.6 acres) in the central
harbor area.
• Slight reconfiguration of the one-acre DOA inspection, quarantine, and treatment area
to accommodate the import and export auto parking yard.
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• Demolition and relocation of the Radio Bay comfort station and UH facility. This allows
for paved expansion at the east side of the harbor for additional wheeled chassis
storage.
• Opening of the east side harbor entrance will be used for access to Harbors Division’s
buildings and the relocated Radio Bay facilities. Access to the new Harbors Division
administration office and maintenance facility, plus Radio Bay facilities, will then be via
the new east entrance enabling the Port to further limit access to the commercial
harbor itself, thus providing enhanced security.
Phase 3 Full Build Out: (Estimated Cost $91.5 million):
• Construction of a new Pier 5 Passenger Terminal including an 830-foot dedicated cruise
pier at the west side of the harbor. Although a variety of structural types can be used to
construct the pier, a pile and deck structure is anticipated. The initial alignment of Pier
5 would be the same as the existing Pier 3 (so as not to encroach on the approach
channel for Pier 3 and Pier 4), but can be adjusted.
• Westward extension of the Pier 4 berth by approximately 250 feet (subject to final
design) to avoid encroaching on the Pier 4 berth area. It is from this extension that the
new Pier 5 will be constructed.
• Dredging at Pier 5 will be required to provide sufficient water depth for visiting vessels,
and possibly on the other side of the Kūhiō Bay entrance channel as well, to
accommodate vessel maneuvers. Water depths on the order of 35 feet will be needed.
• Construction of a 0.75 acre reception, security center, and terminal facility and 2.0 acres
for taxi, tour bus, van parking, and staging.
• With the construction of the dedicated cruise pier, the Kūmau Street entrance would
now be used by both cruise-related and Pier 4 cargo-related vehicles. If this mixed use
results in conflicts, Pier 4 cargo operations access could simply switch to Kūhiō Street –
which may be little used after the full build out – freeing up Kūmau Street to be used
exclusively for cruise-related traffic.
• Complete demolition of the remaining Pier 1 shed to leave the central area of the
harbor completely open and flexible for varying uses, including grounded and wheeled
chassis storage on Pier 1.
• With the open space that the demolition of the Pier 1 shed creates, further
reconfiguration of the yard enables additional container storage to be located at the
central area of the harbor and on Pier 1 and facilitates the extension of wheeled slots at
Pier 4. Note: With the complete relocation of cruise operations to the west, there will
be no conflicts with cruise operations, and it will be much easier to access storage areas
along all piers from anywhere in the port in the event that market shares, and thus yard
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distributions, should shift between users in the future. As such, the open central harbor
area can be reconfigured to meet the changing needs of users; it would only be a matter
of restriping the pavements and adding barricades.
• An approximately 2 acre area is set aside for UH research facilities, with access from
Kūmau Street. The Pier 5 cruise pier could be designed for berthing of small UH
research vessels along the west side of the pier, if required.
• The Hilo Master Plan requires the integration of the Ocean View Beach Lots into Hilo
Harbor property. Overall, the current harbor property is expanded with an additional
5.5 acres of property to the west.
• Current cement and off-site petrochemical storage are adequate to meet future
throughput projections.
4.3 KAWAIHAE HARBOR
4.3.1 Kawaihae Harbor Master Plan 2035 features
The Kawaihae Master Plan is shown in Figure 4.2. Salient features of the plan include:
Berths
To meet forecasted demand, Kawaihae Harbor will require additional berth capacity. Pier 2A
will be extended by 340 feet, and a new Pier 2C will be built that will provide an additional 325
feet of berth capacity. The construction of Pier 2C will require the removal of DLNR Division of
Boating and Ocean Recreation’s (DOBOR) boat mooring facility. Both extensions will increase
the berth capacity to four 400-foot long barges. See key 10 on Figure 4.2.
In the long-range picture, the Kawaihae Master Plan recommends the construction of a new
berth at the Coral Flats. Two additional 400-foot long barge berths are created from the
construction of an 865-foot long pier at the Coral Flats. The maximum length of wharf that
could be accommodated at the Coral Flats without impacting the US Army LST/LSV ramp would
be 1,025 feet. The new wharves increase the overall berth length at the harbor by 1,530 feet
and can accommodate smaller vessels such as tow boats, etc. See key 21 on Figure 4.2.
