chapter 9 pollution prevention and good housekeeping · kaneohe honolulu kailua kaneohe bay p a c i...

Oahu Storm Water Management Program Plan Part II: Program Design

Chapter 9 9-1 March 2007 Pollution Prevention and Good Housekeeping

CHAPTER 9 POLLUTION PREVENTION AND GOOD

HOUSEKEEPING

The overall Pollution Prevention and Good Housekeeping Program (Pollution Prevention Program) consists of the following sub-programs, described in Sections 9.1 through 9.5:

• Debris Control BMP Program; • Chemical Applications BMP Program; • Erosion Control BMP Program; • Maintenance Facilities BMP Program; and • Storm Water Pollution Control for Flood Control Projects.

9.1 Debris Control BMP Program

Public use of Oahu highways cause the accumulation of litter, debris, sediment, heavy metals, and other matter within the rights-of-way, which may enter the Oahu MS4 during storm events. The Debris Control BMP Program (Debris Program) provides the framework for which potential pollutants (e.g., debris, soil, and organic materials) within HDOT Highways rights-of-way and in the Oahu MS4 will be managed. The program covers all highways and State owned roadways on Oahu, including their storm drain systems. It includes BMP procedures for conducting inspections and cleaning of all appropriate facilities, as well as an information system supported by and integrated with the AMS to collect and analyze data relating to sweeping and cleaning activities. The AMS will provide collected data that will be used for scheduling and reporting requirements. The program includes coordination with the Public Education Program (see Chapter Four), and training for those personnel responsible for inspecting and conducting the sweeping of roadways and cleaning of drainage structures.

9.1.1 Street Sweeping and Storm Drain Cleaning

HDOT Highways employs a number of measures to ensure that polluting materials do not impede the conveyance capacities of storm water drainage facilities and that their pollutant impacts to receiving waters are reduced to the maximum extent practicable. Such measures include street sweeping and litter removal using industry-standard sweeping vehicles, and clearing of debris and other materials that accumulate in drainage structures, such as catch basins, through mechanical (e.g., vacuuming) or manual means. Timely removal of debris from streets and storm drainage structures prevents storm water from flushing pollutant material into receiving surface waters.

This section describes the procedures for conducting street sweeping and storm drain cleaning. HDOT Highways Oahu District Maintenance Section (HWY-OM) is responsible for removing any litter, debris, sediment or other matter that accumulate within Oahu’s highway rights-of-way, including the Oahu MS4. Removing such material, sediment and debris ensures that storm water drainage is unimpeded and that potential pollutants to receiving waters are reduced to the maximum extent practicable. Polluting material typically found on roadways, which could enter the Oahu MS4 include:



• Material from illegal dumping; • Runoff from construction activities within and adjacent to Highways rights-of-way; • Litter from motorists and pedestrians; • Debris from vehicles; • Loose paving materials and aggregate from cracked pavements and potholes; • Vegetative debris; and • Sediment accumulation.

Service contractors conduct much of the street sweeping and storm drain cleaning on Oahu. Debris Program personnel, who presently are part of the master consultant’s staff, conduct inspections of these activities. However, HWY-OM personnel conduct their own inspections and street sweeping on the Interstate Routes H-1, H-2 and H-3.

9.1.1.1 Street Sweeping

Currently, all highway segments on Oahu are divided into two lists, designated A and B, as shown on Figures 9-1 through 9-5 and listed in Table 9-1. “A” list segments will be swept at least once every five weeks while “B” list segments will be swept at least once every 15 weeks. Highway segments assigned to the “A” list generally carry higher volumes of traffic than “B” list segments, and often receive higher accumulation of roadway debris. Figures 9-1 through 9-5 show those “A” segments within high priority watersheds and those that are not.

Street sweeping service contractors are able to schedule their sweeping activities within the constraints provided under the “A” and “B” lists. Service contractors coordinate their schedules with the inspectors.

An inspector will accompany the service contractor during a sweeping activity, and will collect certain information, recording it on inspection forms (see Appendix G.1). The information collected by the inspector includes the location of swept areas (i.e., name of highway, and mile post to mile post) and the amount of debris collected. The inspector is required to enter the information into the street sweeping database of the AMS (see Section 3.3.5). Unlike other inspection programs, there are no plans at this time to convert the data collection/entry process using GPS/PDA units.

Every March (i.e., March 2008, March 2009, etc.), street sweeping data collected up to that period will be analyzed using the AMS, which may result in a re-categorization of highway segments as listed on Table 9-1. For instance, some “B” list segments may be re-categorized as “A” list, which will require that these segments be swept at least once every five weeks. Any changes to the categories provided in Table 9-1 will be based on material accumulation rates, potential impacts to the quality of State waters, and other criteria. Prior to conducting the analysis, debris accumulation thresholds will be established to determine when more frequent (i.e., five week cycles) sweeping should be conducted. If the categorization were changed, it will be submitted to HDOH for review Future service contracts will be modified to reflect the new sweeping schedule.

KAENA PT.

WAIANAE

HALEIWA

WAHIAWA

WAIPAHU AIEA

PEARL CITY

KAHUKU PT.

KAAAWA

EWA

WAIKIKI

KANEOHE

HONOLULU

KAILUA

KANEOHEBAY

P A C I F I C O C E A N

OAHU

RTE 93

RTE 930

RTE

750

RTE 63

RTE 61RTE 72

RTE 76RTE 95

RTE 99

RTE 83

NANAKULI

H-3

H-1

H-2

H-1

Statewide Storm Water Management ProgramOahu Storm Water Management Program Plan

Highway Route Categories for Street Sweeping - IslandwideFigure 9-1

Legend

"A" List Routes in High Priority Watershedto be swept once every five weeks

Other "A" List Routes to be swept onceevery 5 weeks

"B" List Routes to be swept once every 15 weeks

N Scale0 1 2 3 4 miles

KAENA PT.

WAIANAE

HALEIWA

WAHIAWA


RTE 930

RTE

750

RTE 99

RTE 99

RTE 7012

RTE 99

RTE 99

RTE 93

Farrington Hwy.

RTE

83

Farrin gton Hwy.

Kamehameha Hwy.

Kamanananui Rd.Whitmore Ave.

Kunia

Rd.

Kamehameha H wy.

H-2 Fwy.

Wilikina Dr.

RTE 80Kam. Hwy.

H-2

CloseupView

Oahu


Highway Route Categories for Street Sweeping - Kaena Point - Central OahuFigure 9-2

Legend



N Scale0 .5 1 1.5 2 mi.

RTE 7110

WAIPAHU

AIEA

PEARL CITY

EWA

WA

K

RTE 9

RTE 76

RTE 71

41RTE 95

RTE 93

K

meha H wy.

RTE 901

Kalae

loa Bl

vd.

Ft. Barrette Rd.

Malakole St.

RTE 750

RTE 99

Kunia Rd.

Kameham

eha Hwy.

RTE 7101 RTE 99 RTE 72

41

RTE 9

9

RTE 92

Farrington Hwy.

Ft. Weaver Rd.

RTE 76

H-1

H-201H-1

H-1

H-2

H-1

H-1

Farrington Hwy.

CloseupView

Oahu


Highway Route Categories for Street Sweeping - Ewa - AieaFigure 9-3

N Scale0 .5 1 1.5 2 mi.

Legend


Other "A" List Routes to be swept onceevery 5 weeks


RTE 63

RTE 99 RTE 78

RTE 7

241

RTE 7239RT

E 99

RTE 73

50

RTE 99

RTE 92

RTE 7241

RTE 92RTE 64

RTE 92RTE 7413

RTE 98

RTE 61

RTE 63

RTE 7310

RTE

7345

H-1

H-201H-1

H-1

H-3

1

Puuloa

Rd.

RTE 7415H-1

H-1

Pali Hwy.Nimitz Hwy.

Likelik

e Hwy

.

Kalihi St.

CloseupViewOahu


Highway Route Categories for Street Sweeping - Pearl Harbor-Airport-KalihiFigure 9-4

N Scale0 .25 .5 .75 mi.

Legend


Other "A" List Priority Routes to be swept once every 5 weeks


WAIKIKI

KANEOHE

HONOLULU

Likelike Hwy.

H-3

H-3

Pali Hwy.

KAILUA

RTE 63

Kahekili Hwy.RTE 83

Kamehameha Hwy.

RTE 83

RTE 65

RTE 61

RTE 72RTE 61

RTE 72

RTE 72

RTE 72

41

RTE 92

RTE 64RTE 92

RTE 92

H-1

H-201

H-1

H-1

Ala Moana Blvd.

Kalanianaole Hwy.

Old Waialae Rd.RTE 7601

H-3

CloseupViewOahu


Highway Route Categories for Street Sweeping - East Honolulu-KailuaFigure 9-5

N Scale0 .5 1 1.5 2 mi.

Legend


Other "A" List Priority Routes to be swept once every 5 weeks




Table 9-1 Categorization for Street Sweeping Schedule of All State Highways on Oahu

Route or Highway No. Name

Limits ScheduleCategory

H-1 H-1 Freeway Palalai Interchange (MP 0) to Ainakoa Ave. (MP 27.16) A H-2 H-2 Freeway Waiawa Interchange (MP 0) to Wilikina Dr. (MP 8.33) A H-3 H-3 Freeway Halawa Interchange (MP 0) to Marine Corp Base-Kaneohe

(MP 15.32) A

201 Moanalua Freeway

Halawa Interchange (MP 0) to Middle St. Interchange (MP 4.09)

A

61 Pali Hwy., Kalanianaole Hwy., Kailua Road

Vineyard Blvd. (MP 0) to Kawainui Bridge (MP 10.60) A

Nimitz Hwy. (MP 0) to Kalihi St. (MP 1.42) B 63 Kalihi St., Likelike Hwy. Kalihi St. (MP 1.42) to Kahekili Hwy. (MP 8.28) A

Sand Island Park (MP 0) to Beginning of Bascule Bridge (MP 1.40)

A

Beginning of Bascule Bridge (MP 1.40) to End of Bascule Bridge (MP 1.53)

B

64 Sand Island Parkway and Access Road

End of Bascule Bridge (MP 1.53) to Nimitz Hwy. (MP 2.60) A 65 Kaneohe Bay

Dr., Makapu Blvd.

Kamehameha Hwy. (MP 0) to Kalaheo Ave. (MP 4.15) A

Kailua Rd. (MP 0) to Bellows Main Gate (MP 4.13) A Bellows Main Gate (MP 4.13) to Lunalilo Home Rd. (MP 13.26) B

72 Kalanianaole Hwy.

Lunalilo Home Rd. (MP 13.26) to Ainakoa Ave. (MP 18.46) A Iroquois Gate (MP 0) to Farrington Hwy. (MP 6.01) B 76 Ft. Weaver Rd.,

Kunia Rd. Farrington Hwy. (MP 6.01) to H-1 Freeway (MP 6.64) A 78 Moanalua

Freeway Aiea Interchange (MP 0) to Halawa Interchange (MP 0.74) A

80 Kamehameha Hwy.

Wilikina Dr. (MP 0) to Kamananui Rd. (MP 1.88) A

Weed Circle (MP 0) to Haiku St. (MP 39.59) B 83 Kamehameha Hwy., Kahekili Hwy., Likelike Hwy.

Haiku St. (MP 39.59) to Pali Hwy. (MP 43.92) A

Hickam Main Gate On-Ramp (MP 0.24) to Middle St. (MP 3.52)

B 92 Nimitz Hwy., Ala Moana Blvd.

Middle St. (MP 3.52) to Kalakaua Ave. (9.26) A 93 Farrington Hwy. Palalai Interchange (MP 0) to Kaena Pt. (MP 19.53) B 95 Kalaeloa Blvd.,

Malakole St. Palalai Interchange (MP 0) to access road leading to storage yard (MP 2.68)

B

98 Vineyard Blvd. Olamea St. (MP 0) to H-1 Ramp (MP 1.76) B 99 Kamehameha

Hwy., Kamananui Rd., Wilikina Dr., Farrington Hwy.

