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History of European Union–United Kingdom relations
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Part of a series of articles on the
United Kingdom
in the
European Union
show
Accession
1973 EC enlargement
1975 Referendum Act
1975 EC membership referendum
1972 EC Act
UK rebate
2011 EU Act

show
Membership
The Euro
European Movement UK
Nationality law
UK Euroscepticism
Maastricht Rebels
Black Wednesday

Officials and bodies
EU Committee
European Scrutiny Committee
Northern Ireland Executive in Brussels
EU Representative in London
Young European Movement UK
UK European Commissioners
Permanent EU Representatives

Legislation
1972 EC Act
1986 EC (Amendment) Act
1993 EC (Amendment) Act
1998 EC (Amendment) Act
2002 EC (Amendment) Act
2008 EU (Amendment) Act
2011 EU Act

European Parliament Elections
1979
1984
1989
1994
1999
2004
2009
2014
1973 delegation
1st
2nd
3rd
4th
5th
6th
7th
8th
show
Withdrawal
2004–05 EU Bill
2013–14 EU (Referendum) Bill
2015–16 EU membership renegotiation
2015 EU Referendum Act
2016 EU (Referendum) Act (Gibraltar)

2016 EU membership referendum
Issues
Endorsements
Opinion polling
Results
Causes

Campaigns
Organisations advocating and campaigning
for a referendum
People's Pledge
Labour for a Referendum
Leave
Vote Leave (official lead group)
Business for Britain
Conservatives for Britain
Students for Britain
Labour Leave
Leave.EU
Bpoplive
Grassroots Out
Get Britain Out
The Freedom Association
Better Off Out
Other anti-EU advocacy organisations
Bruges Group
Campaign for an Independent Britain
Remain
Britain Stronger in Europe (official lead group)
Labour In for Britain
European Movement UK
Other pro-EU advocacy organisations
Britain in Europe
British Influence
Business for New Europe
Nucleus
People's Vote
Pejorative term for pro-EU advocacy
Project Fear
Media coverage
Brexit: The Movie
In or Out

Aftermath
International reactions
Terms of Withdrawal from EU (Referendum) Bills
2016 Conservative Party election
2016 Labour Party election
2017 Liberal Democrats Party election
Proposed second Scottish independence referendum
Proposed London independence
The New European
European Union (Withdrawal) Act 2018 (including meaningful vote)
Gibraltar
2017 General Election
EU Withdrawal Agreement (Public Vote) Bill 2017-19
UK's relations with EU after 2019

Triggering of Article 50 & Negotiations
R (Miller) v Secretary of State for Exiting the European Union'
EU (Notification of Withdrawal) Act 2017
UK invocation of Article 50
Brexit negotiations
Department for Exiting the EU (Brexit Department)
Department for International Trade

Post-referendum organisations
Change Britain
More United
Open Britain
show
Calls for second vote
European Union Withdrawal Agreement (Public Vote) Bill 2017-19

Organisations campaigning
for a second vote via People's Vote
Best for Britain
Britain for Europe
European Movement UK
Healthier IN the EU
Open Britain
Scientists for EU

See also
Opposition to Brexit in the United Kingdom
v
t
e
Since the foundation of the European Communities, the United Kingdom has been an important neighbour and is currently a major member, until its withdrawal.
Research shows that the United Kingdom's membership of the European Union has contributed to higher incomes, played an important role in stopping British economic decline during the 1950s and 1960s, and has increased trade and reduced trade costs.[1][2][3][4]
Contents
[hide]
1 EU roots and British accession (1957–1973)
2 Referendum of 1975
3 From Referendum to Maastricht Treaty (1975–1992)
4 Maastricht Treaty and Referendum Party
5 Role of UKIP (1993–2016)
6 Controversy on the European Court of Human Rights in 2013
7 Euroscepticism (1993–2016)
8 Opinion polling
9 Brexit (2017–2019)
10 References
EU roots and British accession (1957–1973)[edit]
See also: Accession of the United Kingdom to the European Communities
The UK was not a signatory of the three original treaties that were incorporated into what was then the European Communities, including the most well known of these, the 1957 Treaty of Rome, establishing the European Economic Community (EEC). The UK's applications to join in 1963 and 1967 were vetoed by the President of France, Charles de Gaulle, who said that "a number of aspects of Britain's economy, from working practices to agriculture" had "made Britain incompatible with Europe" and that Britain harboured a "deep-seated hostility" to any pan-European project.[5]
Once de Gaulle had relinquished the French presidency in 1969, the UK made a third and successful application for membership. The question of sovereignty had been discussed at the time in an official Foreign and Commonwealth Office document. It listed among "Areas of policy in which parliamentary freedom to legislate will be affected by entry into the European Communities": Customs duties, Agriculture, Free movement of labour, services and capital, Transport, and Social Security for migrant workers. The document concluded (paragraph 26) that it was advisable to put the considerations of influence and power before those of formal sovereignty.[6]
The Treaty of Accession was signed in January 1972 by the then prime minister Edward Heath, leader of the Conservative Party.[7] Parliament's European Communities Act 1972 was enacted on 17 October, and the UK's instrument of ratification was deposited the next day (18 October),[8] letting the United Kingdom's membership of the EC come into effect on 1 January 1973.[9]
Referendum of 1975[edit]
Main article: United Kingdom European Communities membership referendum, 1975
In 1975, the United Kingdom held its first ever national referendum on whether the UK should remain in the European Communities. The opposition Labour Party, led by Harold Wilson, had contested the October 1974 general election with a commitment to renegotiate Britain's terms of membership of the EC and then hold a referendum on whether to remain in the EC on the new terms.[10] All of the major political parties and the mainstream press supported continuing membership of the EC. However, there were significant divides within the ruling Labour Party; a 1975 one-day party conference voted by two to one in favour of withdrawal,[11] and seven of the 23 cabinet ministers were opposed to EC membership,[12] with Harold Wilson suspending the constitutional convention of Cabinet collective responsibility to allow those ministers to publicly campaign against the government.
On 5 June 1975, the electorate were asked to vote yes or no on the question: "Do you think the UK should stay in the European Community (Common Market)?" Every administrative county and region in the UK returned majority "Yes" votes, apart from the Shetland Islands and the Outer Hebrides. With a turnout of just under 65%, the outcome of the vote was 67.2% in favour of staying in, and the United Kingdom remained a member of the EC.[13] Support for the UK to leave the EC in 1975, in the data, appears unrelated to the support for Leave in the 2016 referendum.[14]
From Referendum to Maastricht Treaty (1975–1992)[edit]
Comparison of results of 1975 and 2016 referendums
In 1979, the United Kingdom opted out of the newly formed European Monetary System (EMS), which was the precursor to the creation of the euro currency.
The opposition Labour Party campaigned in the 1983 general election on a commitment to withdraw from the EC without a referendum.[15] It was heavily defeated; the Conservative government of Margaret Thatcher was re-elected. The Labour Party subsequently changed its policy.[15]
In 1985, the United Kingdom ratified the Single European Act—the first major revision to the Treaty of Rome — without a referendum, with the full support of the Thatcher government.[citation needed]
In October 1990 — despite the deep reservations of Margaret Thatcher,[citation needed] who was under pressure from her senior ministers[citation needed] — the United Kingdom joined the European Exchange Rate Mechanism (ERM), with the pound sterling pegged to the deutschmark.
Maastricht Treaty and Referendum Party[edit]
Thatcher resigned as Prime Minister in November 1990, amid internal divisions within the Conservative Party that arose partly from her increasingly Eurosceptic views. The United Kingdom was forced to withdraw from the ERM in September 1992, after the pound sterling came under pressure from currency speculators (an episode known as Black Wednesday). The resulting cost to UK taxpayers was estimated to be in excess of £3 billion.[16][17]
As a result of the Maastricht Treaty, the European Communities became the European Union on 1 November 1993.[18] The new name reflected the evolution of the organisation from an economic union into a political union.[19] As a result of the Lisbon Treaty, which entered into force on 1 December 2009, the Maastricht Treaty is now known, in updated form as, the Treaty on European Union (2007) or TEU, and the Treaty of Rome is now known, in updated form, as the Treaty on the Functioning of the European Union (2007) or TFEU.
