7.1.3-JRF_Final_EA_2010.pdf

Kalaeloa Airport Development Plan Improvements

Project No. AO5011-02

Honouliuli, Ewa, Oahu, Hawaii TMK: 9-1-013: 032 and 066

FINAL ENVIRONMENTAL ASSESSMENT/

FINDING OF NO SIGNIFICANT IMPACT

June 2010

Prepared for:

State of Hawaii Department of Transportation Airports Division

Prepared by:

Wilson Okamoto Corporation

Kalaeloa Airport Development, (Project No. AO5011-02) Final Environmental Assessment

Honouliuli, Ewa, Oahu, Hawaii

FINAL

ENVIRONMENTAL ASSESSMENT

Kalaeloa Airport Development

(Project No. AO5011-02)

TMK: 9-1-013: 032; and 066

Prepared for:

State of Hawaii

Department of Transportation Airports Division

700 Rodgers Boulevard, Suite 700 Honolulu, Hawaii 96819

Prepared by:

Wilson Okamoto Corporation 1907 South Beretania Street, Suite 400

Honolulu, Hawaii 96826

WOA: 7541-03

June 2010 i

TABLE OF CONTENTS

Page

SUMMARY.....................................................................................................................S-1 PREFACE......................................................................................................................P-1

1. INTRODUCTION ..................................................................................................1-1

1.1 Project Background ................................................................................1-1

1.2 Historical Background.............................................................................1-5

1.3 Previous Environmental Documents ......................................................1-6

1.4 Kalaeloa Airport Master Plan..................................................................1-7

1.4.1 Airfield.........................................................................................1-7

1.4.2 Aircraft Operations......................................................................1-8

1.4.3 Hangars ....................................................................................1-13

1.4.4 Administration/Air Traffic Control Building ................................1-14

1.4.5 Aircraft Rescue and Firefighting ...............................................1-14

1.4.6 Weather Service .......................................................................1-15

1.4.7 Navigation Aids.........................................................................1-15

1.4.8 Fuel Storage .............................................................................1-15

1.4.9 Surrounding Land Uses ............................................................1-15

1.5 Purpose and Need................................................................................1-16

1.6 Project Location and Access and Site Conditions ................................1-17

1.6.1 Project Location ........................................................................1-17

1.6.2 Project Access ..........................................................................1-18

1.6.3 Existing Project Site Conditions................................................1-18

1.7 Project Description ...............................................................................1-18

1.7.1 Project Site Plan .......................................................................1-21

1.7.2 T-Hangar Plan ..........................................................................1-22

1.7.3 Aircraft Parking .........................................................................1-22

2. DESCRIPTION OF EXISTING ENVIRONMENT, IMPACTS AND MITIGATION

MEASURES .........................................................................................................2-1

2.1 Geology, Topography and Soils .............................................................2-1

2.1.1 Existing Environment ..................................................................2-1

2.1.2 Impacts and Mitigation Measures ...............................................2-2 ii

TABLE OF CONTENTS (continued) Page

2.2 Water Resources and Flood Hazard ......................................................2-3

2.2.1 Existing Environment ..................................................................2-3

2.2.2 Impacts and Mitigation Measures ...............................................2-4

2.3 Hazardous Waste ...................................................................................2-5

2.3.1 Existing Conditions .....................................................................2-6

2.3.2 Impacts and Mitigation Measures ...............................................2-6

2.4 Recreation Resources ............................................................................2-8

2.4.1 Existing Environment ..................................................................2-8

2.4.2 Impacts and Mitigation Measures ...............................................2-8

2.5 Biological Resources ..............................................................................2-8

2.5.1 Existing Environment ..................................................................2-8

2.5.2 Impacts and Mitigation Measures ...............................................2-9

2.6 Traffic....................................................................................................2-10

2.6.1 Existing Environment ................................................................2-10

2.6.2 Impacts and Mitigation Measures .............................................2-11

2.7 Air Quality .............................................................................................2-13

2.7.1 Existing Environment ................................................................2-13

2.7.2 Impacts and Mitigation Measures .............................................2-14

2.8 Noise ....................................................................................................2-15

2.8.1 Existing Environment ................................................................2-15

2.8.2 Impacts and Mitigation Measures .............................................2-17

2.9 Archaeological Resources....................................................................2-20

2.9.1 Existing Environment ................................................................2-20

2.9.2 Impacts and Mitigation Measures .............................................2-20

2.10 Cultural Impact Assessment.................................................................2-23

2.10.1 Existing Environment ................................................................2-23

2.10.2 Impacts and Mitigation Measures .............................................2-23

2.11 Infrastructure ........................................................................................2-24

2.11.1 Water ........................................................................................2-24

2.11.2 Sewer........................................................................................2-25

2.11.3 Drainage ...................................................................................2-27 iii

2.11.4 Electrical ...................................................................................2-29

2.12 Visual Considerations...........................................................................2-29

2.12.1 Existing Conditions ...................................................................2-29

2.12.2 Impacts and Mitigation Measures .............................................2-30

2.13 Federal Environmental Clearances ......................................................2-30

2.13.1 Archaeological and Historic Preservation Act of 1974

(16 USC Section 461) .........................................................2-30