Cargo Terminals
The customer services office and LCL break bulk area adjacent to the Main Gate remain. The
container storage area inland of Pier 2 is reorganized to provide for roughly 60 percent of the
recommended storage. The yard consists of one row of grounded exports adjacent to the pier
and uniform rows of chassis behind.
At Coral Flats, roughly 40 percent of the harbor container storage is provided in a similar
fashion of uniform blocks behind the berths. The storage includes grounded blocks for exports,
40-foot long chassis rows, 20-foot long chassis rows, and reefers. Twenty-two acres of
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additional paved ground space is made available for container operations. See key 11 on Figure
4.2.
The entire 2.7 acres of recommended auto storage is provided south of Pier 2, where it is easily
accessible from both Pier 2 and the new berths at Coral Flats.
Dry-Bulk Cargo
Hawaiian Cement has a hatch at Pier 1 and a storage facility landside of Pier 1, and remains in
its current configuration. Pier 1 continues to be used for overflow cargo storage operations and
other miscellaneous maritime-related uses deemed appropriate. Because of surge issues at
Pier 1, especially during the winter months, berthing may be restricted unless surge mitigation
projects can be completed.
In the long-term, the remaining Coral Flats upland area can be used for future dry- and neo-bulk
cargo handling and storage operations.
Liquid-Bulk Cargo
Mid-Pacific Petroleum (Mid-Pac) and Big Island Energy have existing fuel storage facilities on
Harbors Division’s property, and both remain in their current configurations. Mid-Pac has fuel
transmission pipelines to Pier 2A.
The Kawaihae Master Plan recommends that additional storage be located off from Harbors’
property. Harbors Division will need to review this on a case-by-case basis. One alternative is
to use Mid-Pac’s existing site where there is room to construct additional storage. Another
alternative is property immediately located across Kawaihae Road on the Department of
Hawaiian Homelands (DHHL) industrial lands. DHHL has expressed a willingness to
accommodate fuel storage development on their property.
Passenger Terminal
Cruise operations were considered during planning, but because of the priority for cargo space
and the small harbor basin for navigation, it was not considered likely or feasible. In contrast,
ferry operations could become a possibility, so an area west of the Coral Flats berths has been
identified as a possible location for this activity. See key 21 on Figure 4.3. Pier 1 is also an
alternative location for ferry operations, but because of the wave conditions especially during
the winter, may have to be restricted from use during certain times of the year should such an
operation be located there.
Other Facilities
If there are no suitable locations outside of Kawaihae Harbor, a one acre space for biosecurity,
agricultural inspection, quarantine, and treatment operations for DOA has been identified
adjacent to the South Gate customer services office area. See key 20 on Figure 4.2. There is
substantial area in the Coral Flats upland area that remains available for development. Future
use could include dry- and neo-bulk cargo handling and storage operations. In addition, there is
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demand for industrial lots that can be used for truck staging and holding activities. The
National Park Service has expressed its preference for keeping the Pelekane buffer zone
undeveloped.
Harbor Entrance and Roadways
Traffic in and out of Kawaihae Harbor currently is through the Main Gate which separates truck
in and out movements. Sufficient area is needed to accommodate internal circulation and
queues at the security gate. See key item 1 on Figure 4.2. When the office is relocated and
later with more use is used at an extended Pier 2C and Coral Flats, the South Gate entrance will
take on greater importance, including provision of security and truck gates that will serve the
Coral Flats and auto storage areas. At full build out, there would be five truck incoming lanes
and five truck outgoing lanes servicing Kawaihae Harbor.
The roads used to access Kawaihae Harbor are in need of improvements, including Kawaihae
Road, the climbing/deceleration hill that leads to and from Queen Ka‘ahumanu Highway, and
the intersection of Kawaihae Road and Queen Ka‘ahumanu Highway. The HDOT Highways
Division has planning studies underway for these. Close coordination between Highways
Division and Harbors Division is recommended.
In the long-term, HDOT Highways Division has plans for a new Kawaihae Bypass Road that
would provide additional roadway capacity to and from the harbor and a Draft Environmental
Impact Statement is in preparation. The concept is to create direct spur(s) into Kawaihae
Harbor at each of the gates, or at least at South Gate.