The Referendum Party was formed in 1994 by Sir James Goldsmith to contest the 1997 general election on a platform of providing a referendum on the UK's membership of the EU.[20] It fielded candidates in 547 constituencies at that election, and won 810,860 votes or 2.6% of the total votes cast.[21] It failed to win a single parliamentary seat because its vote was spread out across the country, and lost its deposit (funded by Goldsmith) in 505 constituencies.[21]
Role of UKIP (1993–2016)[edit]
The UK Independence Party (UKIP), a Eurosceptic political party, was also formed, in 1993. It achieved third place in the UK during the 2004 European elections, second place in the 2009 European elections and first place in the 2014 European elections, with 27.5% of the total vote. This was the first time since the 1910 general election that any party other than the Labour or Conservative parties had taken the largest share of the vote in a nationwide election.[22] UKIP's electoral success in the 2014 European election has been documented as the strongest correlate of the support for the leave campaign in the 2016 referendum.[23]
In 2014, UKIP won two by-elections, triggered by defecting Conservative MPs, and in the 2015 general election took 12.6% of the total vote and held one of the two seats won in 2014.[24]
Controversy on the European Court of Human Rights in 2013[edit]
The European Convention on Human Rights (ECHR) was drafted in 1950, largely under British leadership,[citation needed] and its court (ECtHR) was established in 1953. EU institutions are bound under article 6 of the Treaty of Nice[citation needed] to respect human rights under the Convention, over and above for example the Law of the United Kingdom.[25] The Court was criticised especially within the Conservative Party for ruling in favour of British prisoners obtaining the right to vote.[26][27][28][29] During the referendum the then Home Secretary, Theresa May, had called for the UK to leave the ECHR[30]
Euroscepticism (1993–2016)[edit]
See also: Euroscepticism in the United Kingdom
In a statistical analysis published in April 2016, Professor John Curtice of Strathclyde University defined Euroscepticism as the wish to sever or reduce the powers of the EU, and conversely Europhilia as the desire to preserve or increase the powers of the EU. According to this definition, the British Social Attitudes (BSA) surveys show an increase in euroscepticism from 38% (1993) to 65% (2015). Euroscepticism should however not be confused with the wish to leave the EU: the BSA survey for the period July–November 2015 shows that 60% backed the option "continue as an EU member", and only 30% backed the option to "withdraw".[31]
Opinion polling[edit]
Since 1977, both pro- and anti-European views have had majority support at different times, with some dramatic swings between the two camps.[32] In the United Kingdom European Communities membership referendum of 1975, two-thirds of British voters favoured continued EC membership. The highest-ever rejection of membership was in 1980, the first full year of Prime Minister Margaret Thatcher's term of office, with 65% opposed to and 26% in favour of membership.[32]
After Thatcher had negotiated a rebate of British membership payments in 1984, those favouring the EC maintained a lead in the opinion polls, except during 2000, as Prime Minister Tony Blair aimed for closer EU integration, including adoption of the euro currency, and around 2011, as immigration into the United Kingdom became increasingly noticeable.[32] As late as December 2015 there was, according to ComRes, a clear majority in favour of remaining in the EU, albeit with a warning that voter intentions would be considerably influenced by the outcome of Prime Minister David Cameron's ongoing EU reform negotiations, especially with regards to the two issues of "safeguards for non-Eurozone member states" and "immigration".[33] The following events are relevant.
Brexit (2017–2019)[edit]
See also: United Kingdom European Union membership referendum, 2016
From 2017 to 2019, UK has engaged in negotiating a Brexit between the European Union and herself. Between UK and EU, this Brexit would consist in a withdrawal agreement and a trade agreement, while at a global level this would/might also split various FTA. The withdrawal agreement would focus on the citizens, the financial settlement, and the question of Ireland. It is expected that sufficient progress is performed in each of the three issues.
References[edit]
Jump up ^ Crafts, Nicholas (2017). The Economics of UK-EU Relations. Palgrave Macmillan, Cham. pp. 9–45. doi:10.1007/978-3-319-55495-2_2. ISBN 9783319554945.
Jump up ^ Mulabdic, Alen; Osnago, Alberto; Ruta, Michele (2017). The Economics of UK-EU Relations. Palgrave Macmillan, Cham. pp. 253–282. doi:10.1007/978-3-319-55495-2_10. ISBN 9783319554945.
Jump up ^ Campos, Nauro; Coricelli, Fabrizio; Moretti, Luigi (2016-04-27). "The eye, the needle and the camel: Rich countries can benefit from EU membership". VoxEU.org. Retrieved 2017-11-29.
Jump up ^ Campos, Nauro F.; Coricelli, Fabrizio (2017). The Economics of UK-EU Relations. Palgrave Macmillan, Cham. pp. 283–287. doi:10.1007/978-3-319-55495-2_11. ISBN 9783319554945.
Jump up ^ "1967: De Gaulle says 'non' to Britain – again". BBC News. 27 November 1976. Retrieved 9 March 2016.
Jump up ^ FCO 30/1048, Legal and constitutional implications of UK entry into EEC (open from 1 January 2002 under the Thirty-year rule).[1]
Jump up ^ "Into Europe". Parliament.uk. Retrieved 25 February 2017.
Jump up ^ "English text of EU Accession Treaty 1972, Cmnd. 7463" (PDF). Retrieved 24 February 2017.
Jump up ^ "1973: Britain joins the EEC". BBC News. 1 January 1973. Retrieved 9 March 2016.
Jump up ^ Alex May, Britain and Europe since 1945 (1999).
Jump up ^ http://news.bbc.co.uk/onthisday/hi/dates/stories/april/26/newsid_2503000/2503155.stm
Jump up ^ DAvis Butler. "The 1975 Referendum" (PDF). Eureferendum.com. Archived from the original (PDF) on 15 August 2016. Retrieved 19 May 2016.
Jump up ^ "Research Briefings – The 1974–1975 UK Renegotiation of EEC Membership and Referendum". Parliament of the United Kingdom. Retrieved 19 May 2016.
Jump up ^ "Who Voted for Brexit? A comprehensive district level analysis". Becker, Fetzer, Novy, University of Warwick. Retrieved 22 November 2016.
^ Jump up to: a b Vaidyanathan, Rajini (4 March 2010). "Michael Foot: What did the 'longest suicide note' say?". BBC News Magazine. BBC. Retrieved 21 October 2015.
Jump up ^ Dury, Hélène. "Black Wednesday" (PDF). Retrieved 24 February 2016.
Jump up ^ Tempest, Matthew (9 February 2005). "Treasury papers reveal cost of Black Wednesday". The Guardian. London. Retrieved 26 April 2010.
Jump up ^ "EU treaties". Europa (web portal). Archived from the original on 13 September 2016. Retrieved 15 September 2016.
Jump up ^ "EUROPA The EU in brief". Europa (web portal). Retrieved 19 May 2016.
Jump up ^ Wood, Nicholas (28 November 1994). "Goldsmith forms a Euro referendum party". The Times. p. 1.
^ Jump up to: a b "UK Election 1997". Politicsresources.net. Archived from the original on 21 September 2011. Retrieved 16 July 2015.
Jump up ^ "10 key lessons from the European election results". The Guardian. 26 May 2014. Retrieved 31 May 2014.
Jump up ^ "Does Migration Cause Extreme Voting?" (PDF). Becker and Fetzer, University of Warwick. 18 October 2016. Retrieved 30 November 2016.
Jump up ^ Matt Osborn (7 May 2015). "2015 UK general election results in full". The Guardian.
Jump up ^ "Why are the Conservatives against the European court of human rights?". Guardian newspapers London. 14 July 2014. Retrieved 6 May 2017.
Jump up ^ "European court is not superior to UK supreme court, says Lord Judge (the former Lord Chief Justice of England and Wales)". The Guardian newspaper, Londion. 14 December 2013. Retrieved 6 May 2017.
Jump up ^ "David Cameron to 'scrap' Human Rights Act for new 'British Bill of rights'". Independent Newspaper, London. 1 October 2014. Retrieved 6 May 2017.
Jump up ^ "Human Rights Act versus a British Bill of Rights". British Broadcasting Corporation, Newsbeat report, London. 25 May 2015. Retrieved 6 May 2017.
Jump up ^ "Plan to scrap Human Rights Act delayed again". Guardian Newspapers London. 2 December 2015. Retrieved 6 May 2017.
Jump up ^ "UK must leave European convention on human rights, says Theresa May". Guardian newspapers London. 25 April 2017. Retrieved 6 May 2017.