Weed Circle (MP 0) to Pearl Harbor Interchange (MP 23.83) A

750 Kunia Rd. H-1 Freeway (MP 0) to Wilikina Dr. (MP 8.05) A



Table 9-1 Categorization for Street Sweeping Schedule of All State Highways on Oahu

(continued)

Route or Highway No. Name

Limits ScheduleCategory

901 Ft. Barrette Rd. Barbers Pt. Rd. (MP 0) to Makakilo Overpass (MP 1.38) B Kaena Pt. (MP 0) to Puuiki St. (MP 5.52) B 930 Farrington Hwy.,

Kaukonahua Rd. Puuiki St. (MP 5.52) to Weed Circle (MP 7.92) A 7012 Whitmore Ave. Kamehameha Hwy. (MP 0) to Naval Com. Station (MP 1.90) A 7101 Farrington Hwy. Kunia Rd. (MP 0) to Kamehameha Hwy. (MP 3.00) A 7110 Farrington Hwy. Kunia Rd. (MP 0) to Old Ft. Weaver Rd. (MP 0.62) B 7141 Iroquois Rd. Ft. Weaver Rd. (MP 0) to West Loch (MP 1.51) B 7239 Ulune St.,

Halawa Valley Rd.

Kahuapaani St. (MP 0) to Iwaiwa St. (MP 0.32) A

7241 Kahuapaani St., Halawa Heights Rd.

Salt Lake Blvd (MP 0) to Camp Smith (MP 2.32) A

7310 Puuloa Rd. Nimitz Hwy. (MP 0) to Moanalua Freeway (MP 1.03) B 7345 Jarrette White

Rd. Moanalua Freeway (MP 0) to Tripler Hospital (0.55) B

7350 Bouganville Dr. Radford Dr. (MP 0) to Salt Lake Blvd. (0.59) A 7351 Radford Dr. Kamehameha Hwy. (MP 0) to Bougainville Dr. (MP 23) A 7401 Kamehameha

Hwy. Middle St. (MP 0) to near Kalihi Stream Bridge (MP 0.10) A

7413 Liliha St. King St. (MP 0) to H-1 Freeway Overpass (MP .35) A 7415 Middle St. Kaua St. (MP 0) to Kamehameha Hwy. (MP 0.51) A 7601 Old Waialae Rd. Kapiolani Blvd. (MP 0) to King St. (MP 0.41) B

9.1.1.2 Storm Drain Cleaning

Drainage infrastructure of the Oahu MS4 includes inlets, catch basins, pipes, culverts and outfalls. Other elements of the Oahu MS4 include open ditches, trenches and swales. Inlets and their associated catch basins will be inspected at least once every six months. The service contractor, who is contracted by HDOT Highways to perform drain cleaning, is responsible for scheduling the inspections, and informing the MS4 Task Force manager of the schedule in advance of any particular inspection.

Similar to the sweeping schedule, the inspection schedule of drainage infrastructure will be evaluated every March (i.e., March 2008, March 2009, etc.) for possible changes. Certain drainage structures may be inspected less or more frequent than the current six months. Inspection and cleaning data collected up to that period will be analyzed using the AMS. Prior to conducting the analysis, debris accumulation thresholds will be established to determine when more frequent inspections should be conducted. For instance, if sediment exceeds one-third the depth of a structure on an annual basis, cleaning will likely be performed more frequently. If the schedule were to change, it will be submitted to HDOH for review. Large debris (e.g., wood or trash) accumulating on top of or blocking drainage structures shall be



removed promptly. Future service contracts would be modified if cleaning and/or inspection schedules were to change.

Inspections and cleaning of catch basins have been initiated. During an inspection of catch basins, the inspector will determine whether cleaning is required based on established debris accumulation thresholds (i.e., the depth of deposited sediment and debris is one-third the depth from the invert of the structure to the invert of the lowest pipe or opening into or out of the structure). An inventory of other drainage structures (pipes, culverts, ditches and swales) is being developed (see Sections 3.2 and 9.1.2), which would be used to establish appropriate thresholds and the terms and specifications of future service contracts.

If the drainage structure or element requires cleaning, as determined by the inspector, the service contractor will be responsible for conducting the cleaning. The inspector will enter the inspection data into a handheld GPS/PDA unit that has been configured to reflect the inspection forms. As noted in Section 3.3.5, the GPS/PDA units will be capable of direct uploading of information into the AMS, eliminating the need for inspectors or other personnel to physically re-enter data into the system.

The cleaning of a drainage structure or element will be conducted in the following manner: • Cleaning will not be performed during inclement weather; • At catch basins:

− Litter and other debris are removed from around the drain inlet and vegetation, if any, are to be cleared within ten feet of the inlet, if possible,

− Deposited sediment and debris are removed by using either vacuum equipment/truck or by hand tools, and

− Removed sediments and debris are dried to an appropriate moisture level before transport to and disposal at an approved landfill (also see Section 9.4.5).

• Pipes will be cleaned using the appropriate methods taking into account pipe sizes and locations, but generally conducted in the following manner: − Litter and other debris are removed from the pipe entrance or outfall, − Deposited sediment is removed from the pipe using jetting, augers, cables, hand

tools or a combination of methods, − Loosened materials are confined downstream of the clog and removed with vacuum

equipment, and − Removed sediments and debris are dried to an appropriate moisture level before

transport to and disposal at an approved landfill (also see Section 9.4.5). • At ditches, swales or other open-air drainage structure:

− Litter and other debris are removed from around the drainage structure and vegetation, if any, is cleared within ten feet of the structure, if possible,

− Deposited sediment and debris are removed by using either vacuum equipment/truck, excavating equipment or by hand tools, and

− Removed sediments and debris are dried to an appropriate moisture level before transport to and disposal at an approved landfill (also see Section 9.4.5).

Cleaning activities shall be observed by an inspector who will record the amount of material removed from the drainage structure using a handheld GPS/PDA unit. The GPS/PDA units will be configured to log drain inspection data, and will be synchronized (e.g., direct uploading capabilities) with the AMS Drain Cleaning database.



9.1.2 Management System

The AMS (see Chapter Three) supports the Debris Program by first providing a complete and exhaustive inventory of the Oahu District’s storm drain system. The AMS includes mapping of the Oahu MS4 outfalls, storm drain pipes, open channels, storm drainage features, and facilities. It will also include the roadway network and HDOT Highways rights-of-way. A schedule to complete the storm drain mapping was submitted to HDOH in September 2006. The past and anticipated time frames for completing major activities are as follows, which is projected to be completed by January 2008:

• Obtain and geo-reference HDOT Highways CADD files of existing highway network: February 2006 to June 2006;

• Obtain and geo-reference HDOT scanned as-built drawings: February to May 2007; • Attribute drainage features in ArcMap™ using AMS Attributing Tool: May 2006 to

November 2007; • Quality review of attributing process: August 2006 to November 2007; • Routine inspections and field verification of drainage feature locations: September 2006

to December 2007; • Development of individual layer files for inlets, outfalls, manholes, culverts, lined

ditches, unlined ditches and other features: October 2007 to January 2008; and • Preparation of Oahu Storm Drain Mapping: October 2007 to January 2008.

As mapping is completed, a process to maintain and update the system’s layers will be developed and implemented.

In locating the components of the storm drain network, the AMS will allow for the establishment of priorities for inspections and cleaning, and to schedule and track system maintenance and debris removal program activities. As appropriate, GPS/PDA units are used to record inspection and cleaning data, and to verify structure locations for debris removal activities. Sketch and photographic documentation will be maintained with the data collected by the units. Based on the recorded results of the debris collected during removal activities, analysis will be conducted using the AMS to determine if modifications to the inlet cleaning or street sweeping schedules are required. Knowing the location of the drainage infrastructure in relation to factors identified outside the network, such as 303(d) water bodies, may also contribute to a more meaningful analysis of street sweeping and drain cleaning priorities, which are based partly on water quality concerns (see Sections 9.1.1).

9.1.3 Informational Placards

The program to install informational placards at storm drain curb inlets was started in January 2001. Currently, the MS4 Task Force/DDU of the Oahu District administers and implements the placard program using HDOT Highways staff. HDOT Highways chose to use commercially manufactured steel placards that are attached near the storm drain inlets using epoxy glue or nails (see Figure 9-6). The steel placards are more durable than painted stencils, which are used by the City, but wear off and must be repainted every few years. As shown in Figure 9-6,

Statewide Storm Water Management Program Oahu Storm Water Management Program Plan

Storm Drain Informational Placard Figure 9-6



the placards would contain messages that inform the public in an easy to understand manner that any material dumped into a storm drain would find its way to the ocean where it could have a polluting effect.

HDOT Highways plans to install at least 75 placards annually. The schedule is to install placards in locations that are used for industrial and / or commercial purposes and areas with high volumes of pedestrian traffic. The maintenance of existing placards will occur after placards have been installed on all State Highway routes

As described in Section 3.3.5.1, the Informational Placard program may use the AMS to help identify potential roadways and schedule installation of the placards once the program matures and more sophisticated methods for tracking installations are developed.

Once the AMS system is set up to record placard information, inspectors conducting routine storm drain inspections (see Section 9.1.1.2) will also check the condition of placards, if any, and record this information on their GPS/PDA units. Because all information from the inspections is inputted into the AMS, the placard program coordinator will be able to periodically check the status of placards, and schedule repairs or replacements based on the availability of HWY-OM maintenance staff.

9.1.4 Training

The training element for the Debris Program will include instruction about the BMPs used for the sweeping of roadways and cleaning of drainage structures, covering such subjects as inspection methods, criteria for sweeping and cleaning of roadways and storm drain structures, and how to record the pertinent observations or data.

Training Recipients

Training will be made available to any person responsible for carrying out any element of the Debris Program, including all staff contracted by the State or through the master consultant contract. These persons include, but not necessarily limited to, inspectors responsible for duties specified in Sections 9.1.1, and clerks or managers responsible for maintaining databases and records and coordinating with service contractors. Personnel employed by the service contractors who perform duties under this program will also be required to receive training.

Training Method

The method of training will involve both PowerPoint presentations and handout materials, which include the following documents:

• Presentation’s PowerPoint slides that allow for the taking of notes; and • Descriptions of Debris Program BMPs.



Training on the operation of equipment specific to the Debris Program will be conducted by the supervisor responsible for the specific function to which the training applies. Such training includes situations where a new employee begins work or when new equipment is acquired.

Trainer Qualifications

The trainer must meet the following qualifications: • Experienced in the operation of sweeping and debris removal equipment; and • Understanding of various sweeping and debris removal BMPs specific to HDOT

Highways requirements.

Topics

Topics will include the following: • Environmental background and regulatory requirements, particularly the Clean Water

Act and the NPDES permit program; • Information and awareness of the Oahu MS4 NPDES Permit, and the overall Oahu

SWMP; • Informing staff that they serve an important role in protecting the water quality in the

State; • Responsibilities of HDOT Highways regarding storm water management; • Operation of sweeping and debris removal equipment; and • Proper collection and disposal techniques for street sweeping and drain cleaning.

Training Schedule and Reporting

Training will be held on an as-needed basis. Formal “classroom” type of training may be combined with other training conducted under other programs of the Pollution Prevention Program and the Construction Programs.

The Mid-Year and End-of-Year Reports (See Chapter Thirteen) will contain information on the number and dates of training sessions, types of training, and recipients of the training.

9.1.5 Organizational Structure

As shown on Figure 9-7, the Debris Program is overseen by HWY-OM. HWY-OM personnel perform street sweeping on Interstate Routes H-1, H-2 and H-3, and conduct storm drain cleaning on an as-needed basis. The MS4 Task Force assists HWY-OM by administering the service contractors performing street sweeping on highways not covered by HWY-OM personnel and service contractors who conduct storm drain cleaning.

The master consultant provides the street sweeping and storm drain cleaning inspectors who oversee and record the activities of the service contractors.