Navigational Improvements
Dredging to minus 35 feet will be necessary in front of the Pier 3 area to accommodate barges.
In addition, Piers 1 and 2A experience surge conditions, especially during winter months as the
wave energy enters the harbor and impacts operations. Continued coordination with the US
Army Corps of Engineers is necessary to work out a possible solution to attenuate wave
conditions through breakwater structures or other improvements.
Pelekane Buffer Zone
The area between NPS Pu‘ukoholā Heiau and the Coral Flats has been under lease to the NPS as
a buffer area. Known as the Pelekane buffer zone, it provides one way of minimizing harbor
impacts by providing distance between these two entities. In addition, the buffer zone is
believed to contain a number of historic sites. Although there are no known archeological
studies of the area, it has been said that it contains an early residential area for John Young, an
Ali‘i who was King Kamehameha’s representative in this area and who is buried nearby. The
buffer remains serving the purpose of providing an area of no development between the two
entities.
In summary, the Kawaihae Master Plan provides for all the elements needed to meet the 2035
forecast. Container storage is rationalized with flexibility in mind. Greater use is made of the
Hawai‘i Island Commercial Harbors Chapter 4
2035 Master Plan Update Hawai‘i Island Commercial Harbors Master Plan for 2035
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Coral Flats and the South Gate area. The plan can also accommodate future ferry operations if
required and remaining areas near Coral Flats allow the harbor to accommodate other business
as yet undefined.
The primary disadvantage of the plan is the reliance on Pier 2A and a 340 foot extension to the
north of Pier 2A, which is an area susceptible to downtime resulting from wave surges from the
harbor entrance. This cannot be avoided as the area is needed since this plan maximizes
available berth lengths that can be accommodated in the harbor. Measures to mitigate surge
conditions in the harbor will need to be conducted if vessels are expected to use Piers 1 and 2A.
KAWAIHAE HARBORHAWAII COMMERCIAL HARBORS 2035 MASTER PLAN UPDATE FIGURE 4.2(SOUTH)
F
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Hawai‘i Island Commercial Harbors Chapter 4
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4.3.2 How the Use of Coral Flats for Cargo Relates to Other Adjacent Uses
The United States (US) Army Landing Ship, Tank (LST) and Landing Ship, Vehicle (LSV) ramp and
associated fenced backlands area at the Coral Flats remain in its current configuration for use
by the US Army. The Army has its own easement to access their area, but the current right of
way cuts through the area identified for future cargo operations. Therefore, it is recommended
that Harbors negotiate with the Army to develop a different route where the two functions can
co-exist without interfering with one another.
A new access alignment around the south end of the proposed Coral Flats container yard could
be developed with further coordination with the US Army. Of greater concern would be the
compatibility of any proposed passenger terminal and berth, and hence public use, in the area
immediately adjacent the current US Army area. Careful consultation will be necessary with
the US Army before a new passenger facility could be proposed or constructed in this area.
The final development of the Kawaihae Small Boat Harbor (South) will be independent from the
proposed Coral Flats cargo terminal. A new perimeter roadway will provide exclusive access for
recreational users and the public to the Kawaihae Small Boat Harbor (South), although the 2035
Master Plan envisions that the South Gate harbor entrance to the proposed perimeter roadway
will be shared with commercial traffic for a short distance.
Consideration has been given to the nearby Pu‘ukoholā Heiau. This majestic, sacred, and
massive lava rock temple was built by hand in 1790 (or 1791). It has been carefully restored
and preserved in recent years and is situated prominently above the harbor. There are many
other historic places at the site, including other heiau features and the homestead of John
Young, a close advisor to King Kamehameha I. The proposed harbor uses at the Coral Flats have
been situated to avoid visual, noise, or other impacts to the sacred lands at Pu‘ukoholā Heiau,
and the National Park Service has been regularly consulted during the preparation of the 2035
Master Plan.