Jump up ^ Tarran, Brian (8 April 2016). "The Economy: a Brexit vote winner?". Significance. 13 (2). doi:10.1111/j.1740-9713.2016.00891.x/full (inactive 2017-04-14).
^ Jump up to: a b c Mortimore, Roger. "Polling history: 40 years of British views on 'in or out' of Europe". The Conversation. Retrieved 25 October 2016.
Jump up ^ New Open Europe/ComRes poll: Failure to win key reforms could swing UK's EU referendum vote openeurope.org, 16 December 2015.
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Honolulu Rail Transit
From Wikipedia, the free encyclopedia
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Honolulu Rail Transit Project
Project construction in Waipahu
Overview
Type
Medium-capacity rail rapid transit
Status
Under construction
Locale
Honolulu County, Hawaii
Termini
East Kapolei
Ala Moana Center
Stations
21
Services
1
Website
www.honolulutransit.org
Operation
Opened
Phase I: Late 2020
(East Kapolei to Aloha Stadium)
Phase II: Late 2025
(Aloha Stadium to Ala Moana Center)[1]
Owner
HART
Character
almost entirely elevated
Rolling stock
Hitachi Rail Italy (Driverless Metro)
Technical
Line length
20 mi (32 km)
Number of tracks
2
Track gauge
4 ft 8 1⁄2 in (1,435 mm) standard gauge
Electrification
Third rail
show
Route map
Legend
West Kapolei
Route 95 (Kalaeloa Boulevard)
Kapolei Transit Center
Kalaeloa
Fort Barrette Road
Kapolei Parkway
↑ planned extension
East Kapolei
UH-West Oahu
Hoʻopili
Route 76 (Fort Weaver Road)
↓ above Route 93 (Farrington Highway)
West Loch
Waipahu Transit Center
Maintenance facility
Leeward Community College
H-1
↓ above Route 99 (Kamehameha Highway)
Pearl Highlands
H-1
Pearlridge Center
Salt Lake branch above Salt Lake Boulevard
Aloha Stadium
Arizona Memorial
Pearl Harbor Naval Base
Honolulu International Airport
Ala Lilikoʻi
planned
Lagoon Drive
H-1
↓ above Dillingham Boulevard
Middle Street Transit Center
Kalihi Street
Kapalama
Iwilei
↓ above Route 92 (Nimitz Highway)
Chinatown
Downtown
↓ above Halekauwila Street
Civic Center
Kakaʻako
Ala Moana Center
↓ planned extension
Convention Center
Waikiki branch
Kalaimoku Street
Liliʻuokalani Avenue
McCully
Date Street
Mōʻiliʻili
UH-Mānoa
This diagram:
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talk
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The Honolulu Rail Transit Project (also known as the Honolulu High-Capacity Transit Corridor Project) is an urban rail rapid transit system under construction in Honolulu County, Oahu, Hawaii. The mostly-elevated system features design elements from both heavy rail systems and light metros,[2] with a commuter rail-like design incorporated into trains and suburban stations. It will become the first large-scale publicly run metro system in the United States to feature platform screen doors and will be driver-less.[3] The first phase of the project, linking East Kapolei and Aloha Stadium, is scheduled to open in late 2020, while the second phase of the project continuing the line across urban Honolulu to Ala Moana Center is due to open in December 2025.
For more than 40 years, debate over the development of a rail system in Honolulu has been a major point of contention in local politics, especially leading into the 2008, 2012, and 2016 election cycles. Proponents of the system say it will alleviate worsening traffic congestion, already among the worst in the United States.[4] They assert that the urban agglomeration in south Oahu is ideally suited to rail as it is constrained by mountains to a narrow strip along the coast, which will be well served by a single rail line and which has the fourth highest population density in the US.[5] Rail opponent and freeway advocate Panos Prevedouros has questioned its cost effectiveness compared to alternatives[4] and claims that it will have marginal impact on future congestion and that new roads will therefore still be required.[6]
The project is financed by a surcharge on local taxes as well as a $1.55 billion grant from the Federal Transit Administration (FTA). After major cost overruns, the tax surchages were extended in 2016 by five years to raise another $1.2 billion; however that additional funding was only sufficient for construction out to Middle Street in Kalihi. The FTA stated that its contribution is contingent to completion of the line all the way to Ala Moana Center and will not be increased.[7] After much wrangling, the state legislature in 2017 approved $2.4 billion in additional taxes to allow the city to complete the project according to the original plan.[8]
Construction of the final 4.3-mile (6.9 km) section through downtown Honolulu, which is expected to be the most difficult to build, has not commenced. The contractor selection process for this section was restarted in September 2017 and is expected to take eighteen months.[9] The first major contract for that section, a $400 million contract to relocate utilities to clear the path of the line, was awarded in May 2018.[10]
The final cost has grown from preliminary projections of $4 billion in 2006[11] to between $9 billion[12] and $10 billion by 2017.[13] Critics have called for a "forensic audit" to establish the cause of the increase.[14][15][16] The tax increase legislation passed in 2017 also requires the State auditor carry out an audit of the project's accounts[17] and to consider alternatives for completing the system.[18]
Contents
1 History
1.1 Previous projects
1.2 Studies
1.3 Impact on Honolulu mayoral elections
1.4 Delays
1.5 Burial issues
2 Financing
2.1 Initial General Excise Tax (GET) surcharge
2.2 GET surchange extensions and "Hotel Tax" surcharge
2.3 Federal Transit Administration's request for recovery plan
3 Route
4 Rolling stock
5 Timeline of progress
6 References
7 External links
History[edit]
Plans for a mass transit line to connect Honolulu's urban center with outlying areas began in the 1960s,[19] but funding was not approved until 2005.[20] The controversy over the rail line was the dominant issue for local politics leading into the 2008 Honolulu elections,[21] and culminated in a city charter amendment which left the final decision to a direct vote of the citizens of Oahu.[22] Construction of the rail line was approved with 53% of voters in favor,[23] and ground broke on project construction on February 22, 2011.[24][25]
Previous projects[edit]
For more than 50 years, Honolulu politicians have attempted to construct a rail transit line.[5] In 1966, then-mayor Neal S. Blaisdell suggested a rail line as a solution to alleviate traffic problems in Honolulu, stating, "Taken in the mass, the automobile is a noxious mechanism whose destiny in workaday urban use is to frustrate man and make dead certain that he approaches his daily occupation unhappy and inefficient."[19]
Frank Fasi was elected to office in 1968, and started planning studies for a rail project,[26] named Honolulu Area Rapid Transit (HART), in 1977.[27] After Fasi lost the 1980 reelection to Eileen Anderson, President Ronald Reagan cut off funding for all upcoming mass transit projects, which led Anderson to cancel HART in 1981.[28][29][30] Fasi defeated Anderson in their 1984 rematch and restarted the HART project in 1986,[31] but this second effort was stopped in a 1992 vote by the Honolulu City Council against the necessary tax increase.[20][32]
Fasi resigned in 1994 to run for governor, with Jeremy Harris winning the special election to replace him. Harris unsuccessfully pursued a bus rapid transit project as an interim solution until he left office in 2004.[33] His successor, Mufi Hannemann, began the Honolulu High-Capacity Transit Corridor Project (HHCTCP), the island's fourth attempt to build a mass transit system operating in a dedicated right-of-way.