2.13.2 Clean Air Act (42 USC § 7506 (C)) .....................................2-31

2.13.3 Coastal Barrier Resources Act, (16 USC 1451)..................2-32

2.13.4 Coastal Zone Management Act (16 USC § 1456(C)(1)) .....2-33

2.13.5 Endangered Species Act (16 USC 1536(A)(2) and (4))......2-35

2.13.6 Environmental Justice, Executive Order 12898 ..................2-35

2.13.7 Floodplain Management, Executive Order 11988 as

amended by Executive Order 12148 ..................................2-36

2.13.8 Protection of Wetlands Executive Order 11990 ..................2-36

2.13.9 Farmland Protection Policy Act (7 USC § 4202(8)) ............2-37

2.13.10 Fish and Wildlife Coordination Act (16 USC § 661-666).....2-37

2.13.11 National Historic Preservation Act of 1966

(16 USC § 470 (F)) .............................................................2-38

2.13.12 Wild and Scenic Rivers Act (16 USC 1271-1287)...............2-39

2.13.13 US Department of Transportation Act Section 4 (F);

(49 USC Section 303) .........................................................2-40

2.13.14 Department of Army Section 10 of the Rivers and

Harbors Act of 1899 (33 USC 403) and Federal Water Pollution Control Act (33 USC 1341) ..................................2-40

3. RELATIONSHIP TO PLANS, POLICIES AND CONTROLS ...............................3-1

3.1 State of Hawaii .......................................................................................3-1

3.1.1 Hawaii State Plan .......................................................................3-1

3.1.2 State Land Use District ...............................................................3-1

3.1.3 Kalaeloa Master Plan ...........................................................3-1 iv

3.2 City and County of Honolulu...................................................................3-3

3.2.1 City and County of Honolulu General Plan .................................3-3

3.2.2 Ewa Development Plan ..............................................................3-4

3.2.3 City and County of Honolulu Zoning ...........................................3-5

3.2.4 City and County of Honolulu Special Management Area............3-6

4. ALTERNATIVES TO THE PROPOSED ACTION................................................4-1

4.1 No Action Alternative ..............................................................................4-1

4.2 Alternate Sites – Dillingham Airfield .......................................................4-1

5. DETERMINATION OF FINDING OF NO SIGNIFICANT IMPACT .......................5-1

6. PERMITS AND APPROVALS..............................................................................6-1

7. CONSULTED PARTIES.......................................................................................7-1

7.1 Pre-Assessment Consultation ................................................................7-1

7.2 Agencies and Organizations Consulted on the Draft EA........................7-2

8. REFERENCES .....................................................................................................8-1

LIST OF FIGURES

Figure 1.1 Project Location Map..............................................................................1-2 Figure 1.2 Project Site Map .....................................................................................1-3 Figure 1.3 Tax Map Key ..........................................................................................1-4 Figure 1.4 Airport Master Plan.................................................................................1-9 Figure 1.5 Existing Airport Facilities ......................................................................1-11 Figure 1.6 Project Site Photos ...............................................................................1-19 Figure 1.7 Project Site Plan ...................................................................................1-23 Figure 1.8 T-Hangar Floor Plan .............................................................................1-25 v

Figure 1.9 T-Hangar Building Elevation.................................................................1-26 Figure 2.1 Noise Contours.....................................................................................2-21

LIST OF TABLES

Table 1.1 Aircraft Operations at Kalaeloa Airport .................................................1-13 Table 2.1 State and Federal Ambient Air Quality Standards................................2-14

APPENDICES

Appendix A Pre-Assessment Consultation Letters

Appendix B Draft Environmental Assessment Comment Letters vi

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SUMMARY

Proposing Agency: State of Hawaii

Department of Transportation, Airports Division 400 Rodgers Boulevard, Suite 700 Honolulu, Hawaii 96819

Accepting Agency: State of Hawaii Department of Transportation, Airports Divisions 400 Rodgers Boulevard, Suite 700 Honolulu, Hawaii 96819

EA Preparer: Wilson Okamoto Corporation 1907 South Beretania Street, Suite 400 Honolulu, Hawaii 96826 Contact: John L. Sakaguchi, AICP, Senior Planner Tel: 808.946.2277; Fax: 808.946.2253

Project Location: Kalaeloa Airport, Honoulilui, Ewa District, Oahu, Hawaii

Recorded Fee Owner: State of Hawaii

Tax Map Key: 9-1-013:032 and 066

Area: 54.37 acres approx. project site; 752.240 acres approx, total Kalaeloa Airport

State Land Use Classification: Urban

County Zoning: F-1, Military and Federal

Proposed Action: Construct eight banks of T-hangars for 144 general aviation aircraft and develop 8 lease lots and related access roads for use by lessees on about

54.37 acres on the previously cleared and paved portion of the Airport that was used by the US Navy as an aircraft parking apron.

Anticipated Impacts: Short-term construction-related impacts will be created by the generation of dust, noise, and increased construction-related traffic. In the long-term, noise from aircraft operations will not affect sensitive land uses off of the Kalaeloa Airport boundaries. The project site will not extend into the areas occupied by former US Navy structures

S-2 which have determine eligible for listing on the National Register of Historic Places.