Statewide Storm Water Management Program Oahu Storm Water Management Program

Department of Transportation DOT-DIR Director

Department of Transportation

DEP-HWY Deputy Director

Public Affairs Office DIR-P

Office of Special Compliance Programs

DIR-CZ

Highways Division

Administrator

Planning Branch HWY-P

Head Planning Engineer

Right-of-Way Branch HWY-R

Right-of-Way Manager

Oahu District HWY-O

District

Engineer

Traffic Branch HWY-T

Engineering Program Manager

Office Services HWY-O

Office Manager

Urban Construction Section

HWY-OCU (MS4 Task Force Mgr)

Engineer VI

Traffic Operations

Unit HWY-OT

Civil Engineer IV

Design Branch HWY-D


Highway Design Section HWY-DD

Engineer VI

Technical Design Section HWY-DS

Engineer VI

Construction & Maintenance Branch

HWY-C Engineering Program

Manager

Maintenance Section

HWY-CM Engineer VI

Environmental Section HWY-CE

Engineer VI

Construction Section HWY-CC

Engineer VI

Rural Construction Section

HWY-OCR Engineer VI

Wahiawa Crew HWY-OM

Highway Maintenance Supervisor I

Leeward Crew HWY-OM

Highway Maintenance Supervisor II

Hauula Crew HWY-OM


Windward Crew HWY-OM


Honolulu Crew HWY-OM


Special Services Sub Unit HWY-OM

Highways Special Services

Supervisor

Bridge Maintenance Sub Unit

HWY-OM Bridge Maintenance

Supervisor II

Structures Sub Unit HWY-OM

General Construction

Maintenance Supervisor I

Roadway Maintenance Sub Unit HWY-OM

Construction & Maintenance Supervisor III

Equipment Services & Repair Unit HWY-OM

Auto Mechanic Supervisor II

Water Tankers Crew HWY-OM

2-Truck Tractor Semi-Trailer Operator

Street Cleaning Crew HWY-OM

4-Street Sweeper Operator

Drain Cleaning Crew HWY-OM

1-Heavy Truck Driver

Debris Hazard Control Crew HWY-OM

3-Light Truck Driver

Herbicide Crew HWY-OM

2-Truck Driver

1-Reporting Coordinator 1-Planner

1-AMS Coordinator

1-Development Mgr

4-GIS/IT Support

1-Training Coordinator 1-Trainer

1-Engineer

1-Education Coordinator 1-PR Expert

2-PR Assistant

Material Testing & Research Branch

HWY-L Engineering Program

Manager

Highways Maintenance Unit

HWY-OM Construction & Maintenance

Superintendent

Pearl City Field Office

HWY-OC Engineer V

Kaneohe Field Office

HWY-OC Engineer V

Salt Lake Field Office

HWY-OC Engineer V

Administrator HWY-OC

Engineer V

MS4 Task Force 2-CE III

1-Inspector 1-Clerk

Lower Halawa Field Office

HWY-OC Engineer V

Kilihau Field Office

HWY-OC Engineer V

Upper Halawa Office

HWY-OC Engineer V

Street Sweeper

Drain Cleaner

1-Engineer 9-Inspector

Landscaping Sub Unit HWY-OM

Highways District Maintenance Supervisor

Traffic Signs & Marking Sub Unit

HWY-OM Traffic Signs &

Marking Supervisor


Hydrology & Special Studies Unit

HWY-DH Engineer V

Drafting Unit

HWY-DH Technician

Design Unit

HWY-DH Engineer V

Environmental Support HWY-DH

Engineer V

3-Engineer

Research Program HWY-LR

Engineer VI

5-Engineer 1-CADD

Highways Electrical Unit

HWY-OM Traffic Signal &

Highway Lighting Supervisor

Master Consultant

Program Manager & Deputy Program

Manager

1-Senior Program Engineer

1-Technical Advisor 3-Administrative

Facilities Engineering

Services HWY-OM

Civil Engineer V


Highways Division Storm Water Management Program Organizational Structure - Debris Control BMP Program (2006-2009) Figure 9-7

1-Engineer 1-Inspector IV 1-Inspector III

2-Engineer 1-Scientist

2-Technician

SWMP Service

Contractors

Highways Division Storm Water Management Program Organizational Structure - Debris Control BMP Program 2006-2009

Landscape Design Section HWY-DL

Engineer V

Tunnel Operation Section HWY-OT

Engineer V

Plant Maintenance

Unit HWY-OT

Mechanical Engineer IV

Engineering Services Unit

HWY-OM Civil Engineer V

Field Engineering

Services HWY-OM

Civil Engineer V

Maintenance Section

HWY-OM Engineer VI

Bridge Design Section HWY-DB

Engineer VI

Hydraulic Design Section HWY-DH

Engineer VI

1-Engineer III

Drainage Discharge

Unit HWY-OM

Engineer V

Involved in All Programs

Asset Management System (AMS)/Reporting

Training/Public Education

Master Consultant

& Subs

HDOT Staff With SWMP Responsibilities

LEGEND

HDOT Staff With Debris Control BMP Program Responsibilities



9.2 Chemical Applications BMP Program

Construction and maintenance of landscaped areas within HDOT Highways rights-of-way requires physical care, such as mowing and pruning, along with application of chemicals to provide nutrients and to control weedy plants. Control of weedy plants is accomplished by the use of herbicides. HDOT Highways has no routine pest control measures. Therefore, HWY-OM personnel do not regularly apply pesticides to control insect pests or vector control (traps and/or application of poisons) to control rodents. However, landscape maintenance service contractors have used pesticides at spot locations to address specific problems, such as preventing pests from killing or damaging trees or other vegetation.

The Chemical Applications BMP Program (Chemical Program) is designed to reduce the contribution of pollutants from the use of herbicides and pesticides on HDOT Highways rights-of-way, landscaped areas, and maintenance and baseyard facilities. The Chemical Program covers the BMPs that address the application, storage, and disposal of these chemicals, and consists of:

• Ensuring that HWY-OM personnel and contractors properly use fertilizers and herbicides when maintaining HDOT Highways rights-of-way through proper training and educational activities; and

• Executing integrated pest management measures that rely on non-chemical solutions and/or use of native vegetation.

The objective of the Chemical Program is to minimize pollutant loading in storm water from the application of fertilizers, herbicides and pesticides within HDOT Highways rights-of-way. This program applies to HWY-OM personnel and HDOT Highways landscape contractors who must follow the procedures and BMPs described in this section.

9.2.1 Application of Chemicals

Unwanted vegetation growth is controlled by manual weeding and the use of herbicides. HWY-OM personnel and licensed service contractors use only brand-name herbicides that include Roundup®, a systemic contact weed killer, and Oust®, a pre-emergent agent. Both are biodegradable. These herbicides are applied to large areas by the HWY-OM Special Services Unit, service contractors and landscape crews using a spray truck and/or 2-1/2-gallon hand sprayers. Personnel applying herbicides are required to wear protective clothing and accessories and follow all manufacturers’ application guidelines.

Landscape service contractors use brand-name pesticides, and are required to wear protective clothing and accessories and follow all manufacturers’ application guidelines. HDOT Highways personnel do not apply pesticides.

9.2.2 Training

No HDOT Highways employee or landscape service contractor may apply chemical fertilizers, herbicides or pesticides unless they have received training under this program.



Training in the use of chemicals will cover the following two categories of BMPs: 1. General Vegetation Management 2. Herbicide and Pesticide Management

Each of these BMPs is described in detail in the Chemical Applications Training Plan (March 2006), which was prepared for HDOT Highways and is provided in Appendix H.1.

General vegetation management is a BMP that applies to routine landscape maintenance. The training will consist of instructing landscape maintenance personnel that handle or have responsibility for using fertilizers and herbicides about good housekeeping procedures, such as cleaning and maintaining equipment; properly storing and disposing of chemicals; and general procedures for applying herbicides.

Training for the herbicide and pesticide management BMP started in February 2006. Training includes the proper handling and application procedures to prevent contamination of storm water runoff. Also, the training for this BMP includes instruction about adjusting irrigation systems to suit site conditions and avoiding conveyance of chemically contaminated runoff to down-slope areas where it can enter the Oahu MS4 or directly into receiving waters.

Training Recipients

Training will be made available to all personnel, including supervisors, employed by HDOT Highways staff or service contractors (e.g., landscaping construction and maintenance contractors) involved in the use, storage, management, and application of herbicides and pesticides. No person will be allowed to apply herbicides or pesticides within HDOT Highways rights-of-way or its other properties unless the applier has first received the training described herein.

Training Method

Unit and service contractor supervisors will undergo classroom training. A video of the training was produced, and can be used in lieu of live training for new employees, or for those employees who missed the previous training sessions or for those who want a refresher. The following training materials will be provided to training recipients:

• A copy of the Chemical Applications Training Plan; • Hands-on training materials; and • Training outline and documentation materials/forms.

Both HDOT Highways and service contractor landscape personnel will be trained by supervisors who underwent the classroom training (toolbox training).


The trainer must have professional experience in the handling and application of chemicals used for landscaping.



HDOT Maintenance Supervisors who have attended a training session held by a qualified trainer are considered qualified to hold on-the-job training sessions for new employees or employees who were not able to attend a formal training session.

Topics

Topics will include the following: • Information and awareness of the Oahu MS4 NPDES Permit, and the overall Oahu


State; • Providing an awareness and understanding how landscaping chemicals can harm

water quality; • General vegetation management BMP; • Fertilizer, herbicide and pesticide management BMPs, which includes logging usage

and disposal of expired chemicals of; • Conducting training of others; and • Conducting site inspections.


Training of unit and service contract supervisors will be held annually. HDOT Highways maintenance landscape and service contract personnel will be trained by supervisors annually.


9.2.3 Non-Chemical Solutions

In order to develop sustainable and durable landscapes with an Hawaiian sense of place, HDOT Highways is developing a Statewide Sustainable Landscape Master Plan, which is scheduled to be completed by the end of 2009. The objective of the plan is to develop a list of plants that can be used in highway landscaped areas that have a lifespan of 15-plus years, are durable, and where their natural form is preferred. These plants would require little or no maintenance (e.g., little or no application of fertilizers and herbicides), no irrigation, are cost effective, and reflect Hawaii's sense of place. Native species meeting these criteria will be prioritized in the list, which will be categorized by annual rainfall and typical locations. Once completed, the plan will be distributed to HWY-OM and HDOT Highways design managers, and be made available to landscape architects working on HDOT Highways projects.


As shown on Figure 9-8, the Chemical Program is overseen by HWY-OM. Its Special Services Sub Unit and Landscaping Sub Units apply herbicides. HWY-OM personnel also provide the chemical applications training described in Section 9.2.2.



THIS PAGE INTENTIONALLY LEFT BLANK.







DIR-CZ

Highways Division

Administrator





Oahu District HWY-O

District

Engineer




Office Manager



Engineer VI

Traffic Operations

Unit HWY-OT

Civil Engineer IV

Design Branch HWY-D



Engineer VI


Engineer VI



Manager

Maintenance Section

HWY-CM Engineer VI


Engineer VI


Engineer VI


HWY-OCR Engineer VI

Wahiawa Crew HWY-OM


Leeward Crew HWY-OM


Hauula Crew HWY-OM








Supervisor



Supervisor II

















2-Truck Driver


1-AMS Coordinator

1-Development Mgr

4-GIS/IT Support


1-Engineer


2-PR Assistant



Manager



Superintendent


HWY-OC Engineer V


HWY-OC Engineer V


HWY-OC Engineer V


Engineer V


1-Inspector 1-Clerk


HWY-OC Engineer V


HWY-OC Engineer V

Upper Halawa Office

HWY-OC Engineer V

Street Sweeper

Drain Cleaner






Marking Supervisor



HWY-DH Engineer V

Drafting Unit

HWY-DH Technician

Design Unit

HWY-DH Engineer V


Engineer V

3-Engineer


Engineer VI

5-Engineer 1-CADD




Master Consultant


Manager




Services HWY-OM

Civil Engineer V


Highways Division Storm Water Management Program Organizational Structure - Chemical Applications BMP Program (2006-2009) Figure 9-8



2-Technician

SWMP Service

Contractors

Highways Division Storm Water Management Program Organizational Structure - Chemical Applications BMP Program 2006-2009


Engineer V


Engineer V

Plant Maintenance

Unit HWY-OT



HWY-OM

Civil Engineer V

Field Engineering Services HWY-OM

Civil Engineer V

Maintenance Section

HWY-OM Engineer VI


Engineer VI


Engineer VI

1-Engineer III

Drainage Discharge

Unit HWY-OM

Engineer V




Master Consultant

& Subs


LEGEND

HDOT Staff With Chemical Applications BMP Program

Responsibilities



9.3 Erosion Control BMP Program

The objective of the Erosion Control BMP Program (Erosion Program) is to reduce soil erosion from roadside areas within HDOT Highways rights-of-way on Oahu, which include existing soil erosion problems that are not associated with current or planned construction projects. Water quality impacts due to erosion include adverse effects to plant, animal, and aquatic life; transport of pollutants, such as nutrients and heavy metals that attach to soil particles; and decreased capacities of waterways and drainage systems due to sedimentation (deposition of erodable soil particles), which increases the potential for flooding.