Studies[edit]
Honolulu High-Capacity Transit Corridor survey marker in the sidewalk at the corner of Kapiolani Blvd and Keeaumoku Street in Honolulu
The City and County of Honolulu Department of Transportation Services released the first formal study related to the HHCTCP on November 1, 2006, the Alternatives Analysis Report. The report compared the cost and benefits of a "fixed guideway system", along with three alternatives. The first expanded the existing bus system to match population growth. A second option called for a further expansion to the bus system, with improvements to existing roads. The third alternative proposed a two-lane flyover above the H-1 freeway between Pearl City and Honolulu International Airport, continuing over Nimitz Highway, and into downtown Honolulu. The report recommended construction of the fixed guideway, and is considered the city's official justification for building a rail line.[34][35]
A second planning document, the Draft Environmental Impact Statement (DEIS), studied possible natural and social impacts of the construction and operation of the HHCTCP. The DEIS was completed and cleared for public release by the Federal Transit Administration (FTA) on October 29, 2008. After minor changes were made to comply with state law, the document was distributed via the city's official project website four days later. The DEIS indicated that impacts of the rail project would include land acquisition from private owners on the route, displacement of residents and businesses, aesthetic concerns related to the elevated guideway, and noise from passing trains.[36]
The city was criticized for timing the release only two days before the 2008 general election. City Councilmember Ann Kobayashi, running as a mayoral candidate against incumbent Hannemann, suggested that the city deliberately withheld key information to early voters who had already cast their ballots for the mayoral candidates, and a city charter amendment related to the project.[37][38] The anti-rail advocacy group Stop Rail Now criticized the report for not further discussing bus rapid transit and toll lanes, options studied earlier by the city in its Alternatives Analysis.[39][40]
The third and final official planning document, the Final Environmental Impact Statement (FEIS), was approved and cleared for public release by the FTA on June 14, 2010. The FEIS addresses and incorporates public comments received regarding the DEIS.[41] The FTA subsequently declared the environmental review process complete in a record of decision issued on January 18, 2011.[42]
Impact on Honolulu mayoral elections[edit]
The importance of the Honolulu High-Capacity Transit Corridor Project in the 2008 mayoral election led one observer to describe the vote as a "referendum on rail transit".[21] Two challengers emerged as rivals to incumbent Mufi Hannemann: City Councilmember Ann Kobayashi and University of Hawaii professor Panos D. Prevedouros. Kobayashi supported a "rubber-tired" mass transit system, as opposed to the conventional steel-wheel-on-steel-rail system chosen by the Hannemann administration. Prevedouros, on the other hand, opposed any mass transit project, favoring construction of a reversible tollway over the H-1, similar to the Managed Lane option which the Alternatives Analysis studied and rejected, and reworking existing road systems to ease congestion.[43] No candidate won a majority of votes in the September 20 non-partisan primary, forcing a runoff between Hannemann and Kobayashi;[44] Hannemann successfully retained his post with 58% of the vote in the November 4 general election.[45]
On April 22, 2008, the Stop Rail Now advocacy group announced their intent to file a petition with the city to place a question on the 2008 ballot to create an ordinance that read: "Honolulu mass transit shall not include trains or rail".[46] Stop Rail Now attempted to submit the petition with 49,041 signatures to City Clerk Denise De Costa on August 5, but was initially denied after De Costa claimed the city charter did not allow the petition to be submitted less than 180 days before a general election, as the wording of the petition called for a special election.[47][48] Stop Rail Now filed a lawsuit to force the city to accept the petition, and the courts ruled in Stop Rail Now's favor on August 14.[49] Stop Rail Now's petition drive ultimately failed on September 4 when De Costa deemed only 35,056 of the signatures valid, well short of the 44,525 required.[50]
In response to the possibility that Stop Rail Now's petition would fail, the City Council had however voted on August 21 to place a proposed amendment to the city charter on the ballot, asking voters to decide the fate of the project.[51] Mayor Hannemann signed the proposal the following day.[52] The City Council's proposed amendment was not intended to have a direct legal effect on the city's ability to continue the project, but was meant as a means for Oahu residents to express their opinions on its construction.[22] The charter amendment was approved with 53% of votes cast in favor of rail and 47% against. Majorities of voters in Leeward and Central Oahu, the areas that will be served by the project, voted in favor of the amendment, while the majority of those living outside the project's scope in Windward Oahu and East Honolulu voted against it.[23]
In the 2016 Honolulu mayoral elections the main three candidates again took opposing views on rail. Former lieutenant-governor Charles Djou, former mayor Peter Carlisle, and incumbent Kirk Caldwell all ran for mayor with the stated goal of finishing rail. However, Republican Djou ran on drastically cutting spending on rail by cutting funding on buying cars on the rail before its completion, and hiring mainland consultants.[53] Kirk Caldwell also stated that spending on rail should be cut, but instead by shortening the rail to end at Middle Street.[54] Carlisle was the only candidate in full support of funding the rail system and stated that rail has gone too far to be stopped.[55] Kirk Caldwell won the election, and promptly went on to adopt Carlisle's position that rail should be completed.
Delays[edit]
Construction on the HHCTCP rail line was originally scheduled to begin in December 2009 but did not occur on that date owing to delays in the project review process and delays in obtaining federal approval of the environmental impact statement.[56]
Honolulu mayor Peter Carlisle speaking at the project's groundbreaking ceremony
In January 2010, Republican Governor Linda Lingle publicly recommended that the city alter plans for the rail line after news reports on FTA documents where the federal agency raised issues over declining tax revenues in connection with a global economic recession,[57] and commissioned a study by the state to review the project's finances in March.[58] The state financial study, publicly released on December 2, 2010, indicated that the project would likely experience a $1.7 billion overrun above the $5.3 billion projected cost, and that collections from the General Excise Tax would be 30% below forecasts. Then Mayor Peter Carlisle (Democrat) dismissed the study as "damaged goods," and "a pre-determined anti-rail rant." He also pointed to several conclusions as "erroneous" and "inaccurate" before concluding that "spending a third of a million dollars for this shoddy, biased analysis is an appalling waste of our tax dollars."[59] Lingle's Democratic successor, Neil Abercrombie, publicly stated that the financial analysis would not affect his decision to approve or disapprove of the project, saying that the state's responsibility is limited to the environmental review process, and that decisions regarding the project's finances belong to the city and the FTA.[60] Governor Abercrombie subsequently approved the project's final environmental impact statement on December 16, 2010.[61] The Honolulu City Council held a hearing on January 12, 2011 about the state's financial review, but the hearing was not attended by any state officials, who had been invited to testify.[62]
On January 18, 2011, the FTA issued a "record of decision", indicating that the HHCTCP had met the requirements of its environmental review and that the city was allowed to begin construction work on the project.[42] The record of decision allowed the city to begin negotiating with owners of land that will be purchased for the project, to begin relocating utility lines to make way for construction of the line and stations, and to purchase rolling stock for the rail line.[63][64] A ground-breaking ceremony was held on February 22, 2011 in Kapolei, at the site of the future East Kapolei station along Kualakai Parkway.[24][25]
In 2014 HART CEO Dan Grabauskas blamed lawsuits, launched in 2011, for some of the cost overruns after bids to construct the first nine stations exceeded the budget by $100 million. His claims were disputed by the plaintiffs in one of the cases who said HART could have put the stations out to tender and that HART had deliberately delayed the legal proceedings so a judgement would only be delivered after a significant proportion of the line had been completed.[65]
Burial issues[edit]
Like most major infrastructure work in Hawaii, construction of the rail line is likely to uncover historic human remains, notably in its downtown Honolulu section. The Oahu Island Burial Council (part of the State Historic Preservation Division, within the State of Hawaii Department of Land and Natural Resources) refused to sign a programmatic agreement on October 21, 2009, over concerns about likely burial sites located along the line's proposed route over Halekauwila Street in Kakaʻako. Three construction projects in the area since 2002 have each encountered unforeseen human remains that led to delays, and archaeologist Thomas Dye stated, "The council is absolutely right that you should expect to find burials on Halekauwila Street".[66]
The Burial Council's core contention is the city's decision to conduct an archaeological survey of the rail line's route in phases, meaning construction on a majority of the line will be complete by the time the survey in the Kakaʻako area is performed, which in turn increases the likelihood that any remains discovered will be moved instead of being allowed to remain in situ.[67] In response to the Burial Council's concerns, the city agreed to begin conducting an archaeological survey of the area in 2010, two years earlier than originally planned.[66] The state Department of Land and Natural Resources later signed the city's programmatic agreement on January 15, 2011, over the continuing concerns of the Burial Council.[68]
The city's decision to conduct the archaeological survey in phases subsequently led to a lawsuit filed on February 1, 2011, by the Native Hawaiian Legal Corporation on behalf of cultural practitioner Paulette Kaleikini. The suit, which named both the city and the State of Hawaii as defendants, contended that state law requires the full length of the rail line to have an archaeological survey conducted before any construction takes place, and seeks to void the environmental impact statement and all construction permits issued for the project.[69] Kaleikini's lawyers filed on February 18 a request for an injunction to stop work on the project until the case is resolved.[25] The suit was initially dismissed on March 23, 2011, after Circuit Court Judge Gary Chang ruled that state and federal laws allow the archaeological surveys to be conducted in phases.[70] Kaleikini's lawyers subsequently appealed to the Hawaii Supreme Court, which heard oral arguments in the case on May 24, 2012.[71] The court ruled on August 24, 2012, that it agreed with plaintiff Kaleikini that the archaeological survey needed to be completed before construction could take place, and that the State Historic Preservation Division did not comply with state law when it approved the project. The case has now been remanded to Circuit Court.[72] On December 27, 2012, the United States District Court for the District of Hawaii granted the plaintiffs' injunction, and ordered that all construction-related activities in segment 4 of the archaeological survey be halted until compliance with the Hawaii Supreme Court decision made earlier this year is met. This ruling does not affect construction activities in the first three segments, nor does it affect construction planning, design, or engineering in segment 4, which is the final segment to be built. The Phase 4 area encompasses the downtown area and its immediate environs, including Chinatown, Mother Waldron Park, and Beretania Street. Judge Tashima, the only sitting judge on the case, ruled on condition of the injunction that the city is required to file periodic status updates on their compliance with the judgment. The injunction will then terminate 30 days after defendants file a notice of final compliance.[73] City planners and rail representatives stated that archeological surveys will be completed early in 2013,[needs update] and that this ruling would have no effect on construction in City Center. Both sides are expected to appeal portions of the ruling that they do not agree with.[needs update]
Financing[edit]
Initial General Excise Tax (GET) surcharge[edit]
Former Honolulu mayor Mufi Hannemann
After winning the 2004 election, Hannemann announced that construction of a rail line was an administration priority.[74] The following May and upon prompting by the city, the Hawaii State Legislature passed a bill (Act 247) to allow counties a one-half percent increase in the Hawaii General Excise Tax (GET), from 4% to 4.5%, to fund transportation projects. According to the bill, increased revenue would be delivered to counties implementing the raised tax to fund general public transportation infrastructure throughout Hawaii, and to pay for mass transit in the case of the City and County of Honolulu.[75][76] Money collected from the initial 4% GET would remain state revenue.