Parties Consulted During Draft EA Consultation: Federal

Department of the Army US Fish and Wildlife Service US Coast Guard

State of Hawaii Department of Business, Economic Development & Tourism (DBEDT) DBEDT, Office of Planning DBEDT, Hawaii Community Development Authority Department of Defense Department of Hawaiian Home Lands Department of Health (DOH) Department of Land and Natural Resources (DLNR) DLNR, State Historic Preservation Division Office of Hawaiian Affairs

City and County of Honolulu Agencies Civil Defense Fire Department Department of Planning and Permitting Fire Department Police Department Department of Transportation Services Board of Water Supply Makakilo/Kapolei/Honokai Hale Neighborhood Board (NB) No. 34

Officials Senator Mike Gabbard, 19th District Representative Sharon E. Har, House District 40 Councilmember Todd K. Apo

Public Utilities Hawaiian Electric Company

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PREFACE

Chapter 343, Hawaii Revised Statues (HRS), as amended, Environmental Impact Statements, requires that a government agency or a private developer proposing to undertake a project consider the potential environmental impacts of the proposed project by preparing an environmental assessment. Use of public funds for a project is among the criteria set forth in Chapter 343, HRS, which requires preparation of an environmental assessment. The Kalaeloa Airport Development project will be constructed with funds provided by the State of Hawaii Department of Transportation, Airports Division. The Kalaeloa Airport development will also use funds provided by the US Department of Transportation Federal Aviation Administration (FAA).

This Environmental Assessment (EA) has been prepared to meet the requirements of Chapter 343, HRS, as amended, and Hawaii Administrative Rules Title 11, State of Hawaii Department of Health, Chapter 200, Environmental Impact Statement Rules. A Finding of No Significant Impact (FONSI) is determined for construction and operation of the Kalaeloa Airport T-Hangars project.

An approximately 26.4-acre portion of the Kalaeloa Airport is located in the City and County of Honolulu Special Management Area (SMA). The Kalaeloa Development Plan project site is not within SMA and a SMA Use Permit (SMP) will be not required for construction of facilities in the Kalaeloa Airport Development Plan project site.

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1. INTRODUCTION

1.1 Project Background

Kalaeloa Airport occupies approximately 752.240 acres in the central portion of the former US Naval Air Station (NAS) Barbers Point and is located on the southwest coast of the Island of Oahu along the Ewa Plain and south of the Waianae Mountains. It is located 8 nautical miles west of Honolulu International Airport (HNL) and about 20 road miles west of the center of the City of Honolulu. Kalaeloa Airport includes the airport/aviation related facilities, including the three runways (two parallel runways and one cross wind) and air traffic control tower, of the former NAS Barbers Point. The Airport reference point elevation is 33 feet mean sea level. The US Navy housing and base support facilities of the former Air Station and other State-owned areas are not part of Kalaeloa Airport.

Kalaeloa Airport has been conveyed to the State Department of Transportation (DOT) under a public benefit conveyance. Kalaeloa Airport is shown as TMK: 9-1-013:032 and

066. The Airport is bound by Midway Road on the north and Coral Sea Road on the east, south and west and includes about 20 percent of the 3,833-acre former Naval Air Station. Although shown as part of the Airport, TMK: 9-1-013:025 is a separate parcel owned by the University of Hawaii and consists of Hangar 111. Figure 1.1 shows the location map. Figure 1.2 shows the project site map. Figure 1.3 shows the Tax Map Key.

As a result of the 1993 Base Closure and Realignment Commission recommendation, NAS Barbers Point was to be closed on July 1, 1999. At the time of closure, NAS Barbers Point occupied 3,833 acres, which included 110 acres of non-contiguous lands at Kaula Island and Iroquois Point. Of the 3,833 acres, approximately 1,238 acres were retained by the US Navy, including all the non-contiguous areas, and approximately 1 acre was transferred to the West Oahu Community Credit Union and 457 acres were transferred to other Federal agencies. Thus, about 2,137 acres of the Air Station were declared surplus.

On October 8, 1996, the Barbers Point Redevelopment Commission adopted a final land use plan for the redevelopment of NAS Barbers Point which is described in the March 1997 Community Redevelopment Plan report. The Community Redevelopment

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Plan recommended use of a portion of the Air Station for a general aviation reliever airport, aviation training, and an aviation component of the City's Life Safety Academy.

The Plan for the Airport continued to accommodate the requirements of the commercial airlines and military for an alternate landing site designation as well as use by the US Coast Guard (USCG) and the Hawaii National Guard (HNG).

The State of Hawaii Department of Transportation (DOT) Airport Division requested the Redevelopment Commission to recommend transfer of a portion of the Naval Air Station to the DOT for use as a reliever airport. The DOT filed a formal application with the U.S.

Navy for a public airport conveyance for use as the Kalaeloa Airport general aviation reliever airport. The Federal Aviation Administration (FAA) was the sponsor for disposal as a public airport in accordance with 49 U.S.C. 47151.

In 2002, the Hawaii Community Development Authority (HCDA) took responsibility from the Barbers Point Redevelopment Commission for development of the former Naval Air Station. HCDA prepared a new Kalaeloa Master Plan which was updated in 2006. DOT did not agree with a portion of the HCDA Master Plan which included the extension of Runway 4R to 11,000 feet to accommodate cargo aircraft at full fuel loadings. The DOT opposed the runway extension as it would have required the relocation of Coral Sea Road which, in 1997, the DOT had promised the communities would not be undertaken.