The function of the Erosion Program is to identify and implement erosion control projects based on water quality concerns while continuing to address high profile public safety projects. The Erosion Program includes:

• Modification of the list of approved erosion and sediment control BMPs to include at a minimum those contained in the City BMP Manual;

• Identification and implementation of site-specific erosion control remediation measures for 10 high priority erosional areas (i.e. initial ten (FY06) erosion sites) agreed upon between HDOT Highways, HDOH and USEPA;

• Identification of erosional areas island wide on Oahu; • Prioritization of islandwide erosional areas on Oahu based upon water quality impacts

as a high priority; • Design projects in order to construct, in the prioritized order, erosion control measures

at the islandwide erosional areas ; • Construction of erosion control measures at islandwide erosional areas; • Maintenance of erosion control measures constructed at the islandwide erosional

areas; • Identification of erosion at storm drain outfalls that require velocity dissipators or other

BMPs; and • Periodic training of HDOT Highways personnel responsible for managing and

conducting the installation and maintenance of erosion control BMPs.

9.3.1 Erosion and Sediment Control BMPs

HDOT Highways’ list of approved erosion and sediment control BMPs will be expanded to include all of the BMPs contained in the City BMP Manual. In addition, the following erosion and sediment control BMPs were added to Chapter 2, Erosion Control and Stabilization and Chapter 3, Sediment Control and Containment, of the Construction BMP Field Manual, which was submitted to HDOT in September 2006. These additional erosion and sediment control BMPs were presented during the recent Supplemental Environmental Project (SEP) training sessions held in 2006 and early 2007.

Erosion Control and Stabilization Methods 1. Construction Road Stabilization; 2. Stabilized Construction Entrance; 3. Temporary Stream Crossing; 4. Flared Culvert End Sections; 5. Seeding and Planting;



6. Mulching; 7. Geotextiles and Mats; 8. Run-on Diversion; and 9. Slope Roughening, Terracing, and Rounding.

Sediment Control and Containment Methods 1. Silt Fence or Filter Fabric Fence; 2. Storm Drain Inlet Protection; 3. Rip-Rap and Gabion Inflow Protection; 4. Outfall Protection and Velocity Dissipation Devices; 5. Vegetated Filter Strips and Buffers; 6. Earth Dike; 7. Temporary Drains and Swales; 8. Compost Filter Berm; 9. Check Dams; 10. Level Spreader; 11. Slope Drains and Subsurface Drains; 12. Top and Toe of Slope Diversion Ditches and Berms; 13. Sandbag Barrier; 14. Brush or Rock Filter; 15. Sediment Trap; and 16. Sediment Basin.

These additional erosion and sediment control BMPs were presented during the recent Supplemental Environmental Project (SEP) training sessions held in 2006 and early 2007.

9.3.2 Identification of Erosional Areas

The identification of two types of erosional areas (high priority and islandwide), based on their water quality impacts, is described in this section.

9.3.2.1 High Priority Erosional Areas

Ten high priority erosional areas, as shown on Figures 9-9, 9-10 and 9-11 and listed on Table 9-2, were agreed upon during HDOT Highways’ negotiations with HDOH and USEPA. These ten areas are also referred to as initial ten (FY06) erosion sites.

To address the ten high priority erosional areas identified in Table 9-2, a report was prepared that identified site-specific erosion control remediation measures for each of these sites. A copy of the report, Plan for the Completion of the 10 Erosion Control Projects (July 2006) (Erosion Control Plan), was submitted to HDOH and USEPA in late July 2006. A copy of the Erosion Control Plan is provided in Appendix I.1.

Brief descriptions of the ten high priority sites are provided in this section. More detailed descriptions of these sites are provided in the Erosion Control Plan.

OahuMolokai

Lanai

Maui

Hawaii

Kauai

WaialuaHaleiwa

Waimea

Ewa

Koko HeadDiamond Head

Waikiki

Kahuku

Hauula

Laie

Punaluu

Kaaawa

Kaneohe

Kahaluu

Waiahole

Waikane

Wahiawa

Maili

Makaha Mililani

Pearl City

Waianae

Nanakuli Waipahu

WaipioKailua

Waimanalo

Aiea

Kahana

Ahuimanu

Haiku

Maunawili

Aikahi

Lanikai

Kahala

KuliououHawaii Kai

Aina Haina

Downtown

Kalihi

UniversityWaialae

Sand

Island

Aliamanu

Halawa

Salt Lake

Kunia

MililaniMauka

Makakilo

W A I A

N

A

E R

AN

GE

KO

OL

AU

R

A

NG

E

West Beach

Pacific Ocean

HonoluluInt'l Airport

Kapolei

KAMEHAMEHA HWY

KAMEHAMEHA HW

Y

KAMEH

AMEH

A HWY

KA

HEKILI HW

Y

LIKE

LIKE HWY

PALI

HWY

KALANIANAOLE

KALANIANAOLE

ALA MOANA BLVD

KAPIOLANI BLVD

S KING

LUNALILO FWY

PENS

ACO

LAPI

IKO

I

S BERETANIA

VINEYARD BLVD

LUNALILO FWY

NIM

ITZ

N KING

FORT BISHOP

NIMITZ HWY

PUNCHBO

WL

PUNA

HOU

LUNALILO

FWY

SAND ISLAND ACC

ESS RD

KAM HWY

MOAN

ALUA FWY

PU

ULO

A R

D

NIMITZ HWY

KAM

EHAM

EHA H

WY

KAMEHAMEHA HWY

MOANALUA RD

MOANALU

A RD

WAI

MAN

O H

OM

E R

D

FARRINGTON HWY

KAM

EHAM

EHA HWY

KUNIA RD

FOR

T WEAVER

RD

KALA

ELOA B

LVD

FARRIN

GTON

HW

YFARRINGTON HWY

FARRINGTON HWY

FARRINGTON

FARRINGTON KAMEHAMEHA HWY

H-3

83

83

830

83

61

63

72

H-3

72

92

H-1

H-1

78

H-199

90

H-1

H-1

99

H-2

76

93

750

93

99

80

99

99

750

830

930

930

83

83

SITE #4

SITE #1

SITE #2

SITE #3

ISLAND OF OAHULocation of Sites


High Priority Areas on Interstate Route H-2Figure 9-9

OahuMolokai

Lanai

Maui

Hawaii

Kauai

WaialuaHaleiwa

Waimea

Ewa


Waikiki

Kahuku

Hauula

Laie

Punaluu

Kaaawa

Kaneohe

Kahaluu

Waiahole

Waikane

Wahiawa

Maili

Makaha Mililani

Pearl City

Waianae

Nanakuli Waipahu

WaipioKailua

Waimanalo

Aiea

Kahana

Ahuimanu

Haiku

Maunawili

Aikahi

Lanikai

Kahala

KuliououHawaii Kai

Aina Haina

Downtown

Kalihi

UniversityWaialae

Sand

Island

Aliamanu

Halawa

Salt Lake

Kunia

MililaniMauka

Makakilo

W A I A

N

A

E R

AN

GE

KO

OL

AU

R

A

NG

E

West Beach

Pacific Ocean


Kapolei

KAMEHAMEHA HWY

KAMEHAMEHA HW

Y

KAMEH

AMEH

A HWY

KA

HEKILI HW

Y

LIKE

LIKE HWY

PALI

HWY

KALANIANAOLE

KALANIANAOLE

ALA MOANA BLVD

KAPIOLANI BLVD

S KING

LUNALILO FWY

PENS

ACO

LAPI

IKO

I

S BERETANIA

VINEYARD BLVD

LUNALILO FWY

NIM

ITZ

N KING

FORT BISHOP

NIMITZ HWY

PUNCHBO

WL

PUNA

HOU

LUNALILO

FWY

SAND ISLAND ACC

ESS RD

KAM HWY

MOAN

ALUA FWY

PU

ULO

A R

D

NIMITZ HWY

KAM

EHAM

EHA H

WY

KAMEHAMEHA HWY

MOANALUA RD

MOANALU

A RD

WAI

MAN

O H

OM

E R

D

FARRINGTON HWY

KAM

EHAM

EHA HWY

KUNIA RD

FOR

T WEAVER

RD

KALA

ELOA B

LVD

FARRIN

GTON

HW

YFARRINGTON HWY

FARRINGTON HWY

FARRINGTON


H-3

83

83

830

83

61

63

72

H-3

72

92

H-1

H-1

78

H-199

90

H-1

H-1

99

H-2

76

93

750

93

99

80

99

99

750

830

930

930

83

83

SITE #5

SITE #6



High Priority Areas on Kamehameha HighwayFigure 9-10

OahuMolokai

Lanai

Maui

Hawaii

Kauai

WaialuaHaleiwa

Waimea

Ewa


Waikiki

Kahuku

Hauula

Laie

Punaluu

Kaaawa

Kaneohe

Kahaluu

Waiahole

Waikane

Wahiawa

Maili

Makaha Mililani

Pearl City

Waianae

Nanakuli Waipahu

WaipioKailua

Waimanalo

Aiea

Kahana

Ahuimanu

Haiku

Maunawili

Aikahi

Lanikai

Kahala

KuliououHawaii Kai

Aina Haina

Downtown

Kalihi

UniversityWaialae

Sand

Island

Aliamanu

Halawa

Salt Lake

Kunia

MililaniMauka

Makakilo

W A I A

N

A

E R

AN

GE

KO

OL

AU

R

A

NG

E

West Beach

Pacific Ocean


Kapolei

KAMEHAMEHA HWY

KAMEHAMEHA HW

Y

KAMEH

AMEH

A HWY

KA

HEKILI HW

Y

LIKE

LIKE HWY

PALI

HWY

KALANIANAOLE

KALANIANAOLE

ALA MOANA BLVD

KAPIOLANI BLVD

S KING

LUNALILO FWY

PENS

ACO

LAPI

IKO

I

S BERETANIA

VINEYARD BLVD

LUNALILO FWY

NIM

ITZ

N KING

FORT BISHOP

NIMITZ HWY

PUNCHBO

WL

PUNA

HOU

LUNALILO

FWY

SAND ISLAND ACC

ESS RD

KAM HWY

MOAN

ALUA FWY

PU

ULO

A R

D

NIMITZ HWY

KAM

EHAM

EHA H

WY

KAMEHAMEHA HWY

MOANALUA RD

MOANALU

A RD

WAI

MAN

O H

OM

E R

D

FARRINGTON HWY

KAM

EHAM

EHA HWY

KUNIA RD

FOR

T WEAVER

RD

KALA

ELOA B

LVD

FARRIN

GTON

HW

YFARRINGTON HWY

FARRINGTON HWY

FARRINGTON


H-3

83

83

830

83

61

63

72

H-3

72

92

H-1

H-1

78

H-199

90

H-1

H-1

99

H-2

76

93

750

93

99

80

99

99

750

830

930

930

83

83

SITE #10


SITE #7

SITE #9

SITE #8


High Priority Areas on Kunia RoadFigure 9-11



Table 9-2 High Priority Erosional Areas that Require Installation of

Remediation Measures

Mile Post Site # Highway Travel

Direction From To Length (feet)

Height (feet)

1 Interstate H-2 Wahiawa Bound 0.48 0.80 1690 35 2 Interstate H-2 Wahiawa Bound 0.99 1.20 1109 30 3 Interstate H-2 Honolulu Bound 1.02 1.21 1003 20 4 Interstate H-2 Waianae Exit 0.51 1.71 1056 35 5 Kamehameha Hwy. Wahiawa Bound 11.28 11.50 1162 50 6 Kamehameha Hwy. Honolulu Bound 11.95 12.16 1109 50 7 Kunia Road Waipahu Bound 7.02 7.20 950 5 - 25 8 Kunia Road Waipahu Bound 6.54 6.79 1320 9 - 45 9 Kunia Road Wahiawa Bound 6.54 6.79 1320 4 - 27 10 Kunia Road Wahiawa Bound 6.96 7.14 950 5 - 25

Site 1: Interstate H-2, Wahiawa Bound, MP 0.48 – 0.80

The approximate 50 percent grade begins at the edge of gutter along side the freeway and extends to a vertical height of approximately 35 feet. An existing cut-off ditch at the top of the slope prevents storm water sheet flow generated behind the slope from flowing over the surface of the embankment and onto the freeway. The top part of the slope consists of bare soil, and dry vegetation partially covers the bottom half of the slope. Localized areas of erosion and rutting are visible.

