FAQs

The Honolulu rail system, officially named the Skyline, opened on June 30, 2023. We encourage passengers to learn more about Skyline, its system features, and how to ride.

For questions regarding daily operations of Skyline, including inquiries about HOLO cards, fares or hours of operations, please visit DTS’ Skyline website at Honolulu.gov/Skyline, send an email to skyline@honolulu.gov, or call Skyline customer service at (808) 848-5555 (option 4).

First Operating Segment – Skyline (East Kapolei to Aloha Stadium):

• Opened service to the public on June 30, 2023.
• Day-to-day operations and maintenance falls under the purview of the City Department of Transportation Services (DTS).

Second Operating Segment – (Joint Base Pearl Harbor-Hickam to Middle Street Transit Center):

• Four (4) stations located at Pearl Harbor, Airport, Lagoon Drive, and Middle Street.
• The Core Systems equipment installation of traction power, communications, automated train control, and platform screen gates is ongoing.
• The “Third rail” energization began on June 17, 2024.
• The anticipated transfer to DTS is scheduled for late 2025 for the opening of service.

Third Operating Segment – (Kalihi to Civic Center):

• Six (6) future rail stations located at Kalihi, Honolulu Community College-Kapālama, Iwilei, Chinatown, Downtown, and Civic Center.
• City Center Utilities Relocation work started in 2022 and is ongoing. The work will clear the way for future construction of the columns, guideway and stations.
• Downtown Utilities Relocation: Expected to be complete in the first quarter of 2025.
• Dillingham Utilities Relocation: Expected to be complete in the first quarter of 2026.
• City Center Guideway and Stations Project: Notice to Proceed was issued on October 7, 2024, to Tutor Perini Corporation for the City Center Guideway and Stations design and construction.
• The start of construction is estimated in the second-half of 2025.

Construction of this segment will be completed in 2030 and transferred to the Department of Transportation Services in 2031.

COMMUNITY MEETINGS:
HART and its Dillingham and Downtown Utilities Relocation contractors hold quarterly meetings to update the public on progress and upcoming activities.

HART’s 2022 Recovery Plan proposed an amendment to the original Full Funding Grant Agreement (FFGA), a contract between the City and County of Honolulu and the Federal Transit Administration (FTA) executed in 2012. The initial FFGA provided $1.55 billion in federal funding and outlined the project scope, 20 miles and 21 stations from East Kapolei to Ala Moana. However, when the project encountered challenges, HART submitted a 2022 Recovery Plan to the FTA, which proposed to truncate the project scope from the original 20 miles and 21 stations to 18.9 miles and 19 stations from the East Kapolei Station to the Civic Center Station; the FTA accepted this plan in September 2022.

The 2022 Recovery Plan also proposed the deferral of the Pearl Highlands Parking Garage. The scope change required an amendment to the Full Funding Grant Agreement (FFGA), which was necessary to maintain the funding needed to complete the remainder of the project.

Throughout 2023, HART collaborated with the FTA on amending the FFGA document, requiring approvals from various entities such as the U.S. Department of Transportation, the U.S. Congress, Governor’s Office, HART Board, City Council Committee on Budget, and Full City Council. The amended document was signed by Mayor Blangiardi on February 1, 2024. On April 24, 2024, HART received $125M of the remaining $744M in federal funds, the first funding received under the FFGA since 2017.

The destination of reaching Ala Moana is important because of the location of the Ala Moana Transit Center, the City’s largest bus transit center. More than 1,500 daily bus routes pass through Ala Moana Transit Center, where rail riders will be able to easily transfer to frequent bus service and continue their trips to Waikiki, UH, Hawaii Kai or elsewhere.

Ala Moana is also the Locally Preferred Alternative as approved by the Honolulu City Council. Despite the Amended Full Funding Grant Agreement that was finalized in February 2024 to have a temporary rail terminus at the Civic Center Station, the overall goal of reaching Ala Moana Transit Center does not change.

The goal is still for the rail project to reach Ala Moana Transit Center. When the temporary rail system terminus is at the Civic Center Station, enhanced bus service will be provided to get riders to their final destinations. Frequent bus service will be available for rail riders at both the Downtown Station and the Civic Center Station, some with direct bus service to Waikiki, UH and to the Ala Moana Transit Center, where connections to other buses can be made.

It is interesting that, in the original ridership forecast for the Project, only 10 percent of the anticipated rail passengers were expected to have Kakaako or Ala Moana as their final destinations – meaning that 90 percent of the anticipated passengers would have exited rail before, or at, the Civic Center Station or would have boarded a bus at the Ala Moana Transit Center to get to their final destinations. Boarding a bus at the Downtown Station or the Civic Center Station will provide very comparable transit service to those passengers whose travel extends beyond Ala Moana.

The City’s Department of Transportation Services (DTS) operates and oversees passenger service for the rail system Skyline, and is responsible for TheBus and TheHandi-Van connectivity.

For Skyline rail operations info (fares, HOLO card, and schedules), visit the Department of Transportation Services website at Honolulu.gov/Skyline or contact Skyline at 808-848-5555 (Option 4).