Republican governor Linda Lingle initially threatened to veto the bill, believing that money destined for county governments should be collected by the individual counties.[77][78] After compromising with legislative leaders and Mayor Hannemann, however, she allowed the bill to become law. On July 12, 2005, the bill was enacted as Act 247 of the Session Laws of Hawaii 2005, without the Governor's signature.[76][77][78][79] A month later, the Honolulu City Council authorized the one-half percent GET increase,[80] and Hannemann signed the measure into law on August 24.[81] Act 247 required Honolulu to use the funds only for the construction and operation of a mass transit system, and barred its use for public roads and other existing transit systems, such as TheBus. Since no other county authorized the excise tax increase before the deadline of December 31, 2005, the Hawaii GET remains at 4% for Hawaii's three other counties.[76][82] The increase went into effect on January 1, 2007, and was due to expire on December 31, 2022.[76]
The Legislature considered a bill in the 2009 legislative session that would have redirected income from the half-percent increase back to the state to offset a $1.8 billion projected shortfall in the following three fiscal years.[83][84][85][86] The bill was opposed by Mayor Hannemann and other city leaders who believed that redirecting the money would jeopardize federal funding for the project,[87] and was eventually dropped after U.S. Senator Daniel Inouye indicated to the Legislature that he shared the city's concerns.[88][89]
GET surchange extensions and "Hotel Tax" surcharge[edit]
In January 2016 the Council extended the GET for another five years to add $1.2 billion in funding to cover a budget blowout. The Council also required that the money raised by the extension go into a contingency fund and to pay for disability access to the system. HART was required to provide quarterly financial reports to the Council.[90]
On 1 September 2017 the Legislature, after meeting for a week in a special session on rail financing, approved further taxes to raise $2.4 billion for the project. The taxes include a further three-year extension to the 0.5 percent General Excise Tax surcharge, which will now expire in 2030, and a thirteen-year, 1.0 percent surcharge on the existing 9.25 percent statewide Transient Accommodation Tax (TAT) which is charged to tourists. Efforts to pass a funding bill in May 2017 had failed and the impetus for the special session was a FTA deadline of September 15 for a funding plan to cover the shortfall.[91] The bill also grants the state government oversight over the project including the appointment of two non-voting representatives on the HART board and calls for an audit of HART by the state auditor. It was signed into law by the governor on September 5.[17]
Federal Transit Administration's request for recovery plan[edit]
In mid 2016 the FTA requested that HART develop a "recovery plan" by August 7, 2016. Also in June a separate report by Jacobs Engineering, the project management contractor, said under a worst-case scenario the final cost would $10.79 billion.[92]
In January 2017 group called "Salvage the Rail" published a plan, based on Option 2A from six alternatives proposed by the FTA to HART in 2016,[93] that would terminate the elevated section at Middle Street and run at street level to the terminus along a route one block inland from the HART plan. The system would need to be reconfigured to use new driver-operated low floor vehicles, lowering the platforms on the stations already constructed.[94][95] Proponents say it would save $3 billion and four years of construction, as well as avoid disturbing burial sites under the downtown area.
After a lodgement extension was granted by the FTA, HART submitted its recovery plan in April 2017 which concluded that completion of the original 21 station route was the only viable option. An alternative "Plan B" to build only 14 stations within the already funded $6.5 billion budget, was ruled out because of lower ridership, legal risks, insufficient contingency and other reasons. The new project cost was $8.165 billion with media reports indicating that after financing charges are included it could be over $10 billion. An updated schedule for opening said the section from East Kapolei to Aloha Stadium will open at the end of 2020 and operation of the full route by December 2025.[96][97]
In September 2017 HART submitted an updated recovery plan to the FTA with a new estimate price of $9.02 billion. The plan still includes $8.165 billion in construction costs, but has reduced financing costs of $858 million following state legislation granting both prolonged and new taxes to fund the project.[12] The State Auditor has been tasked to consider alternatives for completing the system, as part of its audit of HART.[18] As of January 2018 the FTA has not formally accepted the new recovery plan but has asked HART for more details including how it came up with its tax-revenue forecasts.[98]
Route[edit]
City and state politicians at the project's groundbreaking ceremony
The project constructs an elevated rapid transit line from the eastern edge of Kapolei, near the University of Hawaii-West Oahu campus, to Ala Moana Center (East of Honolulu downtown).[5] The line passes through communities along southern Oahu, via Honolulu International Airport and downtown Honolulu. The long term plan includes four extensions: two extensions east, to the University of Hawaii-Manoa campus and to Waikiki, one extension west through Kapolei to Kalaeloa, and a link through Salt Lake.[99][100] None of these extensions is currently funded, but in November 2017 the rail authority took a first step towards preserving a corridor for the extension between Ala Moana Center and the University of Hawaii at Manoa.[101]
The rail line will have twenty-one stations and run from Kapolei to Honolulu, passing through Waipahu, Pearl City, Waimalu, Aiea, and Halawa. From the eastern terminus at Ala Moana Shopping Center in Honolulu, the line is proposed to split into two future extensions to the University of Hawaii at Manoa campus and Waikiki. Originally, the line was to fork near Aloha Stadium into two routes, one passing Honolulu International Airport, and the other through Salt Lake, before reuniting at Middle Street in Kalihi. The city council initially decided to build the Salt Lake route before the airport route, as a result of horse-trading with City Councilmember Romy Cachola, whose constituents included Salt Lake residents and whose vote was needed to pass the decision.[102][103] After the city charter amendment on rail transit passed, the City Council reconsidered the decision, and decided to re-route the rail line to pass by Pearl Harbor and the airport, without a Salt Lake alignment.[104][105] The airport route is 4% more expensive, but is expected to have significantly higher ridership since it will ferry workers to both the airport and the Pearl Harbor military base. The trains will operate with up to twenty departures per hour.[106] The Rail will operate from 4am to midnight.[1]
On October 21, 2009, the city announced Kiewit Pacific Co. had won the $483 million contract to build the first two stages of the line, bidding $90 million under the expected price. The stations were tendered separately.[100][107]
The construction of the rail line started from suburban areas in Kapolei and Ewa, and progresses towards the urban center in Honolulu. There will be 112 columns from East Kapolei to Ewa.[108] The choice to start from Kapolei was made because the first phase must include a baseyard for trains, which is more cheaply built away from the center, but also because the city chose to delay to later phases of the project the major infrastructure impacts and unpopular traffic delays that will be associated with construction in the urban center.[109]
As of November 2016[update], the line is scheduled to open in two phases in late 2020 and late 2025:[110]
Late 2020: East Kapolei – Aloha Stadium
Late 2025: Aloha Stadium – Ala Moana Center
Rolling stock[edit]
First trainset for the rail project on public display in February 2017
The line will use 256 ft (78 m) four-car train sets, each with the capacity to carry about 780 passengers, similar in weight to light rail systems elsewhere in the United States (such as the MAX in Portland, Oregon), as opposed to heavier, and thus more expensive, lines found on rapid transit systems like the subways and elevated systems of Chicago and New York City.[111] However, the stations will be standalone structures and will be substantially bigger than typical light rail stations. Physically, the Honolulu system will have a good deal in common with light rapid transit systems such as SkyTrain in Vancouver, British Columbia or the Copenhagen Metro, as well as the Docklands Light Railway in London. The system will be the first metro system in the United States to feature platform gates and will be driverless.[112]
Rolling stock for the line will initially include 80 cars in 20 four-car train sets[113] built by a joint venture between AnsaldoBreda and Ansaldo STS named Ansaldo Honolulu. (AnsaldoBreda and Ansaldo STS previously collaborated on the construction and operation of vehicles for the Copenhagen Metro[114] and the Brescia Metro). Both companies were later bought by Hitachi Rail.[115] Each car will be 64 ft (20 m) long, weigh 72,000 lb (33,000 kg), and have 36 seats with a listed total capacity of 195 people.[111] The cars will be powered by a third-rail electrification system.[116] The two unsuccessful bidders for the rail car contract, Bombardier Transportation and Sumitomo Corporation of America, filed protests over the award.[117] Both protests were rejected during the administrative process, but Bombardier sought judicial review of their bid protest.[118] The administrative decision against Bombardier's protest was affirmed by both the state Circuit Court and the Intermediate Court of Appeals.[119][120]
In December 2016, Hitachi Rail Italy reported defects were discovered in the welds in the extruded aluminum beams of twenty-seven car shells, four of which were already in Hawaii. The manufacturer will fix the problems, but warned delivery may be delayed as production of new vehicles will be halted.[121] In March 2017 HART said they would meet the interim opening needs after repair of the defective cars and that full opening would not be affected.[122]
In May 2017 trains were towed on tracks in Honolulu for the first time, to check clearances.[123] Testing of trains under their own power commenced in October 2017.[124]
Timeline of progress[edit]
June 2006 - Officials estimate the infrastructure construction cost at estimated at $3 billion, $200 million more than a previous estimate, for a 24-mile system. This does not include the cost of the trains.[11]
January 2007 - The General Excise Tax (GET) within Honolulu County is increased by 0.5% with the extra funds earmarked for a mass transit system. The increase was set to expire on December 31, 2022.