Figure 4.3: View from Pu‘ukoholā Heiau towards Kawaihae Harbor
Hawai‘i Island Commercial Harbors Chapter 4
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4.3.3 Cost Estimates and Phasing for Kawaihae Master Plan
The overall cost for Kawaihae Master Plan is estimated at $280.6 million (in 2010 Dollars). The
Kawaihae Master Plan is based on forecasts outlined in the Future Berth and Yard Requirement
Report (2009). Kawaihae Harbor will require substantial increases in berth length and yard area
to meet the forecast volumes. It is projected that approximately 1,500 feet of new berth and
more than 18 acres of additional cargo storage area is needed.
Additional navigational studies will be required to confirm the final length and orientation o the
new wharf at Coral Flats, and its proximity to an extended Pier 2B. Based on the limited
bathymetry available, the water depth is about 14 feet compared to 35 to 40 feet water depths
along Pier 2. New dredging will be required to accommodate barges and vessels at the new
Coral Flats pier.
Improvements recommended in the Kawaihae Master Plan are proposed to be accomplished in
four phases. Phase 1 includes the Pier 2C Extension of 325 feet and the reconfiguration of the
adjacent container yard. This would result in a sixty percent increase in capacity and will
accommodate for an estimated 15 years of growth. Phase 2 adds another 340 feet of berth and
streamlines the associated yard. Phase 3 demolishes the existing Pier 2A and constructs a new
pile supported concrete pier. Inland container storage would be reorganized. Phase 4, at full
build out, adds a new Pier 3 Cargo Terminal at Coral Flats, bringing the necessary capacity to
meet 2035 forecasts. All costs shown below include 35 percent contingency.
Phase 1 (Estimated Cost $61.4 million):
• Demolition of the existing DLNR DOBOR’s boat launch ramp at the south end of Pier 2B
and construction of a 325-foot pier extension at the south end of the existing pier.
• Dredging south of Pier 2B for adequate water depth for barges.
• Reorganization of the Pier 2B yard to provide one row of grounded exports adjacent to
the pier and uniform rows of wheeled chassis slots behind the grounded containers.
• Expansion of the import/export auto storage yard to 2.7 acre.
• Creation of one-acre space for inspection, quarantine, and treatment area for DOA
located next to the South Gate customer services area providing easy access to Pier 2
and the future Coral Flats berths. This area is centrally located and close enough to the
main cargo operations without interfering with the flow of cargo operations. The
precise configuration can be changed within the area designated depending on the
specific needs of the DOA.
• Reconfiguration of the Main Gate to provide for separated truck in-gates and out-gates
to handle the increase in truck traffic and separate inbound and outbound functions. In
total, there are 3 truck in-lanes and 3 truck out-lanes.
• Opening of a second access/egress point at the South Gate with security and truck gates
Hawai‘i Island Commercial Harbors Chapter 4
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that will serve the import/export auto storage area and future Coral Flats development.
A new customer service area for a second operator has been provided next to the South
Gate. Without highway improvements, the entrance will be through the Middle Gate
(See key 7 on Figure 4.2). The new gate may have a security booth west of the turnoff
to a new perimeter roadway to the Kawaihae Small Boat Harbor (South).
• Development of lease lots to allow for staging of containers and shipping services in
preparation for Phases 3 and 4 and generation of additional income for the sale of
future lands. Dredge material can be used to build up this site.
Phase 2 (Estimated Cost $31.4 million):
• Addition of a 340-foot extension to the north end of Pier 2A. This provides berthing for
four 400-foot barges. Note: The north Pier 2A extension will be susceptible to downtime
due to storm surge issues in the harbor which will be very difficult to mitigate. Berthing
preference would be given to the three or more southern berths along Pier 2 and the
north end would only be used during calm seas and when the others are occupied.
Phase 3 (Estimated Cost $53.4 million):
• Demolition of the existing Pier 2A and construction of new pile-supported concrete pier.
• Reorganization of the container storage area inland of Pier 2A to provide one row of
grounded exports adjacent to the pier and uniform rows of wheeled chassis slots
behind.
• Although at present there are no pending plans for ferry service to Kawaihae Harbor,
the area west of the future Coral Flats berths has been identified as a location that could
serve future ferry operations, including the staging of vehicles. Winter surge issues at
Pier 1 will likely preclude its use for ferries as there are limited opportunities to mitigate
harbor surge at the berth.