There are several reasons that a street-level rail system would not be feasible at this point of the Honolulu rail project, including:

• One significant reason is that the rail system is powered via a “third rail”, which is literally a separate rail that runs alongside the tracks. The trains receive electricity from the third rail, which carries 750 volts of electricity. Having a street-level system would require significant barriers to protect the public from the dangers of the third rail, which is currently achieved with the elevated guideway system.
• Another reason that a street-level system would be problematic is that the trains are expected to have approximate 6-minute headways (the time between trains) during peak hours of operation. That means, for a street-level system, certain intersections all along the route would need to be closed to traffic and pedestrians at least every 6 minutes for a train to pass. This would create additional traffic congestion on our streets that is avoided with the elevated guideway.

The planned 1,600-stall parking garage at the Pearl Highlands station will be deferred due to the excessive cost of building it at the originally planned location. However, HART and the City’s Department of Transportation Services (DTS) are committed to working together to find an alternative location for a garage. Several potential options have been discussed but much more research will need to be done before a plan can be developed.

In the meantime, DTS will add additional and enhanced bus service from North Shore and Central Oahu locations that will enable passengers to board the rail system at a planned bus transit center that will be built directly adjacent to the Pearl Highlands Station.

HART has, and continues to be, diligent in searching for ways to reduce the funding shortfall – and ultimately to get the Project to Ala Moana. Some ways that the shortfall is being addressed:

• Internal Cost Reductions: HART continues to look for ways to reduce its internal costs, including ways to improve efficiencies of internal processes, eliminate redundancies and better manage costs. An example is a 2021 streamlining of the organizational structure that will save $150–200 million over the remaining life of the project.
• Efficient Construction: Ways of reducing construction-related costs are also being evaluated. An example is the decision to implement a shift of a section of the guideway route along Dillingham Boulevard from the middle of the street to the mauka side, thereby eliminating the need to relocate certain utilities. This “mauka shift” will save approximately $150 million.
• Risk Mitigation: Risk reduction actions have been implemented, and are evaluated on an on-going basis, which will reduce future costs of procurement. A good example of risk mitigation is the work by HART to get the utility designs completed and approved before awarding the two recent utility relocation contracts. This work will save construction costs and also shorten the work schedule, adding to the construction savings. In the past, HART had awarded contracts without approved final designs, which is a considerable risk to the contractors proposing on the construction work.
• Seeking New Funding: In addition to the Recovery Plan, HART continues seeking new revenue sources for the Project.

The Mauka Shift refers to a plan to move a section of the rail guideway from the center of Dillingham Boulevard to the mauka side of the street. This mauka shift saves time and money for the Project by eliminating the need to relocate certain utilities.

Currently there is a complex web of electricity, water, sewer and fiber optics lines that run under Dillingham Boulevard. There are also two 138-kilovolt power transmission lines above ground on either side of Dillingham Boulevard. On the makai side, there are also 12- and 48-kilovolt power lines. For HART to move all of these power lines underground would be extremely difficult as there is not enough room to provide the clearances needed to service existing utilities. Moving the guideway to the mauka side of the street eliminates the need to bury all of the power lines on the makai side and avoids the need to move other existing underground utilities, thereby improving the Project schedule and reducing costs by approximately $150 million.

“City Center” is a term used to describe the last construction in the third operating segment of the Rail Project, comprised of the Dillingham Boulevard, Iwilei, Downtown, and Kakaako areas.

The major scope elements for Utilities Relocation work include the movement of storm drainage facilities, sewer facilities, water main, gas/fuel, electrical, communications infrastructure, and making roadway improvements to facilitate the installing the guideway columns in the subsequent phase.

Once the utility relocation work is completed in these areas, the City Center Guideway and Stations construction work will begin.

The City Center Utilities Relocation project consists of (3) three separate contracts:

• Downtown Utilities Relocation: This project is underway from Kaaahi Street to Cooke Street, along Nimitz Highway and Halekauwila Street, ending at the at the intersection of Coral Street and Halekauwila Street. The contract was awarded to Frank V. Coluccio Construction Company (FVCCC), and the roadway work began in June 2022. Completion is expected in 2025.
• Dillingham Utilities Relocation: Work is ongoing in the Kalihi-Palama area beginning on Kamehameha Highway from Middle Street to the corner of Dillingham Boulevard and Kaaahi Street. The contract was awarded to Nan, Inc., and the roadway work began in 2022. Completion is expected in early 2026.
• City Center Guideway and Stations Construction: The contract to design and construct the six rail stations and approximately three miles of elevated guideway in Segment 3 was awarded in August 2024. Notice to Proceed was issued on October 7, 2024. Construction is estimated to begin in the second-half of 2025.

More about the utilities relocation construction work:
Construction crews will “pothole” to confirm the location of the underground utilities, “jet grout” to control groundwater during construction, excavate and place new utility infrastructure, switch the services over to the new infrastructure, remove the old utility lines, and backfill and repave the street.