Site 2: Interstate H-2, Wahiawa Bound, MP 0.99 – 1.20

The approximate 50 percent grade begins at the edge of the gutter along the freeway and extends to a vertical height of approximately 30 feet. Similar to Site 1, dry vegetation partially covers the bottom half of the slope while the top of the slope consists of bare soil. Also, localized areas of erosion and rutting are visible.

Site 3: Interstate H-2, Honolulu Bound, MP 1.02 – 1.21

The height of the embankment at Site 3 averages about 20 feet above the freeway. Beyond the peak of the embankment, the hillside slopes away from the freeway. The embankment is partially covered with dry vegetation.

Site 4: Interstate H-2, Waianae Exit, MP 0.51 – 0.71

The freeway embankment at Site 4 is triangular-shaped and its highest point is approximately 35 feet above the freeway. Similar to Sites 1 and 2, the hillside is partially covered with dry vegetation, but has bare soil near the top. Localized areas of erosion and rutting are visible.



Similar to Site 1, a cut-off ditch is located at the top of slope, which prevents storm water sheet flow generated behind the slope from flowing over the surface of the embankment and onto the freeway.

Site 5: Kamehameha Highway, Wahiawa Bound, MP 11.28 – 11.50

The embankment along the highway has a grade of approximately 67 percent or steeper, beginning at the edge of the gutter and extending to a height of approximately 50 feet. Erosion is visible near the top of the hillside where a top lip is forming and the slope surface is irregular. Utility poles were erected along the top of slope. Near the bottom of the hillside, vegetation is sporadic with some small trees.

Site 6: Kamehameha Highway, Honolulu Bound,MP 11.95 – 12.16

Similar to Site 5, the embankment along the highway has a grade of approximately 67 percent or steeper, beginning at the edge of the gutter and extending to a height of approximately 50 feet. The hillside consists of bare soil with the exception of small clusters of trees. The surface of the embankment is irregular and a lip is forming at the top of slope where thicker grass-type vegetation is visible.

Sites 7: Kunia Road, Waipahu Bound, MP 7.02 – 7.20

The hillside at Site 7 has a grade of approximately 67 percent or steeper, beginning at the edge of the highway pavement. The embankment varies in height from five to 25 feet, and appears highly weathered based on the irregularity of the surface and the exposed tree roots caused by erosion. The highest point of the embankment supports no vegetation, and other parts have minimal vegetation.

Site 8: Kunia Road, Waipahu Bound, MP 6.54 – 6.79

The hillside at Site 8 has a grade of approximately 67 percent or steeper, beginning at the edge of the highway pavement. The embankment varies in height from nine to 45 feet, and appears highly weathered based on the irregularity of the surface and the exposed tree roots caused by erosion. The embankment supports some vegetative growth.

Site 9: Kunia Road, Wahiawa Bound, MP 6.54 – 6.79

The hillside at Site 9 has a grade of approximately 67 percent or steeper, beginning at the edge of the highway pavement. The embankment varies in height from four to 27 feet, and appears highly weathered based on the irregularity of the surface and the exposed tree roots caused by erosion. Similar to Site 8, the embankment at Site 9 supports some vegetative growth. In addition, there are utility poles along the slope adjacent to the roadway.



Site 10: Kunia Road, Wahiawa Bound, MP 6.96 – 7.14

The hillside at Site 10 has a grade of approximately 67 percent or steeper, beginning at the edge of the highway pavement. The embankment varies in height from five to 25 feet, and appears highly weathered based on the irregularity of the surface and the exposed tree roots caused by erosion. The embankment supports minimal vegetation, and is used for utility poles that run parallel to the highway.

9.3.2.2 Islandwide Erosional Areas

The Erosion Program includes the identification and prioritization of existing roadside areas within HDOT Highways rights-of-way on Oahu that exhibit soil erosion problems not associated with current or planned construction projects. The following methodology was used to derive a prioritized listing of islandwide erosional areas:

1. Perform field operations; 2. Perform soil loss calculations; and 3. Develop quantitative criteria for evaluating islandwide erosion.

A detailed description of the methodology is provided in the draft report, Islandwide Assessment of Erosional Areas on the Island of Oahu (March 2007) (Islandwide Assessment) (see Appendix I.2).

Field Operations

The field operations consisted of identifying and documenting potential erosional areas within the HDOT Highways’ Right-of-Way. The following activities were conducted between May and September 2006:

• Visual inspections of all areas along State highways by a crew of two to three persons using sub-meter GPS/PDA units to locate the extent of an erosional area, if identified; and

• Collect the following information about an erosional area: − Approximate length, − Approximate width, − Approximate slope (measurements taken via SmartLevel®, where feasible), − Percent of vegetative cover, − Type of vegetative cover, − Type of erosion, and − Photographs.

Sheetwash was identified as the most common form of erosion. Numerous areas were also observed to exhibit rilling. Gullying and mass movement were much less common. For this task, sheetwash was identified as areas of uniform soil removal with no clearly defined flow paths; rilling was identified as surface flows which result in rills less than 12 inches in depth; gullying was identified as an advanced stage of rill erosion with concentrated water flows forming scour channels greater than 12 inches in depth. Mass movement was used to identify areas of landslides or rockfalls.



Georeferenced aerial photographs and City GIS data layers were used to supplement the field operations where necessary. The limits of erosional areas were refined based on this information where the extent of erosion was not completely visible from the roadway. Aerial photographs were also used to identify potential erosional areas along roadway embankments, which are often not readily visible from the driver’s perspective due to drop-offs along the roadside.

Future updates of the Islandwide Assessment will include potential erosional areas along roadway embankments and man-made disturbances within North Halawa Valley. Roadway embankment areas constitute those locations that are not readily visible from a driver’s perspective due to drop-offs along the roadside.

Soil Loss Calculations

The Universal Soil Loss Equation (USLE) was used for the soil loss calculations. The USLE predicts long term average annual rate of soil losses based on rainfall patterns, soil type, topography, ground cover vegetation, and management practices. The USLE provides a reasonable estimate for sheet and rill erosion but is less accurate when applied to gullying. It is not accurate in predicting soil loss due to mass movement because landslides occur as an short time span incident, rather than a gradual process. However, the USLE is still considered applicable because the flattened bare slope would be subject to the other forms of erosion. Therefore, in order to provide a uniform basis of comparison for predicting future soil loss, the USLE was applied to all sites, regardless of the type of observed erosion. In the future, the method of determining soil loss will be re-evaluated, which may result in using more refined methods of calculating soil losses.

Quantitative Criteria

Islandwide high priority sites were identified among the erosional areas by using the USLE equation, and other factors, including the erosion area, watershed priority and water classification. The ranking criteria (erosional value) are based on the following equation: Erosion Value = (USLE) x (erosion area) x (watershed factor) x (water classification factor).

Each watershed was categorized into one the following four classifications to determine the watershed factors: critical; high priority; CWA Section 303(d); and all others.

Critical watersheds were assigned Waste load Allocations (WLA) (see Section 11.2), and include Kawa, Waimanalo, Ala Wai, Kawainui, and Kaelepulu. Erosional areas in critical watersheds were assigned the largest weight factor of 4.

High priority watersheds are defined in the Consent Decree (see Section 1.2), and include Aiea, Halawa, Kalauao, Kalihi, Kaneohe, Kapakahi, Kaukonahua, Keaahala, Kawainui, Keaahala, Kiikii, Nuuanu, Paukauila, Poamoho, Waiawa, Waikele, Waimalu, Waimanalo, and Waipio. Erosional areas in high priority watersheds were assigned a weight factor of 3.

Watersheds containing USEPA’s Section 303(d) list of impaired waters based on turbidity or total suspended solids: Anahulu, Hanauma, Helemano, Honouliuli, Kaaawa, Kahaluu, Kahaluu Segment, Kahawainui, Kapalama, Kaupuni, Kawaiiki, Kawailoa, Koko Crater, Makaha,



Makaiwa, Moanalua, and Opaeula. Erosional areas in 303(d) watersheds were assigned a weight factor of 2.

Erosional areas located in the remaining watersheds were assigned a weight factor of 1.

For the water classification factors, erosional areas that drain into Class A waters were assigned a weight factor of 1, and erosional areas that drain into Class AA waters were assigned a weight factor of 1.2, or 20% greater. Watersheds that outfall into Class AA waters include: Manini, Kaluakauila, Anahulu, Loko Ea, Kahana, Hakipuu, Waikane, Waianu, Waiahole, Kaalaea, Haiamoa, Waihee, Kahaluu, Ahuimanu, Kahaluu segment, Heeia, Keaahala, Kaneohe, Kawa, Puu Hawaiiloa, and Makapuu. Erosional areas within the remaining watersheds were assumed to outfall into Class A waters.

Analysis and Results

A total of 934 erosional areas were identified between May and September 2006. Each site was evaluated for erosion potential and ranked according to the calculated erosion value. Based on this analysis, a list of the top 20 islandwide erosional areas was compiled (see Table 9-3). As shown in Figures 9-12 and 9-13, these high priority sites are clustered within the Windward (12 sites) and Central Oahu areas (8 sites). Critical watersheds and Class AA waters are prevalent in the Windward area, and all of the high priority sites in Windward Oahu exhibit nearly vertical faces, some exceeding 40 feet in height. The remainder of the islandwide high priority sites (8 of 20) is located in Central Oahu. The sites in Central Oahu also exhibit steep conditions.

Additional information about the top-ranked 20 sites as provided in Table 9-3, as well as a comprehensive list of all islandwide erosional areas evaluated in the study as of September 2006, are included in the Islandwide Assessment in Appendix I.2.

Limitations

The findings presented in the Islandwide Assessment are based upon information obtained from visual field inspections conducted during May and September 2006. The degree of erosive conditions is subject to change subsequent to the date of the field survey. The nature and extent of these variations may not be evident until subsequent field visits, at which time, a re-evaluation of the site may be required.

The “Soil Loss” values as shown in Table 9-3 are used as the basis of prioritization of the erosional sites. These values are not to be considered the actual soil loss rates for these sites. In the future, prioritization of erosional sites will be re-evaluated, which may include the use of more refined methods of calculating soil losses.

No threshold value was established for determining “significant” water quality impacts. However, in the future, the total number of erosional sites may be reduced based upon the application of allowable soil loss rates.



Table 9-3 Islandwide Top 20 High Priority Sites that Require Installation of

Remediation Measures

Mile Post Site Rank

Highway (travel direction ) From To

Approx. Slope

Erosion Value

Soil Loss (tons/yr)

1 Kalanianaole (Kailua Bound)

8.44 8.51 Vertical 2177 544


8.27 8.39 1H : 2V 1600 400

3 Kalanianaole (Honolulu Bound)

8.41 8.50 1H : 2V 1071 268

4 Kalanianaole (Waimanalo Bound)

0.90 0.95 1H : 2V 1025 256

5 Kamehameha (Wahiawa Bound)

0.71 0.90 1H : 1V 691 230

6 Kamehameha (Haleiwa Bound)

0.52 0.64 1H : 2V 668 223

7 Kahekili (Honolulu Bound)

38.46 38.57 1H : 1V 498 415

8 Kamehameha (Wahiawa Bound)

14.11 14.16 1H : 2V 469 156

9 Kamehameha (Waipahu Bound)

14.11 14.17 ~Vertical 457 152


1.36 1.55 1H : 2V 452 113

11 Kahekili (Honolulu Bound)

38.06 38.10 1H : 2V 448 373

12 Kamehameha (Haleiwa Bound)

0.71 0.86 1H : 1V 447 149

13 Interstate H-3 (Aiea Bound)

11.84 12.08 1H : 2V 438 122

14 Wilikina Drive (Haleiwa Bound)

7.67 7.80 1H : 2V 421 140

15 Kamehameha (Waipahu Bound)

15.04 15.15 ~Vertical 417 139


9.17 9.25 1H : 2V 413 103


1.81 1.91 1H : 1V 361 90

18 Haiku Access Road 0.00 0.00 1H:2V 348 97 19 Kamehameha

(Waipahu Bound) 11.16 11.45 1H:1V 344 115


0.85 0.93 1H:2V 317 79


Islandwide High Priority Erosional Sites in Windward OahuFigure 9-12

Locationof Sites

Oahu


Islandwide High Priority Erosional Sites in Central OahuFigure 9-13

Oahu

Location of Sites



9.3.3 Remediation Measures

9.3.3.1 High Priority Erosional Areas

For each of the initial ten (FY06) erosion sites, the following process was used to determine the most appropriate remediation measure:

• Alternative remediation measures along with approximate costs were evaluated; • A remediation measure was selected based on the characteristics of the site, balancing

the needs of the other sites, and following the criteria and limitations described below; • An estimated construction schedule and cost estimate were developed for the

recommended remediation measure; • Completion criteria were developed for the selected remediation measure; and • A schedule for post-construction inspection was prepared and maintenance issues

considered.