Phase 4 Full Build Out (Estimated Cost $134.4 million):
• Construction of an 865-foot wharf at the Coral Flats for two new 400-foot barge berths.
Note: An additional 160 feet could be added to the wharf if required, but at 1,025 feet,
this would be the maximum length of wharf that can be accommodated at the Coral
Flats without impacting the US Army LST/LSV ramp.
• Dredging at new Coral Flats berth for adequate water depth for barges.
• Construction of a new container yard at the Coral Flats to accommodate storage of
grounded blocks for exports, 40-foot chassis rows, 20-foot chassis rows, and reefers.
• Modification of the South Gate yard access road to widen the roadway before reaching
the container yard in order to provide two in-lanes to the terminal plus two out-lanes
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complete with clerk booths for processing incoming and outgoing trucks.
• Pier 1 remains as is and will primarily be used by cement barges that currently calls once
every two and one-half weeks. Cargo barges may use the berth at Pier 1 when ocean
condition permits and Pier 2 is fully occupied since there is access to the main yard area
pending an upgrade of the bridge that spans the harbor canal. Note: The emphasis
should be to limit utilization of this berth due to harbor surge issues, particularly during
the winter months, its distance from the main harbor working area, and the restricted
apron width due to adjacent buildings.
• Bulk commodities operators Hawaiian Cement, Mid Pac, and Big Island Energy all remain
in their current configurations. Their current storage capacities are projected to be
more than adequate to meet future needs and their location does not conflict with
other cargo operations.
• The US Army LST/LSV ramp remains in its present configuration.
Hawai‘i Island Commercial Harbors References
2035 Master Plan Update
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REFERENCES
American Community Survey (ACS).
County of Hawai‘i. Hilo Bayfront Trails Master Plan. 2009.
County of Hawai‘i. South Kohala Community Development Plan. 2008.
Department of Transportation, Harbors Division. Harbors Cargo Statistics. (Unpublished).
Department of Transportation, Harbors Division. Hawai‘i Commercial Harbors 2010 Master
Plan. 1989.
Department of Transportation, Harbors Division. Hawai‘i Commercial Harbors 2020 Master
Plan. 1998.
Department of Business, Economic Development & Tourism. Socio Economic and GSP
Forecasts. 2009.
Department of Business, Economic Development & Tourism. Inter-County Input-Output Model.
2005.
Department of Business, Economic Development & Tourism. Office of Planning. Hawai‘i
Statewide Comprehensive Economic Development Strategy (CEDS). 2005.
Department of Hawaiian Homelands. Kohala Regional Master Plan. 2010.
Department of Land and Natural Resources, Division of Boating and Outdoor Recreation
(DOBOR). Kawaihae Small Boat Harbor, South. 2003.
Lee, D. and C. Olive. Size and Growth Potential of Hawai‘i’s Maritime Industry. Department of
Agriculture and Resource Economics, Sea Grant College, University of Hawai‘i. 1994.
Queen Emma Foundation. Ahupua‘a Strategic Management Plan. 2010.
US Army Corps of Engineers, Honolulu District. Hilo Bay Water Circulation and Water Quality
Study. 2009.
US Census. 2000.
Hawai‘i Island Commercial Harbors References
2035 Master Plan Update
-51-
Reports Prepared for this Master Plan
Fletcher, Chip and M. Barbee. Climate Change Analysis for Hilo and Kawaihae Harbors. 2009.
Moffat & Nichol. Logistics Analysis. 2009.
Moffat & Nichol. Forecasts and Market Sectors. 2009.
Moffat & Nichol. Berth Occupancy and Capacity. 2009.
Moffat & Nichol. Surge Conditions to Wave Protection Analysis. 2010.
SMS Research. Economic Impact of Harbors on the Island of Hawai‘i. 2010.
Hawai‘i Island Commercial Harbors
2035 Master Plan Update
APPENDIX 1
Stakeholder and Public Involvement Process
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Hawai‘i Island Commercial Harbors
2035 Master Plan Update
This page intentionally blank.
Hawai‘i Island Commercial Harbors
2035 Master Plan Update
APPENDIX 2
Summaries of Regional Plans Nearby Hilo and Kawaihae Harbors
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Hawai‘i Island Commercial Harbors
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APPENDIX 3
Summary of Forecasts and Technical Analysis
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