Three transit experts will take part in a panel next Friday afternoon to address the feasibility of shifting to street level light rail for the next leg of Honolulu’s rail system from Middle Street through downtown Honolulu.

Public Forum on Rail
Option 2A: Street Level Rail from Middle Street

Friday, July 14, 4-6 pm
State Capitol Auditorium
Presented by Salvage the Rail

Topics to be discussed include:

• The world–wide revolution in light rail (street-level and elevated)

• Changes necessary to convert HART stations for low-platform rail cars to allow street level operation after Middle Street

•Creating a true urban transit system incorporating pedestrian-friendly neighborhood design with street-level rail

• The cost savings of such a system.

• The ability to complete the downtown segment within existing budget (without GET surcharge extensions or other new funding mechanisms).

Visit the “Salvage the Rail” website for more information, including brief professional biographies of three transit experts who will take part, as well as other background information on the light rail option.

The website includes an interesting section on “Myths & Facts”. Here are just two.

Myth: Street level rail would require the digging of a 4-8 foot trench 30 feet wide and huge construction impacts downtown.

Fact: To lay a set of tracks construction would be 14 inches deep by 8 feet wide, which is the same depth as normal road construction. This would not require purchase of any additional land. Existing streets could be used. Because these streets have already been excavated, the issue of new archeological finds is not applicable. Street level rail stations are not bigger than a bus stop, requiring only a canopy for rain shelter and small ticket machine on an existing sidewalk.

In contrast, building elevated rail through downtown Honolulu would create enormous construction impacts since entire roadways will need to be cut open to pour underground spread foundations to support the weight of the elevated guideway. Constructing the football-field sized stations planned for elevated rail would create immense disruption to nearby structures, traffic and businesses downtown.

Myth: Street level rail will be slowed to the speed of automobile traffic.

Fact: The Middle Street-to-Downtown segment would be slower by 2-3 minutes (depending on length of final route). Signal synchronization can be used so that the street level trains can maintain 30-mile-per-hour speed through downtown, nearly the same speed as elevated rail. Managed lanes (for trains and buses only) keep trains running independent of automobile traffic speeds, and also greatly increase safety.

With a special legislative session now scheduled to consider additional rail funding, this discussion is even more relevant than ever.