February 2007 - The City Council approves the Mimimum Operating Segment from East Kapolei to Ala Moana Centre, via Salt Lake Boulevard.[97]
October 2008 - The Draft Environmental Impact Statement (DEIS) is released to the public. The projected cost is $3.7 billion including $1 billion for contingencies.[125]
November 2008 - Fifty three percent of voters support an measures to give the Honolulu City Council authority to proceed with "establishment of a steel wheel on steel rail transit system". The estimated cost is $4 billion.[126]
January 2009 - The middle portion of the route between Aloha Stadium and Middle Street is amended to have stations at the Pearl Harbor Navel Base and the Honolulu Airport which had one of the original options. The previous route followed Salt Lake Boulevard.[105]
June 2010 - The Final Environmental Impact Statement (FEIS) is released to the public. Estimated cost is $5.5 billion. Patronage by 2030 is projected to be 116,300 riders per day.[127][128]
December 2010 - A report, commissioned by outgoing Governor Lingle, is released which warns the project could cost at least $1.7 billion more than the city’s projected $5.5 billion price tag.[59]
May 2012 - Construction workers started pouring concrete on the foundations that will hold the rail columns.[129]
December 2012 - Honolulu City Council and the Federal Transit Authority (FTA) sign agreement for the project with a budget of $5.12 billion including $1.55 billion provided by the Federal Government. Full system revenue service is projected for January 31, 2020.[130]
September 2014 - HART canceled the initial tender for the first nine stations after the bids were higher than budget. The first trips on the railway are expected to be delayed, probably until 2018.[131]
November 2015 - FTA withholds payment of a $250 million allotment until the council could show it had sufficient funding to complete the project.[132]
January 2016 - Five year extension to the General Excise Tax surcharge adopted to add $1.2 billion in funding.[130]
May 2016 - HART chairwoman Colleen Hanabusa shared a confidential document detailing budget estimates as of March 1, 2016, showing that the rail project is expected to cost $6.9 billion.[133]
April 2016 - An audit of the project by the City criticized HART for using outdated financial figures and budgets, lack of documentation for "change orders", and warned the HART estimates of the cost overruns were unreliable.[134][135] HART officials disputed the audit's findings.
May 2016 - The FTA revealed that they estimate the total cost as $8.1 billion for the 20 mi (32 km) line. In addition completion of the rail system would be delayed nearly five years until December 2024, versus HART's federal funding agreement stating that full line service from East Kapolei to Ala Moana Center would start in January 2020.[136]
June 2016 - Report from Jacobs Engineering, the project management oversight contractor, says that under a worst-case scenario the final cost would $10.79 billion.[92]
April 2017 - HART sent a "Recovery Plan" to the FTA which concluded that completion of the original 21 station route was the only viable plan. The new project cost given is $8.165 billion with media reports indicating that after financing costs are included it will be over $10 billion. Opening of part of the system, from East Kapolei to Aloha Stadium, is scheduled for the end of 2020 with final completion of the full route by December 2025. The project is reported to be 36 percent complete as of March 2017.[96][97]
September 2017 - A new law is enacted to extend and increase taxes to raise an additional $2.4 billion for the project. The GET surcharge is extended by three years to 2030 (generating about $1 billion) and a surcharge of one percent is placed on the statewide hotel room tax for 13 years (generating $1.3 billion).[91][17] HART submits a new recovery plan to the FTA with an estimated final cost of $9.02 billion with savings attributed to reduced financing costs given the new taxes.[12]
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^ Jump up to: a b Park, Gene (February 12, 2011), "Rail ready to break ground", Honolulu Star-Advertiser, retrieved 2011-02-12
^ Jump up to: a b c Park, Gene (February 23, 2011), "It's a go!", Honolulu Star-Advertiser, 130 (23), p. A1, retrieved 2011-02-23
Jump up ^ "Fasi To Start Rail Transit Study", Honolulu Star-Bulletin & Advertiser, p. A1, February 16, 1969 (Note: At this time, the Honolulu Star-Bulletin and Honolulu Advertiser published Sunday editions jointly under the name Honolulu Star-Bulletin & Advertiser.)