1.2 Historical Background

Aviation activity at Barbers Point began in the 1930's with a Navy Mooring Mast for the anticipated use of the Dirigibles Acron and Macon. The mooring mast is shown on the USGS/War Department map of 1933. A small turf airstrip was built nearby and Ewa Marine Corps Air Station (MCAS) evolved from 1940. Work on NAS Barbers Point began in November 1941. However, men and equipment were temporarily diverted to the construction of the interim airfield when it was decided that the airfield would be dedicated as Marine Corps Air Station (MCAS) Ewa. MCAS Ewa was completed in 1942.

As crews completed the work at MCAS Ewa, they were immediately transferred to the Barbers Point project. NAS Barbers Pont was originally laid out with four runways forming an "X' or modified radial layout. These runways were to be 500 feet wide with lengths varying from 3,400 to 4,800 feet. Later, it was decided to extend the runways by increasing the overall lengths to 8,400 feet and 8,300 feet. With this radial arrangement

1-6 of the runways, control of flight operations was facilitated and the necessity for long taxiways was obviated with the resultant greater operational traffic capacity.

Kalaeloa Airport has been designated as John Rodgers Field (JRF) in honor of Commander John Rodgers who had been Commanding Officer of the Naval Air Station at Pearl Harbor between 1923 to 1925, when he left to command the Navy’s historical flight between the west coast and Hawaii. On August 31, 1925, Commander John Rodgers and his crew left San Francisco in Navy PN-9 No. 1 to attempt the first flight across the Pacific Ocean from the Mainland U.S. to Hawaii. The plane was forced to land in the ocean on September 1, 1925 after running out of fuel about 365 miles from Oahu. The crew flew 1,841.12 statute miles which was accepted as a new world record for Class C seaplanes that remained unbeaten for almost five years.

In 1974, while Kalaeloa Airport was under control of the US Navy as Naval Air Station Barbers Point, a plaque was placed by the US Navy outside of the existing air traffic control tower (Building 4) designating the airfield as John Rodgers Field.

1.3 Previous Environmental Documents

On June 17, 1999, the Department of the Navy, Pacific Division, Naval Facilities Engineering Command issued a Record of Decision for the Disposal and Reuse of Naval Air Station Barbers Point. The Record of Decision provides the Navy’s decision regarding the proposed action and alternatives evaluated in the Final Environmental Impact Statement (EIS) for the Disposal and Reuse of Naval Air Station Barbers Point, which was issued in February 1999.

The Navy’s Final EIS (February 1999) evaluated four reuse alternatives, each emphasizing various types of development, including residential, light industrial, recreation, and commercial. Three of the alternatives, including the plan approved by the Barbers Point Naval Air Station Redevelopment Commission and signed by the Governor, included a general aviation reliever airport. A fifth alternative, No Action, assumed the existing airfield would not be used and, along with other surplus land (land not being retained by the Navy or other federal agencies), would be retained by the Navy in caretaker status.

As discussed in the Final EIS, the State-preferred alternative, which was also the Navy's preferred alternative, proposed dividing the Air Station property into mixed land uses.

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The largest land component of the preferred alternative was the airport, which consists of a general aviation reliever airport and the University of Hawaii Aviation Training Center located in Hangar 111. According to the Final EIS, the proposed airport consisted of two parallel runways (Runway 4L-22R and Runway 4R-22L) and a crosswind runway (Runway 11-29), the existing air traffic control tower, and related land uses surrounding the runways. The U.S. Coast Guard would remain in its existing facilities adjacent to and south of Runway 4R-22L and would not be included in the DOT airport property. The Hawaii National Guard would be located adjacent to the airport and north of Runway 22R and would also not be included in the DOT airport property.

Thus, the Navy’s Final EIS discussed the existing conditions and environmental impacts to the area now designated as Kalaeloa Airport.

The Final EIS stated the airport in the State-preferred alternative would solve the problem of an unsatisfactory mix of small, light general aviation and large, heavy air carrier aircraft operations at Honolulu International Airport. The airport would serve about 60 percent of the small single-engine and light twin-engine propeller aircraft forecast to be based at Honolulu International Airport by the year 2020, and serve about 50 percent of the general aviation aircraft projected to be based at Dillingham Airfield. In total, approximately 105,900 annual general aviation aircraft operations from these two airports could be served by the airport at Barbers Point by the year 2020.

1.4 Kalaeloa Airport Master Plan

In November 1998, in anticipation of the closing of the Naval Air Station, the DOT prepared the Kalaeloa Airport Master Plan which also addressed the significant environmental impacts of the Master Plan, including those related to the noise impacts from uses of the airfield set forth in the Master Plan. The airfield was never out of service during the transition from Navy to State ownership and, on July 1, 1999, Kalaeloa Airport was opened as a DOT facility. The following provides an overview description of the airfield related facilities at Kalaeloa Airport. Figure 1.4 shows the Airport Master Plan.