The following criteria, assumptions, and limitations were considered in determining the recommended remediation method(s) for each of the initial ten (FY06) erosion sites. The criteria, assumptions, and limitations will change for future high priority sites:

• For all initial ten (FY06) erosion sites, water sources were not available. Therefore, remediation methods assumed no permanent irrigation system.

• For all initial ten (FY06) erosion sites, the HDOT right-of-way begins at or near the top of slope. It was assumed that acquiring additional HDOT right-of-way was not feasible. Thus, only remediation alternatives that did not require additional right-of-way were evaluated.

• The total estimated cost of the recommended remediation methods for all initial ten (FY06) erosion sites would have to be within the funding amount available, $2.31 million.

• The remediation methods selected for the initial ten (FY06) erosion sites would consider that the design and bidding process, and contractual requirements to award the project were to be completed prior to the lapsing of fiscal year 2006 funds on June 30, 2006. $1.555 million of the total funding was appropriated for the 2006 fiscal year.

In accordance with the Construction BMP Field Manual, the following methods of remediation were considered for the initial ten (FY06) erosion sites (note: the remediation methods for future erosional areas will likely change):

• Silt fence and hydro-mulch (SH); • Silt fence, hydro-mulch, and polymer emulsion (SHP); • Fill material, soil amendment, hydro-mulch, & erosion control matting (FSHM); • Silt fence, and hydraulically-applied flexible erosion control blanket or gypsum binder

(SF); • Fill material, soil amendment, hydro-mulch, erosion control matting & irrigation (FSHMI); • Shotcrete (SC); and • Mechanically stabilized earth retaining wall (MSERW).

Detailed descriptions of these methods are provided in the Erosion Control Plan in Appendix I.1.



A summary of the selected remediation measures is provided in Table 9-4.

Table 9-4 Summary of Selected Remediation Measures for the High Priority Areas

Site # Highway Mile Post

Limits Remediation Measure Est. Cost of Construction

1 Interstate H-2 0.48 – 0.80 Fill material, soil amendment, hydro-mulch, erosion control matting & irrigation

$617,323


$289,403


$199,329


$219,902

5 Kamehameha Hwy.

11.28 – 11.50

Silt fence, and hydraulically-applied flexible erosion control blanket or gypsum binder

$120,488

6 Kamehameha Hwy.

11.95 – 12.16


$116,662

7 Kunia Road 7.02 – 7.20 Silt fence, and hydraulically-applied flexible erosion control blanket or gypsum binder

$82,241


$95,586


$74,370


$115,277

Total Estimated Construction Cost $1,930,581

Interstate H-2 Sites

The remediation measure, “fill material, soil amendment, hydro-mulch, erosion control matting and irrigation” (FSHMI), was identified to address the four Interstate H-2 sites, Sites 1 through 4. These sites all exhibited poor vegetation growth and erosion is a persistent problem that has removed soil nutrients and seeds, creating hard surfaces where vegetation cannot take hold. Use of FSHMI should allow vegetation to establish.

First, silt fences were temporarily placed along the bottom of the slopes. Because the surface of the embankment is irregular due to erosion, fill material was placed to establish a uniform surface. Soil amendments and a seed mixture were then added. Next, erosion control matting



was placed over the slope for protection against erosion, and temporary irrigation was provided. The matting and irrigation was used to establish the vegetation, and over time, the dominant plant species of the areas should take over and help reduce erosion.

Construction and planting is estimated to take approximately 160 working days. After initial planting, the contractor must maintain the vegetation for an additional nine months. Long term maintenance, which will be performed by HWY-OM staff or service contractors, would involve cutting grass, watering, and removing and replacing diseased vegetation.

Kamehameha Highway and Kunia Road Sites

The remediation measure, “silt fence, and hydraulically-applied flexible erosion control blanket or gypsum binder” (SF), was selected for the two Kamehameha Highway sites, Sites 5 and 6, and the four Kunia Road sites, Sites 7 through 10. These sites generally cannot support vegetation. Erosion is a persistent problem, which has removed soil nutrients and seeds, creating areas with hard surfaces where vegetation cannot take hold. In some locations erosion has formed an overhanging lip near the top of slope. Because the surfaces of these areas are both uneven and very steep, the types of remediation measures that could be utilized are limited. For instance, the steep slopes do not allow for placement of fill material to establish a uniform surface so that traditional erosion control matting could be utilized. In addition, flattening the slope is not an option due to close proximity to the highways and limited right-of-way.

SF initially required the erection of silt fences along the bottom of the slopes, and the removal of any overhanging areas and/or loose soils. Any existing vegetation is left in place. Next, hydraulically-applied flexible erosion control blankets with seeds were placed over the barren slope. Gypsum binder mulch with seeds was installed as an alternative to the blankets. Both the blankets and the mulch allow vegetation to propagate and take hold. Unlike the erosion control matting used for the FSHMI, the blankets and mulch do not require a uniform surface. During the first year, it is anticipated that several re-applications of the permeable blanket or gypsum binder mulch may be required to touch-up certain areas.

Construction and planting is estimated to take approximately 160 working days. Similar to the requirements of FSHMI, the contractor must maintain the vegetation for an additional nine months after the initial planting. Long term maintenance, which will be performed by HWY-OM staff or service contractors, involves cutting grass, replacing the silt fence where damaged, and removing all silt accumulated along the fence as required.

In the long term, or if future erosion and water quality issues arise, additional right-of-way would be needed if flattening the slopes is considered. Other options include more expensive structural remediation methods, such as mechanically stabilized earth retaining walls (MSERW), soil anchors, or shotcrete (SC).



9.3.3.2 Islandwide Erosional Areas

Remediation will continue in the future for the sites shown in Table 9-3 beginning with the highest ranked (i.e. smallest numeric value in “Site Rank” column) sites utilizing a remediation process similar to the process described in Section 9.3.3.1 High Priority Erosional Areas.

Erosional area remediation program elements include: • Identification of erosional areas; • Prioritization of erosional areas based upon water quality concerns; • Request implementation funding for erosional areas; • Erosion control measure projects design; • Erosion control measure projects construction, and • Erosion control measure maintenance.

Appendix C of the Islandwide Assessment (see Appendix I.2) contains the current prioritized list of erosional areas on the island of Oahu. The list of permanent erosion control improvement projects will be based upon this prioritized listing in descending order of erosion value. Table 9-5 shows the priority of the Top 20 Islandwide Erosional Areas selected for future remediation.

For cost estimating purposes, it was assumed that all twenty top-ranked islandwide sites would be treated with either a hydraulically-applied flexible erosion control blanket or hydro-mulch with gypsum binder. These applications include soil amendments, fertilizer, and a seed mixture. The advantage of this application is that it can be applied to an irregular slope face without extensive preparation such as re-grading or cutting the existing slope face. This measure is a low-cost alternative and does not include a permanent irrigation system. Therefore, upon completion of a more detailed site analysis (such as geotechnical and agronomical investigations), a remediation measure of higher cost may be recommended, as appropriate. It was further assumed that a temporary silt fence would be constructed along the bottom of the eroded slope for retention of on-site soil.

9.3.3.3 Funding and Schedule

Initial Ten (FY06) Erosion Sites

HDOT Highways budgeted $2.31 million for fiscal year 2006 to construct erosion control measures at the ten erosion sites listed in Appendix D of the Consent Decree. The contract for the construction of erosion control measures at these 10 sites was advertised in May 2006. The bid proposals were opened in June 2006. The successful bid price was approximately $1.93 million. The construction of erosion control measures for these initial ten (FY06) sites will be completed by the January 30, 2008 completion date as specified by the Consent Decree. Table 9-4 shows the bid prices for the estimated cost of construction for the initial ten (FY06) erosion sites.

The winning contractor is expected to complete the work as specified in the PS&E within 160 working days after notice-to-proceed. Long-term maintenance may be conducted by HWY-OM staff, or more likely, by a service contractor. For a period of one year after construction, the initial ten (FY06) erosion sites will be inspected on a monthly basis to check for erosion



and other water quality problems. Inspections during the second year after construction will be done on a quarterly basis. HWY-OM or a service contractor would be responsible for making minor repairs. If, however, major remedial work were required, HDOT Highways would address the problem in the following manner:

• Minor repairs by HDOT Highways maintenance personnel; • Repairs estimated to cost less than $25,000 by a contractor hired through a purchase

order; and • Repairs estimated to cost greater than $25,000 will require a formal contract.

At the end of the two-year maintenance period, HDOT Highways will evaluate whether maintenance requirements of the initial ten (FY06) erosion sites can be accommodated by HWY-OM personnel who perform routine maintenance on Interstate H-2, Kamehameha Highway and Kunia Road.

The initial ten (FY06) erosion sites as defined in the Consent Decree, Appendix D are currently under construction at the time of the writing of this report (March 2007). The construction of the erosion control measures for these initial ten (FY06) erosion sites will be completed by the January 30, 2008 completion date as specified by Consent Decree. Discussion of the initial ten (FY06) erosion sites can be found in Appendix I.1.

Islandwide Erosional Areas

The prioritized projects list as shown in Appendix C of the Islandwide Assessment will be revised periodically. Funding for the implementation of the projects will be requested. In fiscal year 2007, the design of mitigation measures for the next grouping of erosional areas as defined in the Oahu MS4 NPDES Permit is proceeding from the highest ranked site in a descending order. The ten highest priority sites or up to a maximum of $1.5 million construction budget will be used to select the next sites for erosion control mitigation work. The construction of the mitigation measures for the fiscal year 2007 erosional areas will be completed within two (2) years of the revised MS4 SWMPP submittal (i.e. end of March 2009) in accordance with the Oahu MS4 NPDES Permit.



Table 9-5 Summary of Selected Remediation Measures for the

Islandwide High Priority Areas

Site # Highway Mile Post

Limits

Preliminary Remediation Measure

(subject to change – for cost est. only)

Est. Cost of Construction

1 Kalanianaole 8.44 – 8.51 Silt fence, and hydraulically-applied flexible erosion control blanket or gypsum binder

$110,000


$160,000


$80,000


$185,000

5 Kamehameha 0.71 – 0.90 Silt fence, and hydraulically-applied flexible erosion control blanket or gypsum binder

$90,000


$60,000

7 Kahekili 38.46 – 38.57 Silt fence, and hydraulically-applied flexible erosion control blanket or gypsum binder

$180,000


$50,000


$75,000


$165,000

11 Kahekili 38.06 – 38.10 Silt fence, and hydraulically-applied flexible erosion control blanket or gypsum binder

$75,000


$75,000

13 Interstate H-3 11.84 – 12.08 Silt fence, and hydraulically-applied flexible erosion control blanket or gypsum binder

$835,000

14 Wilikina Drive 7.67 – 7.80 Silt fence, and hydraulically-applied flexible erosion control blanket or gypsum binder

$130,000



Table 9-5 (con’t) Summary of Selected Remediation Measures for the

Islandwide High Priority Areas

Site #

Highway Mile Post Limits

Preliminary Remediation Measure

(subject to change – for cost est. only)

Est. Cost of Construction


$75,000


$50,000


$85,000

18 Haiku Access Road


$40,000


$165,000


$125,000

9.3.4 Identification of Erosion Potential at Storm Drain Outfalls

In addition to identifying and addressing erosional areas adjacent to highways, the Erosion Control Program also includes the identification and evaluation of the erosional potential of storm drain outfalls that discharge downslope of the roadbed.