Jump up ^ Tune, Jerry (July 7, 1977), "A Transit Line with a HART", Honolulu Star-Bulletin, pp. A12
Jump up ^ Matsunaga, Mark (February 19, 1981), "Reagan stops HART in its tracks", Honolulu Advertiser, p. A1
Jump up ^ Matsunaga, Mark (May 5, 1981), "Mayor to abandon HART, beef up buses", Honolulu Advertiser, pp. A1
Jump up ^ Glauberman, Stu (May 5, 1981), "Mayor Calls HART Study to Abrupt Halt", Honolulu Star-Bulletin, p. A1
Jump up ^ Matsunaga, Mark (August 14, 1986), "Transit system plan revived", Honolulu Advertiser, p. A3
Jump up ^ Mariani, Jeanne (September 23, 1992), "Rail line dead – for now", Honolulu Star-Bulletin, p. A1
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Jump up ^ Kua, Crystal (November 3, 2006), "Council panel backs rail as mass-transit solution", Honolulu Star-Bulletin, retrieved 2008-10-15
Jump up ^ City and County of Honolulu Department of Transportation Services (November 1, 2006), Honolulu High-Capacity Transit Corridor Alternatives Analysis Report Chapter 1, Chapter 2, Chapter 3 to 7, retrieved February 25, 2009
Jump up ^ U.S. Department of Transportation Federal Transit Administration; City and County of Honolulu Department of Transportation Services, Draft Environmental Impact Statement Executive Summary (PDF), retrieved February 25, 2009
Jump up ^ Au, Laurie (October 31, 2008), "City releases portion of rail report", Honolulu Star-Bulletin, retrieved 2010-07-07
Jump up ^ Shikina, Robert (November 3, 2008), "Kobayashi rails against city for timing of report", Honolulu Star-Bulletin, retrieved 2008-11-06
Jump up ^ Hao, Sean; Roig, Suzanne (November 3, 2008), "Hawaii rail transit cost now at least $4.34B", Honolulu Advertiser, retrieved 2011-03-05
Jump up ^ U.S. Department of Transportation Federal Transit Administration; City and County of Honolulu Department of Transportation Services (2008-11), Honolulu High-Capacity Transit Corridor Project Draft Environmental Impact Statement/Section 4(f) Evaluation Cover to Contents, Chapter 1, Chapter 2, Chapter 3, Chapter 4 (Part 1), Chapter 4 (Part 2), Chapter 5, Chapters 6–8, References to Index, Appendix A (Conceptual Alignment Plans and Profiles), Appendix B (Conceptual Right-of-Way Plans), Appendix C (Construction Approach), Appendix D (Record of Agency Correspondence and Coordination), Appendix E (Record of Public and Stakeholder Correspondence and Coordination), retrieved on January 5, 2009
Jump up ^ Hao, Sean (June 15, 2010), "Final study for rail line gets feds' OK", Honolulu Star-Advertiser, retrieved 2010-02-01
^ Jump up to: a b Park, Gene (January 19, 2011), "Rail gets OK to break ground", Honolulu Star-Advertiser, retrieved 2011-01-20
Jump up ^ Au, Laurie (September 10, 2008), "Mayoral debate turns raucous", Honolulu Star-Bulletin, retrieved 2008-10-16
Jump up ^ Borreca, Richard; Au, Laurie (September 21, 2008), "Hannemann and Kobayashi reset sights for Nov. 4", Honolulu Star-Bulletin, retrieved 2008-10-20
Jump up ^ Au, Laurie (November 5, 2008), "Hannemann win re-election with 58%", Honolulu Star-Bulletin, retrieved 2008-11-05
Jump up ^ Au, Laurie (April 22, 2008), "Rail critics utilize power of pen", Honolulu Star-Bulletin, retrieved 2008-10-20
Jump up ^ Au, Laurie (August 5, 2008), "Lawsuit looms over validity of anti-rail petition", Honolulu Star-Bulletin, retrieved 2008-11-06
Jump up ^ Section 3-404 (PDF), Revised Charter of Honolulu, retrieved on February 25, 2009
Jump up ^ Au, Laurie (August 20, 2008), "City clerk rushing to certify anti-rail effort", Honolulu Star-Bulletin, retrieved 2008-11-06
Jump up ^ Au, Laurie (September 4, 2008), "Anti-rail group's effort denied by courts, clerk", Honolulu Star-Bulletin, retrieved 2008-11-06
Jump up ^ Au, Laurie (August 21, 2008), "Council OKs ballot question on transit", Honolulu Star-Bulletin, retrieved 2008-11-12
Jump up ^ Au, Laurie (August 22, 2008), "Mayor vows to put transit on ballot", Honolulu Star-Bulletin, retrieved 2008-11-12
Jump up ^ Charles Djou, "Rail" (http://djou.com/issues/rail/)
Jump up ^ Mendoza, Jim; Lincoln, Mileka; Davis, Chelsea (June 16, 2016). "Mayor wants to shorten rail route, ending at Middle Street". Hawaii News Now. Retrieved 2017-03-11.
Jump up ^ Grace Lee, "Mayoral candidate Peter Carlisle says rail project cannot be stopped" (http://www.hawaiinewsnow.com/story/31997123/mayoral-candidate-peter-carl-isle-says-rail-project-cannot-be-stopped)
Jump up ^ Hao, Sean (January 3, 2010), "Honolulu rail behind schedule, with construction start unclear", Honolulu Advertiser, retrieved 2011-02-01
Jump up ^ Hao, Sean; Pang, Gordon Y.K. (January 9, 2010), "Honolulu's rail costs put state at financial risk, governor says", Honolulu Advertiser, retrieved 2011-02-01
Jump up ^ Hao, Sean (August 26, 2010), "Time short for Lingle's call on rail", Honolulu Star-Advertiser, retrieved 2011-02-01
^ Jump up to: a b "Carlisle dismisses Lingle's rail report". Pacific Business News. December 3, 2010. Retrieved 2017-09-01.
Jump up ^ DePledge, Derrick (November 5, 2010), "Abercrombie to weigh rail EIS", Honolulu Star-Advertiser, retrieved 2011-02-01
Jump up ^ Park, Gene (December 17, 2010), "Governor signs off on review of rail", Honolulu Star-Advertiser, retrieved 2011-02-01
Jump up ^ Park, Gene (January 13, 2011), "State skips hearing on rail finance studies", Honolulu Star-Advertiser, retrieved 2011-02-01
Jump up ^ Park, Gene (February 20, 2011), "If they build it, will developers come?", Honolulu Star-Advertiser, retrieved 2011-02-20
Jump up ^ LaFrance, Adrienne (February 21, 2011), "Rail Groundbreaking: Phony or For Real?", Honolulu Civil Beat, Peer News LLC, retrieved 2011-02-22
Jump up ^ "Honolulu rail CEO blames cost overruns on legal challenges, but critics say it is incompetence". August 15, 2014. Retrieved 6 September 2017.
^ Jump up to: a b Hao, Sean (October 20, 2009), "Burial council won't sign rail pact", Honolulu Advertiser, retrieved 2010-07-07
Jump up ^ Conrow, Joan (May 26, 2010), "grave matters", Honolulu Weekly, archived from the original on November 19, 2011, retrieved 2011-01-30
Jump up ^ Park, Gene (January 16, 2011), "City plan accounts for problematic burial sites", Honolulu Star-Advertiser, retrieved 2011-01-30
Jump up ^ Daranciang, Nelson (February 1, 2011), "Lawsuit claims rail endangers burial sites", Honolulu Star-Advertiser, 129 (364), p. B1, retrieved 2011-02-01
Jump up ^ Daranciang, Nelson (March 24, 2011), "Judge Rejects Suit Challenging Rail Survey", Honolulu Star-Advertiser, retrieved 2011-03-24
Jump up ^ Hervey, Tiffany (June 27, 2012), "Buried Truth", Honolulu Weekly, archived from the original on October 25, 2012, retrieved 2012-07-19
Jump up ^ Grube, Nick (August 24, 2012), "Rail Derailed? Hawaii Supreme Court Rules Against Honolulu", Honolulu Civil Beat, Peer News LLC, retrieved 2012-08-24
Jump up ^ Schwind, Paul. "Honolulu Rail Remedy – Phasers On Minimal". Web. Hawaii Reporter. Retrieved 2013-01-17.
Jump up ^ Kua, Crystal (January 1, 2005), "Director prioritizes rail transit", Honolulu Star-Bulletin, retrieved 2008-10-16
Jump up ^ Kua, Crystal (May 5, 2005), "City measure touts rail tax", Honolulu Star-Bulletin, retrieved 2008-10-16
^ Jump up to: a b c d State of Hawaii Department of Taxation (July 29, 2005), State of Hawaii Department of Taxation Announcement 2005-11 (PDF), archived from the original (PDF) on December 11, 2009, retrieved 2009-06-21
^ Jump up to: a b Kua, Crystal (July 12, 2005), "Late deal avoids transit veto", Honolulu Star-Bulletin, retrieved 2008-10-16
^ Jump up to: a b Zimmerman, Malia (July 12, 2005), "Surrounded By Democrats at the Capitol, Hawaii's Republican Governor Rescinds Decision to Veto Tax Increase Measure", Hawaii Reporter, archived from the original on August 9, 2007, retrieved 2008-10-16
Jump up ^ DePledge, Derrick; Dingeman, Robbie (July 12, 2005), "Deal puts transit tax back on track", Honolulu Advertiser, p. A1, retrieved 2010-07-07
Jump up ^ Kua, Crystal (August 11, 2005), "Transit project to raise taxes", Honolulu Star-Bulletin, retrieved 2008-10-16
Jump up ^ Kua, Crystal (August 24, 2005), "Mayor signs tax, calls for multi-faceted traffic solutions", Honolulu Star-Bulletin, retrieved 2008-10-16
Jump up ^ Daranciang, Nelson (December 31, 2006), "Excise tax increase begins tomorrow", Honolulu Star-Bulletin, retrieved 2011-02-02
Jump up ^ Wu, Nina (January 22, 2009), "Legislature battles to avert $1.8B deficit", Honolulu Star-Bulletin, retrieved 2010-07-07
Jump up ^ DePledge, Derrick; Boylan, Peter (June 21, 2009), "Governor emphasizes Hawaii's deficit woes as Legislature opens", Honolulu Advertiser, retrieved 2009-06-21
Jump up ^ Hawaii State Legislature, 2009 Regular Session, Senate Bill 1626 Status, archived from the original on June 15, 2009, retrieved 2009-06-21
Jump up ^ Hawaii State Legislature, Senate Bill 1626 Senate Draft 1, Relating to Taxation, archived from the original on June 10, 2011, retrieved 2009-06-21
Jump up ^ Nakaso, Dan (January 24, 2009), "Stimulus could revive Honolulu, mayor says", Honolulu Advertiser, retrieved 2009-06-21
Jump up ^ DePledge, Derrick (March 11, 2009), "Legislature keeping its tax-raising options open", Honolulu Advertiser, retrieved 2009-06-21
Jump up ^ Borreca, Richard (March 11, 2009), "Lawmakers fear revenue slump", Honolulu Star-Bulletin, retrieved 2010-07-07
Jump up ^ "City Council approves tax surcharge extension for Honolulu rail project". Hawaii News Now. 28 January 2016. Retrieved 2017-09-02.