1.4.1 Airfield

Kalaeloa Airport has two parallel runways (4R-22L and 4L-22L) and a crosswind runway (11-29) intersecting at midfield and associated taxiways. Runway 4R-22L is 8,000 feet x 200 feet; Runway 4L-22R is 4,500 feet x 200 feet; and Runway 11-29 is 6,000 feet x 200 feet. The centerlines of the parallel Runways 4R-22L and 4L-22R are separated by 625

1-8 feet and are oriented in an approximate southwest-northeast alignment, with runway azimuth of 234 degrees, 58 minutes 14 seconds true. Runway 4R-22L is 8,300 feet long by 200 feet wide with an effective gradient of 0.19 percent from a threshold elevation of 11 feet on Runway 4R up to a threshold elevation of 27 feet on Runway 22L. Runway 4L-22R is 8,300 feet long by 200 feet wide with an effective gradient of 0.19 percent from a threshold elevation of 13 feet on Runway 4L up to a threshold elevation of 29 feet on Runway 22R. Only 4,500 feet of Runway 4L is used. Figure 1.5 shows the existing Airport facilities map.

Aircraft arresting gear is located 2,400 feet from the threshold of Runway 4L and 1,500 feet from the threshold of Runway 22R. The arresting gear was removed by the Navy.

Both runways are painted with precision instrument runway markings and equipped with High Intensity Runway Lights (HIRL). There are distance-to-go markers on both runways.

The Hawaii Airports and Flying Safety Guide 2007-2008 published by the DOT states departures are not authorized on Runway 29. Similarly, arrivals are not authorized on Runway 11.

1.4.2 Aircraft Operations

The DOT collects airport activity statistics at all State-owned airports, including at Kalaeloa Airport. Data on aircraft operations, defined as aircraft movements, landings and takeoffs combined, are collected by the air traffic control tower and reported to the DOT. The data are collected for local operations and Itinerant operations. (Local operations are performed by aircraft which (1) operate in a local traffic pattern or within sight of the airport, (2) are known to be departing for, or arriving from, flight in local practice areas located within a 20-mile radius of the airport, and (3) execute simulated instrument approaches or low passes at an airport. Itinerant operations are all aircraft arrivals and departures other than local operations.)

Over the years, aircraft operations at Kalaeloa Airport have varied, most likely due to the high level of touch and go activity at the Airport. During the period calendar year (CY) 2003 to 2008, the highest level of activity was CY 2003 with 166,160 total operations and the lowest was CY 2007 with 123,184 total operations, a difference of about 25 percent. Table 1.1 shows aircraft operations at Kalaeloa Airport.

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Table 1.1 Aircraft Operations at Kalaeloa Airport

Itinerant Local Air

Carr ier

Air Taxi General Aviation

Military SubTotal General Aviation

Military SubTotal Total

CY 2003 0 1,162 141,397 23,601 166,160 0 0 0 166,160

CY 2004 146 942 89,415 13,694 104,197 32,861 3678 36539 140,736

CY 2005 187 2,617 126,536 17,632 146,972 15,495 2481 17976 164,948

CY 2006 0 3,102 122,319 19,843 145,264 0 0 0 145,264

CY 2007 0 1,706 102,407 19,071 123,184 0 0 0 123,184

CY 2008 0 679 105,865 25,783 132,327 0 0 0 132,327

Air carrier: landings and takeoffs of large commercial aircraft with more than 60 seats.

Air taxi: landings and takeoffs of small commercial aircraft with less than 60 seats.

General aviation: all types of civilian aviation aircraft.

Military: all military landings and takeoffs.

Source: State of Hawaii. Department of Transportation

1.4.3 Hangars

There are two large hangars (Building 110 and 111) north of the intersection of the runways. Hangar 110 (105, 284 square feet) and Hangar 111 (102,270 square feet) are located north of the aircraft parking aprons and south of Midway Road. Each hangar has an interior clear area of about 75,000 square feet for aircraft parking.

The hangars were built as part of the original base construction in the early 1940’s and, according to the Navy’s Final EIS, both hangars have been determined to be eligible for listing on the National Register of Historic Places. There are a total of 7 ready magazines adjacent to these hangars (4 adjacent to Hangar 110 and 3 adjacent to Hangar 111) which have also been determined to be eligible for listing on the National Register of Historic Places.

Hangar 110 is currently leased for aircraft storage purposes. When no longer used for aircraft storage, the hangar could be leased for commercial aviation uses. As previously discussed, Hangar 111 is used as the University of Hawaii Aviation Training Center.

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Aircraft parking apron areas for based and itinerant aircraft tiedowns are provided for over 120 aircraft by 2020 on the existing eastern apron south of the two large hangars.

Space is available for additional tiedowns as needed. The Plan keeps the line-of-sight between Runways 11 and 22R clear of tiedowns.

The Naval Air Museum Barbers Point occupies Building 1792 located west of Hangar

111. The Naval Air Museum, a volunteer run organization, also occupies apron space for parking aircraft near Building 1792.

1.4.4 Administration/Air Traffic Control Building

Building 4 is a 17,238-square foot, 3-story air operations building/air traffic control tower located north of the intersection of the runways and south of, and adjacent to, Midway Road. An airport rotating light beacon is located on top of the Air Traffic Control Tower.

Currently, the Air Traffic Control Tower is operated by the Hawaii Air National Guard 297th Air Traffic Control Squadron.

The Hawaii Airports Guide shows the hours of operation of the air traffic control tower to be 0600 to 2200 hours (6:00am to 10:00pm).

According to the Navy’s Final EIS, Building 4 has also been determined to be eligible for listing on the National Register of Historic Places.