One of the initial steps of the erosion control outfall program is to develop a prioritized listing of outfalls. The following methodology will be used to identify a prioritized listing of outfalls:

• Develop quantitative criteria for evaluating storm drain outfall erosion; • Perform field operations; • Perform soil loss calculations; and • Prioritize outfalls.

A detailed description of the methodology is provided in the report, Draft Islandwide Assessment of Erosion Potential at Storm Drain Outfalls (Outfall Assessment) (see Appendix I.3).



9.3.4.1 Field Operations

Between August 2005 and October 2006, field inspections of major outfalls, which are defined as pipes with minimum inside diameters of 36-inches or greater, was completed (also see Section 6.2.3). At each outfall, inspectors checked for or recorded the following information, some of which using sub-meter GPS/PDA units:

• GPS coordinates • Outfall size and type; • Condition of outfall; • Condition of outfall area; • Condition of outfall runoff; • Water flowing from outfall; • Pollution around outfall area; • Photographs, and • Sketch of culvert/pipe configuration.

9.3.4.2 Quantitative Criteria

High priority sites were selected using a combination of factors, including the observed erosion condition, watershed priority, receiving water body classification, overland flow distance to receiving water bodies, culvert size, and soil conditions (erodibility) at the outfall location. The ranking of sites (erosion values) is based on the following equation: Erosion Value = (erosion condition factor) x (watershed factor) x (water classification factor) x (distance to receiving water factor) x (culvert size factor) x (soil erodibility factor)

Erosion conditions, which were evaluated by the inspectors, were divided into the following four categories:

• Outfall areas observed to exhibit heavy or severe erosion were assigned a weight factor of 5;

• Outfall areas showing evidence of mild or moderate erosion were assigned a weight factor of 2;

• Light erosion was assigned a weight factor of 1; and • Areas where erosion was not evident was assigned a weight factor of zero.

The watershed and water classification factors and weighting are the same used for the islandwide erosional areas analysis (see Section 9.3.2.2).

The analysis considered the distance between an outfall and its receiving water body to account for sediment that may settle prior to reaching the final discharge location. Receiving water bodies were identified from USGS quad maps, the State’s streams GIS file (darstreams.shp), and the City’s water body shapefile (watbod.shp). Flow distances through pipes and lined channels were not included in the distance calculations because it was assumed that 100 percent sediment transfer would occur through these conduits. For outfalls near the shoreline, the distance between the outfall and any visible sandy beach (from aerial photos) was used.



Outfall culvert sizes also determined the prioritization of sites. Culverts with inside diameters less than 36-inches were considered minor outfalls and were assigned a weight factor of 1. Outfalls with inside diameters of 36-inches or greater were considered major outfalls and were assigned a weight factor of 2. Multiple barrel culverts less than 36-inches in diameter with an aggregate pipe cross sectional area greater than a single 36-inch diameter culvert were classified as major outfalls for analytical purposes. The implications of this factor are that large drainage areas, which are served by large outfalls, were given higher weightings.

The soil type in the vicinity of each outfall location was obtained from the City’s GIS. A corresponding “K” value was assigned to each soil type based on Natural Resources Conservation Service publications. The values ranged between 0.02 and 0.28. The erodibility factor quantifies the susceptibility of soil detachment by water and is commonly used to predict long-term average soil loss. A soil erodibility factor of zero was assigned for outfalls that exit directly into a concrete channel or other lined ditch.

9.3.4.3 Analysis and Results

A total of 1,189 outfalls were identified as of October 31, 2006. Each site was evaluated for erosion potential and ranked according to the calculated erosion value. Based on this analysis, a list of the top 25 islandwide erosional areas was compiled (see Table 9-6). As illustrated in Figure 9-14, these high priority outfall locations are scattered across the island. Individual reports for each site, as well as a comprehensive list of all outfalls evaluated as of October 31, 2006, are provided in Draft Outfall Assessment (see Appendix I.3). It should be noted that this ranking is subject to change pending more comprehensive, site-specific engineering analyses.

9.3.4.4 Remediation Measures

An outfall remediation program consisting of the following elements will be submitted and implemented in accordance with the requirements contained in the Oahu MS4 NPDES Permit:

• Identification of MS4 outfalls; • Prioritization of MS4 outfalls based upon water quality concerns; • Request implementation funding for outfalls; • Outfall erosion control measure project design; • Outfall erosion control measure construction, and • Outfall erosion control measure maintenance.

Outfall assessments will continue over the next year, which will result in the completion of a final Outfall Assessment by March 30, 2008.

Outfall sites with observed erosional conditions will require the installation of velocity dissipators or other BMP measures to reduce the risk of continued erosion. A PS&E process similar to that used for the high priority erosional areas (see Section 9.3.3.1) may be used to develop remediation methods for the prioritized outfalls. Details about implementation of BMPs, such as annual funding and design and construction schedules, have not been determined, but will be included in the March 30, 2008 final assessment.



Table 9-6 Islandwide Top 25 High Priority Outfalls that Require Installation of

Remediation Measures (Draft)

Site Rank

Highway Mile-post

Watershed Culvert Erosion Value

Erosion Condition

1 Kalanianaole Hwy. 1.92 Kaelepulu 48” CMP 44.8 Heavy / Severe 2 Interstate Route H-3 13.09 Kawainui 36” CMP 41.9 Heavy / Severe 3 Likelike Hwy. 1.65 Kalihi 4’ x 3’ conc.

channel 33.6 Heavy / Severe

4 Kailua Road 9.90 Kawainui 48” RCP 24.7 Heavy / Severe 5 Interstate Route H-3 12.19 Kawainui 144” Sectional

Plate 24.0 Heavy / Severe

6 Interstate Route H-3 12.40 Kawainui 84” CMP (Buried)

23.6 Heavy / Severe

7 Interstate Route H-3 12.20 Kawainui 36” CMP 23.6 Heavy / Severe 8 Farrington Hwy. 0.34 Makaiwa 2 – 42” CMP 22.4 Heavy / Severe 9 Kalanianaole Hwy. 1.16 Kaelepulu 30” CMP 20.5 Heavy / Severe 10 Kamehameha Hwy 11.81 Waikele 9’ x 10’ Box

Culvert 20.4 Heavy / Severe

11 Wilikina Drive 7.70 Kaukonahua 8’ x 8’ Box Culvert

20.4 Heavy / Severe

12 Interstate Route H-1 13.54 Halawa 6’ x 1’-6” CRM Spillway

20.4 Heavy / Severe

13 Interstate Route H-1 12.84 Aiea 42” CMP 20.4 Heavy / Severe 14 Kamehameha Hwy 0.10 Kaukonahua 66” CMP 20.4 Heavy / Severe 15 Wilikina Drive 8.78 Kaukonahua 36” RCP 20.4 Heavy / Severe 16 Interstate Route H-2 0.40 Waiawa 14’ x 3’ Swale 20.3 Heavy / Severe 17 Kamehameha Hwy 0.56 Kaukonahua 36” RCP 20.1 Heavy / Severe 18 Interstate Route H-1 11.10 Waimalu 4’ x 2’ Conc.

Spillway 19.8 Heavy / Severe

19 Interstate Route H-2 2.59 Waiawa 36” CMRCP 19.7 Heavy / Severe 20 Interstate Route H-2 2.22 Waiawa 36” RCMP 19.7 Heavy / Severe 21 Interstate Route H-2 3.06 Waiawa 36” CMP 19.5 Heavy / Severe 22 Farrington Hwy. 0.78 Makaiwa 2 – 120” CMP 19.2 Heavy / Severe 23 Farrington Hwy. 0.77 Makaiwa 2 – 108” CMP 19.2 Heavy / Severe 24 Farrington Hwy. 6.34 Kaukonahua 17’ x 5’ Box

Culvert 19.0 Heavy / Severe

25 Interstate Route H-3 9.40 Kaneohe 60” RCP 18.5 Heavy / Severe

Not to scale

LOCATION PLAN


High Priority OutfallsFigure 9-14



9.3.5 Training

The training element of the Erosion Program will cover the installation and maintenance of erosion control BMPs for non-construction HDOT projects. Instruction will include implementation of erosion control BMPs, as well as providing instruction about the selection of appropriate erosion control BMPs. The erosion control training program is intended to be provided on a periodic basis, but will be coordinated with other training programs described in the Oahu SWMP.

Training Recipients

Training will be made available to the following personnel: • HDOT Highways personnel responsible for managing and conducting the installation

and maintenance of erosion control BMPs; • Contractors who perform design work for the State DOT; and • HDOT Highways plan reviewers, designers, and project managers.

Training Method

The method of training will involve both PowerPoint presentations and handout materials, which include the following documents:

• Presentation’s PowerPoint slides that allow for the taking of notes; • Construction BMP Field Manual; and • Descriptions of sample BMPs similar to those presented in the SEP training sessions.


The trainer must meet the following qualifications: • Professional experience in designing, installing, and/or inspecting erosion control

BMPs; and • Knowledge of the effectiveness of various erosion control BMPs in local climate and

geological conditions.

Topics

Topics will include the following: • Environmental background and regulatory requirements, particularly the Clean Water

Act and the NPDES permit program; • Information and awareness of the Oahu MS4 NPDES Permit, and the overall Oahu


State; • Responsibilities of HDOT Highways regarding storm water management and erosion

and sediment control at non-construction sites; • Erosion control BMPs; and



• Overview of erosion control program including implementation and maintenance of erosion control BMPs, and permanent BMP projects, such as the high priority erosional areas and outfalls.


Training will be held annually, or on an as-needed basis.



As shown on Figure 9-15, the Erosion Program is overseen by the HDOT Highways, Materials Testing and Research Branch (HWY-LR), Research Program. Under the MS4 Task Force, the master consultant is tasked with:

• Modifying the list of approved erosion and sediment control BMPs; • Identifying and designing site-specific erosion control remediation measures for the

initial ten (FY06) erosion sites; • Identifying and prioritizing erosional areas on Oahu based on water quality impacts as

a priority (i.e., within high priority watersheds); • Identifying appropriate erosion control measures at the erosional areas within the high

priority watersheds; • Identifying erosion at storm drain outfalls that require velocity dissipators or other BMPs;

and • Periodic training of HDOT Highways personnel responsible for managing and

conducting the installation and maintenance of erosion control BMPs.

The head of HWY-LR’s Research Program, a Civil Engineer VI, is the main point of contact for this program.







DIR-CZ

Highways Division

Administrator





Oahu District HWY-O

District

Engineer




Office Manager



Engineer VI

Traffic Operations

Unit HWY-OT

Civil Engineer IV

Design Branch HWY-D



Engineer VI


Engineer VI



Manager

Maintenance Section

HWY-CM Engineer VI


Engineer VI


Engineer VI


HWY-OCR Engineer VI

Wahiawa Crew HWY-OM


Leeward Crew HWY-OM


Hauula Crew HWY-OM








Supervisor



Supervisor II

















2-Truck Driver


1-AMS Coordinator

1-Development Mgr

4-GIS/IT Support


1-Engineer


2-PR Assistant



Manager



Superintendent


HWY-OC Engineer V


HWY-OC Engineer V


HWY-OC Engineer V


Engineer V


1-Inspector 1-Clerk


HWY-OC Engineer V


HWY-OC Engineer V

Upper Halawa Office

HWY-OC Engineer V

Street Sweeper

Drain Cleaner






Marking Supervisor



HWY-DH Engineer V

Drafting Unit

HWY-DH Technician

Design Unit

HWY-DH Engineer V


Engineer V

3-Engineer


Engineer VI

5-Engineer 1-CADD




Master Consultant


Manager




Services HWY-OM

Civil Engineer V


Highways Division Storm Water Management Program Organizational Structure - Erosion Control BMP Program (2006-2009) Figure 9-15



2-Technician

SWMP Service

Contractors

Highways Division Storm Water Management Program Organizational Structure - Erosion Control BMP Program 2006-2009


Engineer V


Engineer V

Plant Maintenance

Unit HWY-OT



HWY-OM

Civil Engineer V

Field Engineering

Services HWY-OM

Civil Engineer V

Maintenance Section

HWY-OM Engineer VI


Engineer VI


Engineer VI

1-Engineer III

Drainage Discharge

Unit HWY-OM

Engineer V




Master Consultant

& Subs


LEGEND

HDOT Staff With Erosion Control Responsibilities



9.4 Maintenance Facilities BMP Program

Maintenance and baseyard facilities have the potential to pollute storm water runoff passing through these properties because these are the locations where HDOT Highways park many of its vehicles and equipment; conduct washing, fueling and maintenance of these vehicles and equipment; and store materials and chemicals used to maintain its highway network. The purpose of the Maintenance Facilities BMP Program is to operate HDOT Highways maintenance facilities and baseyards in a manner that would prevent impacts to the quality of receiving water bodies to the maximum extent practicable. The elements of the program include:

• Preparation and implementation of Storm Water Pollution Control Plans (SWPCP) for all baseyards on Oahu;

• Development of a Maintenance Facility BMP Manual; • Establishing contact persons and holding regular inspections; and • Supporting a training program for Highways Division personnel who operate and

maintain the baseyards and other maintenance facilities on procedures for pollution prevention and good housekeeping.