^ Jump up to: a b "$2.4 Billion Rescue Bill For Honolulu Rail Wins Final Approval". Honolulu City Beat. September 2, 2017. Retrieved 2017-09-02.
^ Jump up to: a b "New 'worst-case scenario' report reveals full 20-mile rail route could cost $10.79B". Hawaii News Now. June 24, 2016. Retrieved 6 September 2017.
Jump up ^ Ray Tsuchiyama (2016-06-29). "A Rail System Option That Offers The Best Fit For Honolulu". Honolulu Civil Beat.
Jump up ^ "Salvage the Rail: Group renews call to bring rail to street level". Island News KITV4. February 7, 2017. Retrieved 28 September 2017.
Jump up ^ "MODIFYING HONOULU AREA RAPID TRANSIT (HART) FOR STREET LEVEL OPERATION IN DOWNTOWN HONOLULU (January 2017)" (PDF). Salvage The Rail. Retrieved 28 September 2017.
^ Jump up to: a b "HART committed to rail project's original route in recovery plan submitted to FTA". Pacific Business News. May 1, 2017. Retrieved 2017-08-15.
^ Jump up to: a b c "HART Recovery Plan" (PDF). Honolulu Authority for Rapid Transportation. April 28, 2017. Retrieved 2017-08-15.
Jump up ^ "Honolulu Rail Recovery Plan Remains A Work In Progress". Honolulu Civil Beat. January 8, 2018. Retrieved 11 January 2018.
Jump up ^ City and County of Honolulu Department of Transportation Services, Rail Transit Map (Part 1: Kapolei-Ewa), (Part 2: Waipahu-Aiea), (Part 3: Stadium-Kalihi), (Part 4: Kalihi-UH-Manoa/Waikiki), retrieved January 5, 2009
^ Jump up to: a b "First contract awarded for Honolulu light rail". Railway Gazette International. October 26, 2009. Retrieved 2009-10-26.
Jump up ^ Honolulu Star Advertiser, [1] retrieved December 12, 2017
Jump up ^ Consillio, Kristen (November 17, 2008), "Rail route changes trigger harsh words", Honolulu Star-Bulletin, retrieved 2010-07-07
Jump up ^ Kua, Crystal (February 22, 2007), "Rail Route to Go Via Salt Lake", Honolulu Star-Bulletin, retrieved 2008-01-18
Jump up ^ Au, Laurie (January 29, 2008), "New rail route OK'd", Honolulu Star-Bulletin, retrieved 2010-07-07
^ Jump up to: a b Hao, Sean (January 29, 2009), "Council changes transit route to serve airport", Honolulu Advertiser, retrieved 2002-01-29
Jump up ^ City and County of Honolulu Department of Transportation Services, "Q&A: Honolulu Rail Transit" brochure (PDF), retrieved January 5, 2009
Jump up ^ Hao, Sean (October 22, 2009), "1st Honolulu Rail Contract Goes to Kiewit Pacific at $483M", Honolulu Advertiser, retrieved 2010-07-07
Jump up ^ Tim Sakahara, "Concrete poured on Honolulu rail project," Hawaii News Now, May 16, 2014, retrieved on October 29, 2014.
Jump up ^ Hao, Sean (February 25, 2008). "First phase of rail would end in Pearl City". Honolulu Advertiser. Retrieved 2009-03-16.
Jump up ^ Honolulu Authority for Rapid Transit. "Rail Facts". Retrieved 2016-11-26. See question "When will the train start operating?"
^ Jump up to: a b Park, Gene (March 22, 2011), "Have a seat", Honolulu Star-Advertiser, 130 (50), p. A1, A6, retrieved 2011-03-22
Jump up ^ "Home". www.honolulutransit.org.
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Jump up ^ Brown, Robert (April 15, 2011), "FACT CHECK — Carlisle: Ansaldo's Copenhagen Line One of World's Best", Honolulu Civil Beat, Peer News LLC, retrieved 2011-04-16
Jump up ^ "Hitachi agrees to buy Ansaldo STS and AnsaldoBreda". Railway Gazette. 24 February 2015. Retrieved 25 February 2015.
Jump up ^ U.S. Department of Transportation Federal Transit Administration; City and County of Honolulu Department of Transportation Services (June 2010), Honolulu High-Capacity Transit Corridor Project Final Environmental Impact Statement/Section 4(f) Evaluation (PDF), pp. 2–30, retrieved 2011-03-28
Jump up ^ Park, Gene (April 12, 2011), "2 bidders protest city's rail decision", Honolulu Star-Advertiser, 130 (71), retrieved 2011-04-12
Jump up ^ Kalani, Nanea (October 14, 2011). "Disqualified Honolulu Rail Bidder Bombardier Files New Appeal". Honolulu Civil Beat. Peer News. Retrieved 2013-07-13.
Jump up ^ Abramson, Mark (October 17, 2012). "Hawaii Appeals Court upholds ruling in Bombardier rail lawsuit". Pacific Business News. American City Business Journals. Retrieved 2013-07-13.
Jump up ^ Bombardier Transportation (Holdings) USA Inc. v. Director, Department of Budget and Fiscal Services, City and County of Honolulu, 128 Haw. 413 (App.), 289 P.3d 1049 (Haw. App. 2012)
Jump up ^ "New defect could further stall rail". Honolulu Star-Advertiser. 16 December 2016. Retrieved 8 September 2017.
Jump up ^ "Repairs to fix rail car production defects scheduled to start in March". KHON2. February 18, 2017. Retrieved 8 September 2017.
Jump up ^ "Honolulu tests rail car on track for first time". Honolulu Star-Advertiser. May 30, 2017. Retrieved 8 September 2017.
Jump up ^ "In successful test, city rail cars reach 40 mph on its own power". Hawaii News Now. October 19, 2017. Retrieved 20 October 2017.
Jump up ^ "Just the facts on Honolulu transit". October 12, 2008. Retrieved 2017-09-01.
Jump up ^ "Council OKs ballot question on transit". Honolulu Star Bulletin. Retrieved 2017-09-01.
Jump up ^ "Honolulu Rail: The Complete Final Environmental Impact Statement". June 16, 2010.
Jump up ^ Honolulu Authority for Rapid Transit, "System Figures", honolulutransit.org, archived from the original on July 29, 2014, retrieved 2014-07-22
Jump up ^ Tim Sakahara, "Concrete poured on Honolulu rail project," Hawaii News Now, May 16, 2012, retrieved on October 29, 2014.
^ Jump up to: a b "HART Recovery Plan" (PDF). Honolulu Authority for Rapid Transportation. April 28, 2017. p. 19. Retrieved 2017-08-31.
Jump up ^ "HART cancels bids for first 9 rail stations". KITV. September 10, 2014. Archived from the original on November 29, 2014. Retrieved 2014-11-27.
Jump up ^ "Year in Review 2015: Honolulu's rail transit project". Pacific Business Review. December 15, 2015. Retrieved 5 September 2017.
Jump up ^ "Honolulu Rail Price Estimate Jumps To $6.9B". Civil Beat News.
Jump up ^ "City audit calls HART's finances, plans 'outdated and unreliable'". khon2. April 15, 2016. Retrieved 4 September 2017.
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Jump up ^ "Add 5 years and $1B for rail, federal agency says". Honolulu Star-Advertiser. 2016-05-17. Retrieved 2017-12-10.
External links[edit]
Media related to Honolulu Rail Transit at Wikimedia Commons
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See also: List of United States railroads by political division
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