1.4.5 Aircraft Rescue and Firefighting

Building 1755 is a 10,300 square-foot, 7-bay Aircraft Rescue and Fire Fighting (ARFF) facility located east of Midway Road and north of the air traffic control tower. A total of six fire apparatus vehicles are located at the Airport.

Kalaeloa Airport is classified as an Index B airport, an index rating based on the type of aircraft rescue and fire fighting equipment and quantity of fire extinguishing agent that the Airport must provide in accordance with Federal Aviation Regulations.

The Hawaii Airports Guide shows the aircraft rescue and fire fighting services are available 24 hours per day.

The firefighting training pit is located in the southwestern part of Kalaeloa Airport, south of Runway 4R-22L and north of Coral Sea Road. A 100-foot diameter concrete lined firefighting pit was built in 1984. The facility was closed in 1991.

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1.4.6 Weather Service

There are wind cones near the ends of Runways 4L, 11, 22L and 29 and just west of the intersection of the runways and a tetrahedron just east of the intersection of the runways. There is an Automated Surface Observing System (ASOS) located east of the runway intersection. The Hawaii Airports Guide shows the weather service information is broadcast from 2200 to 0600, nightly.

1.4.7 Navigation Aids

Existing navigational aids include high intensity approach lights with sequenced flashers on Runway 4R. There are wheel-up lights for Runway 4L. There are also military tactical air navigational (TACAN), distance measuring equipment, and precision approach radar (PAR) systems located at the Airport.

The Ewabe nondirectional beacon (NDB), which is associated with the instrument landing system to Runway 8L at Honolulu International Airport, is located 4,700 feet northeast of Runway 4L-22R.

1.4.8 Fuel Storage

Aviation gasoline for aircraft fueling is provided by a 10,000-gallon above-ground fuel tank with attached dispenser. The fuel tank, located on the apron south of the Pacific Aviation Museum, is protected by a series of bollards. The DOT intends to lease the fueling facility to a fixed-base operator (FOB) to operate. The availability of fueling services will make Kalaeloa Airport attractive to general aviation aircraft owners, as it will provide an alternative location for fuel currently available at Honolulu International Airport and Dillingham Airfield.

1.4.9 Surrounding Land Uses

The U.S. Navy retained approximately 1,128 acres (1,238 acres less 110 acres of non- -contiguous areas), of land when NAS Barbers Point closed. The land is used for housing, recreation, operation and community support services. In 2000, the Navy sold or leased approximately 675 acres of Navy land along Franklin D. Roosevelt Road and select parcels in other areas of Oahu.

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The Hawaii National Guard facility encompasses approximately 148 acres. The 29th Separate Infantry Brigade is the largest unit in the Hawaii Army National Guard. Units of the Separate Infantry Brigade at Kalaeloa include its Headquarters and Headquarters Company, the 229th Military Intelligence Company, and the 29th Support Battalion. The Hawaii Air National Guard also has a presence at Kalaeloa Airport as the 297th Air Traffic Control Squadron, operates the air traffic control tower.

U.S. Coast Guard retains 48 acres directly south of the intersections of Runways 4R and 29, adjacent to the Airport. Access to the airfield is provided from Taxiway J directly to Runway 4R and along Runway 4L, and from Taxiway C to Runway 11-29.

The University of Hawaii received conveyance of a 6-acre parcel within the airport. This parcel houses a large aircraft hangar (Hangar 111) and is used by the Pacific Aerospace Training Center (jointly operated by Honolulu Community College and the Garvin Flying Services). The training center is a FAA-approved program that provides students with a career path into the field of professional aviation. The curriculum meets training requirements for commercial air carriers. Graduates are prepared to continue in aviation academic fields to obtain baccalaureate training, to seek employment as flight instructors, or to obtain entry level pilot positions.

The Aircraft Rescue and Firefighting (ARFF) facility (Building 1755) is located northwest of Runway 4L-22R and east of Midway Road. The ARFF facility consists of 10,300 square feet, with 7 bays, and truck parking area.

1.5 Purpose and Need

According to the Kalaeloa Airport Master Plan, it is estimated that space will be required for about 200 based aircraft by the year 2020. Up to two-thirds (140) of the powered based aircraft should be planned to be accommodated in T-hangars or conventional hangars in the long-range plan. Given the high value of most aircraft, there is a need to provide a secured hangar facility for parking these aircraft when not in use. The hangars also provide protection from weather conditions and from the corrosive salt air atmosphere. The Master Plan stated, ideally, the aircraft storage hangars should be consolidated in the same general area. The DOT has a waiting list of about 52 names for T-hangars at the three airports on Oahu, including 25 at Kalaeloa Airport, 16 at Honolulu International Airport, and 12 at Dillingham Airfield. Thus, there is a need for hangars to store privately-owned aircraft on Oahu.

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Generally, a T-hangar consists of a structure formed in a “T” which can accommodate a single aircraft parked within the structure. A sliding or double-hinged overhead door allows the aircraft to be pushed into the structure. A series of these individual hangar bays are typically constructed in a row or series of rows to accommodate the aircraft.

DOT has constructed T-hangars at Honolulu International Airport in the general aviation area along Lagoon Drive.

In addition, the Kalaeloa Airport Master Plan identified the need to provide space for lease lots which the DOT can lease to individual lessees for aviation-related uses. Use of lease lots is typically done at most of the State’s airports. The terms and conditions of the lease can vary according to the lessee’s intended use. Generally, one of the conditions of the lease is the lots must be used for aviation related purposes. The DOT has also developed lease lots at Honolulu International Airport along Lagoon Drive.