Yes, steel plates will likely be used in some areas. For example, HART’s contractor for the Downtown Utilities Relocation, Frank V. Coluccio Construction Company (FVCCC), will place cold mix asphalt around the edges of the steel plates to provide a smoother transition. Also, FVCCC will tack weld multiple road plates together to avoid an abrupt edge to help minimize the noise from vehicles driving over steel plates.

Downtown Utilities Relocation work is ongoing Monday through Saturday from 7:00 am to 5:30 pm and 8 pm to 5 am.

Dillingham Utilities Relocation work is ongoing 24/7.

• Left turns from Kamehameha Highway and Dillingham Boulevard, from Middle Street to Kaaahi Street, will be restricted. Left turns from driveways will also be restricted.
• Through lanes and turn lanes along cross streets at the intersections of Kamehameha Highway and Dillingham Boulevard may be closed during weeknights from 7 pm to 5 am.

For general information on HART construction, please visit our project website at HonoluluTransit.org. If you have any questions, inquiries can be emailed to info@honolulutransit.org.

HART and its Dillingham and Downtown Utilities Relocation contractors hold quarterly Business and Community Meetings as an opportunity for the public to learn about the construction progress and to remain informed of upcoming lane closures and work areas.

Business and Community Meetings on holidays are subject to change; dates are posted on HART’s upcoming events calendar.

Sign-up for the HART eBlast:
> Click Here

A hammerhead is a cement “cap” that is built on the top of the rail guideway columns at the location of the rail stations. The hammerhead extends from the guideway column and supports the rail station platform girders.

Hammerhead Repair Update:
The hammerhead repair and retrofit work, aimed at preventing corrosion, adding structural strength, and guarding against future cracking, was successfully finished on May 21, 2023.

Trial running is the final testing phase before operational readiness.

First Operating Segment:
The final testing phase was conducted from August 29, 2022, to February 2023, simulating 144 scenarios of normal and emergency rail operations. This comprehensive testing included a System Demonstration phase. Safety certification for this first segment was finalized to ensure a smooth turnover to the Department of Transportation Services (DTS).

Second Operating Segment:
The Core Systems installation, including traction power, communications, automated train control, and platform screen gates, is underway. The on-site testing and commissioning process is currently ongoing for this second segment. “Third rail” energization began on June 17, 2024 and vehicle testing is ongoing. Operational Readiness and the transfer of assets to DTS are targeted for late 2025.

Stay tuned for updates on subsequent segments.

The rail track in Segment 2 from the Hālawa (Aloha Stadium) Station to Kahauiki (Middle Street) Station is now energized. The “third rail,” which powers the trains, carries 750 volts of electricity. Any contact with the third rail will result in immediate death.

While the rail stations may look complete, they are still active work zones. Access to secured rail facilities and the guideway is strictly prohibited.

HART is preparing to expand the rail system in Segment 2 with four new stations, connecting Aloha Stadium Station to Middle Street Station. This segment is anticipated to open for passenger service by the end of 2025.

RAIL HAZARDS AND SAFETY TIPS

• Keep out of rail stations under construction and all active work sites.
• Do not attempt to cut or hop fences to enter secured facilities.
• The system is equipped with 1,500+ security cameras.
• The automated trains move in any direction at any time without warning.
• Keep off the rail track. The third rail is energized 24/7 with 750 volts of electricity. Any contact with the third rail will result in immediate death.
• Trespassing at rail facilities is strictly prohibited, and violators will be prosecuted (HRS S708-814).

ADDITIONAL SAFETY TIPS
HART urges the public to follow safety precautions when driving near the rail guideway:

• Look ahead, not overhead.
• Do not watch or photograph the trains while driving.
• Keep your attention on the road.

• In late 2020, it was discovered that there was a misalignment of the wheels and rails in the double-crossovers (also known as “frogs”) due to the wheels being too narrow. As a precaution, speed restrictions were put in place for all trains traveling through the double-crossovers. An independent industry expert was engaged to evaluate the situation and recommend a solution. The recommendation, that was agreed to by HART, DTS and HDOT, included a short-term solution of performing a weld of the double-crossovers to fill the gap caused by the narrow wheels. The permanent solution is to replace the wheels. The welding work has been completed. Wheel replacements on the fleet of vehicles has begun. All trains will eventually be fitted with the new wheels.

• It was also discovered that the track gauge in certain areas of the double crossovers was too tight. The tracks have been adjusted and the gauge issue has been resolved. Based on the work that has been performed, tested and approved, the speed restrictions for the trains has been lifted and normal testing operations are underway.

Benefits of the elevated guideway include an exclusive right-of-way, free from street-level hazards such as cars, pedestrians, bicyclists, and other modes of transportation along the east-west corridor. Grade separation is also necessary to maintain and support the goal of having a consistent and reliable schedule because train vehicles are not subject to street-level congestion, which can cause delays. An elevated guideway also minimizes the “transit footprint” of the system by minimizing the land that would be needed to build a street-level system in the midst of current traffic lanes.