As previously discussed the Navy’s Final EIS, included analysis of the State-preferred alternative, which was also the Navy's preferred alternative, for continued use of the existing runways and aviation related facilities at the area now designated as Kalaeloa Airport.

1.6 Project Location and Access and Site Conditions

1.6.1 Project Location

The project site is an approximately 54.5-acre (about 1,600 feet by 1,470 feet) rectangular area generally bounded by Midway Road on north, the Airport boundary on the west, Taxiway C on the south, and Taxiway C-2 on the east. The project site was developed as a concrete aircraft parking apron by the US Navy. There are no buildings or structures on the project site for the T-hangars or lease lots. Figure 1.6 shows project site photographs.

1.6.2 Project Access

Fort Barrette Road is the main access road from the Interstate H-1. Within the former air station, Fort Barrette Road continues as Enterprise Road to Midway Road which forms the northern boundary of the Airport. Several access points to various facilities on the north side of the Airport will be available from Midway Road. Access to Hawaii National Guard facilities will be from Enterprise Road via Saratoga Road, and access to the U.S.

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Coast Guard facilities will be from Franklin D. Roosevelt Road and Coral Sea Road.

According to the Master Plan, the existing system of access roads will be adequate to serve the Airport through the planning period.

Access to the project site will be via three internal access roads, one on the west, one on the east, and one on the north, as shown on the Master Plan. The west and east access roads will be controlled by card access gate located near Midway Road. The two access roads will be used to reach the T-hangars and will include vehicle parking areas near the southern end of the road. The north access road will be used to reach the 8 lease lots located on the northern portion of the project site. Figure 1.7 shows the project site plan.

1.6.3 Existing Project Site Conditions

The project site is the concrete aircraft parking apron constructed by the US Navy.

According to previous geotechnical studies, the entire project site is covered with about 7 to 11 inches of concrete pavement. As previously discussed, there are no existing structures or other uses on the project site. Although the project site appears to be relatively flat, the topographic survey shows the project site is sloped towards intersection of Taxiway C and Taxiway C-2, or to the southeast. Runway 11-29 lies to the south of the Taxiway C.

1.7 Project Description

The DOT is proposing to construct 144 T-hangars in a series of 8 rows with 18 T-hangars in each row north of Taxiway C. Each hangar would be about 1,500 square feet and would accommodate a single aircraft. An office area would be located at one end of each structure and restrooms at the other end. The finished floors of the T-hangars will match the grade of the surrounding apron/taxilane area to allow entry of the aircraft without a change in elevation.

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The DOT would design and construct the T-hangars and lease the hangars to individual lessees for aircraft storage. Typically, the DOT would lease the T-hangar on a 30-day revocable permit. T-hangar lessees would need to file a DOT Space Application permit which sets forth the terms and conditions of the lease and responsibilities of the lessee as it relates to the facilities being leased.

In addition, on February 11, 1999, DOT adopted Hawaii Administrative Rules Title 19 Department of Transportation Subtitle 2 Airports Division Chapter 17.1, Small Plane Hangar Units and Tie-Down Spaces at Public Airport (Title 19, Chapter 17.1). The policy of Title 19, Chapter 17.1 sets forth that small plane hangars and tie-down spaces are provided primarily for the storage and maintenance of active airworthy aircraft.

In addition to the T-hangars, the DOT would develop 8 lease lots south of the existing parking lots and buildings on Midway Road. The lease lots would be available for development of aviation related uses, including to construct large hangars to house aircraft larger than would fit within the T-hangar. The lease lots would include an apron area to store or maneuver aircraft and access to a taxilane.

DOT would provide water and sewer lines to the T-hangars to the office areas and restroom areas of the T-hangar. Individual hangar bays would not be provided water or sewer service. DOT would also make water and sewer service available in the area of the lease lots.

Fire protection would be provided by fire hydrants located according to the National Fire Protection Association (NFPA) fire code. Individual hangars would not be provided fire protection. A new 12-inch water line would be connected to the existing 6-inch line along Midway Road. The new 12-inch line will service the potable and fire protection systems. Pressure reducing valve would be used to reduce the 12-inch line to a 2-inch line for the potable system.

A new 2-½ -inch sewer line would use a low pressure below grade sewer pump station to pump flows to new 8-inch sewer line located on Midway Road. The 8-inch line would connect to an existing 18-inch line along Midway Road. Flows from this system are routed to the City and County of Honolulu Honouliuli Wastewater Treatment Plant for treatment and disposal. Low pressure pumps will most likely be needed as development of the T-hangars and the lease lots proceed. The low pressure pumps will be located

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Drainage for the project site would be by a series of drain inlets and underground injection wells located between the rows of T-hangars.

Electrical service would be provided to the T-hangars, including to individual hangar bays and the restroom and office areas.

Water, fire protection, and sewer lines will be constructed near the lease lots for connection by the lessee. Similarly, electrical service would be provided to the lease lots. Utility service to the facilities on the lease lot will be the responsibility of the lessees.

The T-hangars and lease lots would be accessible for emergency vehicles. Civil design drawings will be submitted to the City and County of Honolulu Fire Department (HFD) for review and approval as development proceeds.

1.7.1 Project Site Plan

The T-hangar buildings would be sited in 2 sets of 4 rows. The area on both sides of the T-hangar buildings would be designated as taxilanes, defined as the portion of the aircraft parking area used for access between taxiways and aircraft parking positions, including within a hangar. See Figure 1.7.

The space between the 2 sets of buildings would be designated as a 2-way taxiway to allow aircraft access to the lease lots located north of the T-hangars. The site plans shows the separation to be about 250 feet to allow for taxilanes near the T-hangars and the taxiway, defined as a path established for the taxiing of aircraft from one part of an airport to another.

The south end of the T-hangar buildings would be sited about 80 feet behind, or north of the building restriction line (BRL) which runs parallel to the center of Taxiway C. The T-hangar buildings would be about 80 feet apart to meet FAA requirements for a taxilane.

See Figure 1.7.

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The 8 lease lots are sited south of Midway Road and would be provided with vehicle access roads to the back of the lots. The configuration of the lease lots has been modified from the Master Plan to accommodate the recently installed fuel tank and the hangar constructed along Midway Road. The lease lots would range in size from about 41,000 square feet to 75,000 square feet each. The lease lots are separated by a taxilane to allow aircraft access to the taxiway and by vehicle access roads.

1.7.2 T-Hangar Plan

The individual T-hangar bays would be configured in the form of a back to back “T” shape. This would allow aircraft to enter the building on opposite sides to minimize conflicts during taxiing. Each T-hangar bay would be about 1,500 square feet with a 44’- 4” opening provided by the double sliding doors. This opening would be the longest wing span of the aircraft which could use the T-hangar. Figure 1.8 shows the T-hangar plan.

The clear height of the sliding door would be about 14-0 feet above grade. The building height would be 22’-3” at the center of the building and would slope to about 18 feet at the roof edge. The building would be a steel frame structure with all metal siding, including the double sliding doors. The steel columns and frame would be placed between the hangars so interior space in each hangar bay would be clear of obstructions. The building will use concrete footings to support the steel columns.

Figure 1.9 shows the building elevations.

1.7.3 Aircraft Parking

The Master Plan also shows an aircraft parking apron area for based and itinerant aircraft tiedowns. A total of approximately 120 aircraft parking positions are shown by 2020 on the existing easterly apron south of the two large hangars. Space is available for additional tiedowns as needed. The Plan keeps the line-of-sight between Runways 11 and 22R clear of tiedowns.

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2. DESCRIPTION OF EXISTING ENVIRONMENT, IMPACTS AND

MITIGATION MEASURES

2.1 Geology, Topography and Soils

2.1.1 Existing Environment

The Waianae Volcano created the western half of Oahu, and the Ko'olau Volcano formed the Ko'olau Range and Schofield Plateau. The former Naval Air Station is located at the edge of the Schofield Plateau on a coastal plain, which is composed of interbedded coral reef and alluvial volcanic sediments ("caprock") overlying the basalt (volcanic rock). The caprock ranges from 50 to 400 feet thick along the northern boundary of the former Naval Air Station and from 750 to 1,000 feet thick along the coast. The upper 100 feet (30 m) of caprock is marine sediment, consisting mainly of coral reef with minor layers of shell fragments and beach sands.

According to the Soil Conservation Service’s “Soil Survey of Islands of Kauai, Oahu, Maui, Molokai, and Lanai, State of Hawaii” dated August 1972, Kalaeloa Airport is situated on coral outcrop (CR) with little or no soil cover. Across nearly the entire Airport, soil cover consists of a thin layer of friable, red material present in cracks, crevices, and depressions in the coral outcrop. Along the northern, western, and eastern boundaries of the Airport the soils are Mamala Stony silty clay loam. This soil type is formed in shallow alluvial deposits over the coral and is dark reddish-brown stony silty clay loam, neutral to mildly alkaline, with moderate permeability and slight to moderate erosion potential. The south shore comprises beach sand, which consists of light-colored sands derived from coral and seashells. The airfield is situated on filled land consisting of material dredged from the ocean or hauled from nearby areas, and general material from other sources.

In 1975, the US Department of Agriculture Soil Conservation Service (now Natural Resources Conservation Service) initiated a nationwide inventory of important farmlands. When completed, the inventory included three categories “prime”, “unique”, and “other farmlands of state-wide and local importance”. This classification was later adopted by the State of Hawaii Department of Agriculture under the title “Agricultural Lands of Importance to the State of Hawaii” (ALISH).

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The ALISH system defines “prime agricultural land” as lands best suited for food, forage, and timber crops. “Unique agricultural land” is defined as land other than prime, used for the production of high-value food crops. “Other agricultural land” is defined as land used for the production of food, feed, fiber and forage crops, but not classified as “prime” or “unique”.

According to the January 1977 ALISH Ewa area map, the project site is not classified as “prime, unique or other agricultural land”, indicating that the lands are not in the highest classification for productivity and high yield. No evidence of pre-historical, historical or modern agricultural use of the site has been documented.

2.1.2 Impacts and Mitigation Measures

Construction of the T-hangars and lease lot facilities will require subsurface excavation for placement of the foundations and footings for the various structures. Since the project site has been previously developed as a concrete aircraft parking apron, removal of the concrete will first be required.