In addition, the Maintenance Facilities BMP Program includes developing two dewatering facilities, one located at the Waianae baseyard and the other located at the Pearl City baseyard.

9.4.1 Baseyard Conditions, Drainage Characteristics and Potential Pollutants

HWY-OM operates eight baseyard and maintenance facilities on Oahu at the following locations (see Figure 9-16):

• Interstate H-3 Freeway Tunnels; • Hauula; • Kakoi Street; • Keehi Viaduct; • Pearl City; • Wahiawa; • Waianae; and • Windward.

In general, baseyards are used and operated in the following manner: • Parking HWY-OM Maintenance Section vehicles and equipment; • On-site fueling of vehicles only at the Kakoi Street Baseyard; • Storage of tank trucks used for off-site situations (not within baseyards); • Vehicle and equipment maintenance conducted only at the Kakoi Street Baseyard; • Minor or emergency repairs occasionally conducted at each baseyard; • Vehicle and equipment washing, except at the Kakoi Street Baseyard (Keehi Viaduct

Baseyard is the only one with a vehicle wash rack); and

KAENA PT.

WAIANAE

HALEIWA

WAHIAWA

WAIPAHUAIEA

PEARL CITY

KAHUKU PT.

KAAAWA

EWA

WAIKIKI

KANEOHE

HONOLULU

KAILUA

KANEOHEBAY


OAHU

NANAKULI

H-3

H-1

H-2

H-1

MAPUNAPUNA

HAUULA

WaianaeBaseyard

WahiawaBaseyard

Hauula Baseyard

WindwardBaseyard

Pearl CityBaseyard

Kakoi St.Baseyard

Keehi ViaductBaseyard

H-3 Freeway Tunnels Facilities


Highways Division Baseyards and Maintenance FacilitiesFigure 9-16

N Scale0 1 2 3 4 miles

Source:



• Storage of materials and chemicals, in generally the following manner: − Bulk maintenance materials, such as gravel, sand and asphalt, and solid waste

picked from highways, in storage bins created by using concrete barriers, − Large or bulky loose materials, such as poles, pipes, and barriers, kept outdoors,

and − Chemicals, such as paints, herbicide, and motor oil, kept in their manufacturers’ or

approved containers and stored indoors, or if kept outdoors, are placed on palettes.

Brief descriptions of the uses, drainage conditions and potential pollutants at all seven baseyards are provided below. More detailed descriptions are provided in the SWPCP reports provided in Appendices J.1 through J.8.

9.4.1.1 H-3 Tunnel Facility

Site Description and Use

The Interstate H-3 tunnels are located beneath the peak of the Koolau Mountain range between North Halawa Valley on the leeward side and Haiku Valley on the windward side (see Figure 9-17). The tunnels’ operations, maintenance and office facilities are located at both ends of the tunnels, and the entire site is paved. The Haiku side includes a covered baseyard garage used primarily to store maintenance vehicles and equipment, and supplies for tunnel maintenance operations.

The H-3 tunnels facilities house HDOT Highways Traffic Operations Center (TOC), a technician shop, and facilities for tunnel operations and maintenance (O&M) personnel (see Figure 9-17). The TOC is the command center that controls all aspects of the Interstate H-3, and is located on the upper floor of the portal building at the Halawa Valley end of the tunnels. The technician shop, which is used for mechanical and electrical parts maintenance and repair, is located below the TOC. The facility for O&M personnel is located in the portal structure at the Haiku Valley end of the tunnels. The O&M personnel are not only responsible for maintenance of the H-3 Tunnels. They also handle the Pali and Wilson Tunnels. Additional facilities include a 3,000-gallon capacity underground storage tank (UST) and 200-gallon above ground day tank at the Halawa Valley end of the tunnels that store diesel fuel for the emergency generator located in the generator room of the Halawa portal building.

The technician shop or the O&M section facility store small quantities of solvents (aerosol), paints, gasoline, motor oil, and hydraulic oil, which are kept in cabinets and storage lockers. Both sides of the tunnels also keep spill response materials. The O&M personnel also keep bio-degradable detergent at its facility for tunnel washing. Vehicles and equipment based at the H-3 Tunnels facility that are in need of washing are taken to the Keehi Viaduct Baseyard (see Section 9.4.1.4). Minor repairs of equipment are conducted in the covered garage. Cleanup of this garage is performed using absorbent materials, rather than by washing, to prevent the discharge of wash water. Both the technician shop and garage have a solvent parts washer. The solvent is exchanged by a vendor.

LOCATION PLAN

Not to scale


H-3 Freeway Tunnels FacilitiesFigure 9-17



Drainage Characateristics

The tunnel facilities have no storm drain inlets. Within the tunnels, continuous slotted drains that run along both the right and left edges of both tunnels collect runoff into either one of two 40,000-gallon USTs located on each side of the tunnel. The water collected in the tunnels is primarily wash water generated from tunnel and facility washing. The water levels in the USTs are checked and tested as needed based on rainfall and other events. If appropriate, the water is normally reused for irrigation. Storm water runoff at the Haiku Valley end of the tunnels sheet flows to grassy areas beneath the Interstate Route H-3 viaduct. On the Halawa Valley end, storm water runoff sheet flows to the H-3 roadway drainage system, where it empties into North Halawa Stream approximately two miles downstream on the tunnel portals.

The nearest water body on the Halawa Valley end of the tunnels is the North Halawa Stream, which borders the northern portion of the facility. The stream is a tributary of Halawa Stream, which empties into Pearl Harbor’s East Loch. The nearest water body on the Haiku Valley end of the tunnels is Heeia Stream, which is located approximately 1,000 feet south of the portals. The stream empties into the Heeia Pond.

Potential Pollutants

The predominant activities at the H-3 tunnels facility include parking, limited maintenance and fueling of vehicles and equipment, storage of limited quantities of chemicals, and limited electrical and mechanical parts maintenance and repair. Potential pollutants derived from these activities include various petroleum products, traces of heavy metals (cadmium, chromium and lead), and solid waste debris. A detailed list of potential pollutant sources is provided in the SWPCP for the Interstate Route H-3 Tunnels (see Appendix J.1).

9.4.1.2 Hauula Baseyard


The Hauula Baseyard is located along Hauula Homestead Road in the Koolualoa District of Oahu (see Figure 9-18). The baseyard is entirely paved except for landscaped and gravel strips along the perimeter of the property. A garage/storage structure and a small office are the only buildings on the site.

The Landscaping Unit uses the baseyard to park vehicles, maintenance equipment, and a 50-gallon capacity diesel fuel tank truck. The unit also uses cabinets in the garage/storage structure to store small quantities of herbicide, gasoline, motor oil, and 2-cycle oil. Storage bins constructed of concrete masonry units are used to store raw materials, such as sand and gravel.

Vehicle and equipment washing is conducted on the concrete pavement area at the southwest corner of the baseyard. The wash water flows into the landscaped area along the western border of the site and does not flow off-site or into any storm drain or natural waterway.


Hauula BaseyardFigure 9-18

LOCATION PLAN

Not to scale



Occasional minor repairs or maintenance of equipment is conducted in the garage/storage structure. Absorbent materials are used for cleanup after repairs and maintenance rather than by washing, which prevent the discharge of wash water from the site. Only equipment is allowed to be fueled on-site. Vehicles are not allowed to be fueled within the baseyard.

Drainage Characteristics

Because the baseyard has no storm drain inlets, storm water runoff sheet flows towards the driveway and discharges into Hauula Homestead Road right-of-way. The roadway has no storm drain collection system, and therefore, its runoff generally percolates into the ground along its coral covered shoulders. The baseyard is approximately 60 feet from the beach.


The predominant activities at the Hauula Baseyard include parking, minor or limited vehicle and equipment maintenance, limited fueling, and storage of limited quantities of chemicals. Potential pollutants derived from these activities include various petroleum products, traces of heavy metals, and solid waste debris. A detailed list of potential pollutant sources is provided in the SWPCP for the Hauula Baseyard (see Appendix J.2).

9.4.1.3 Kakoi Street Baseyard


The Kakoi Street Baseyard is located in Mapunapuna, an industrial and warehouse district in Honolulu (see Figure 9-19). Except for limited landscaped areas, the entire site is paved. The baseyard is the only HDOT Highways Oahu facility where routine vehicle and equipment maintenance and repairs are conducted, and the only one with permanent fueling facilities. As shown on Figure 9-19, the baseyard contains the following buildings and facilities:

• HWY-OM administration building; • Fuel pump station; • 8,000- to 10,000-gallon USTs, one holding gasoline and the other holding diesel fuel; • 600-gallon capacity used oil UST; • A shop building; • A warehouse (Building A); • Two motor pools, which consists of Building B for heavy vehicles and Building C for

light vehicles; and • Office trailers and other small storage areas.

The Kakoi Street Baseyard is used to store vehicles, equipment and materials to support HWY-OM Maintenance Section operations. Brief descriptions on how certain HWY-OM units and subunits use the Kakoi Street Baseyard are provided below.


Kakoi Street BaseyardFigure 9-19

Not to scale

LOCATION PLAN



The Bridge Maintenance Subunit uses Building A to store a small boat, flammable liquid paints, aerosols, adhesives, paints, and solvents. The unit also parks three crew trucks, a bobcat, and a truck carrying a 50-gallon capacity diesel fuel tank.

The Traffic Signs and Marking Subunit stores fabricated signs along the southwestern corner of Building B. The subunit also uses the shop building and small storage warehouse located in the southwestern portion of the property to make signs, store painting equipment, store traffic paint and traffic paint equipment, and store chemicals associated with painting (paints, adhesives, aerosols, mineral spirits, etc.).

The Landscaping Subunit utilizes a storage room in Building A to house handheld landscaping equipment and small quantities of chemicals, such as 2-cycle oil, herbicide, pesticide, and gasoline. The subunit also parks some of its vehicles and equipment along the southwestern boundary of the property, and occasionally parks a 300-gallon capacity pesticide tank truck in this area.

The Structures Subunit stores its concrete mixers, tampers, generators, vehicles, and gasoline held in small containers in a storage room in Building A, which contains a flammable storage locker to house the gasoline. The subunit also stores compressed gas cylinders and other dry materials on the side of the shop building.

Other activities at the baseyard include: • Welding within the shop building, which requires storage of small quantities of aerosols

and lubricants in a flammable storage locker in the building; • Maintenance and repair of small equipment, such as lawn mowers and chain saws, in

the small engine room in Building B, which also contains flammable storage locker holding miscellaneous lubricants, aerosols, and solvents;

• Repair and maintenance of vehicles and equipment greater than 15,000 gross vehicle weight (GVW) in Building B, which is also used to store various chemicals associated with automotive repair, such as petroleum lubricants, solvent cleaners, brake fluid, and antifreeze; and

• Repair and maintenance of vehicles and equipment less than 15,000 GVW in Building C, which is also used to store various chemicals associated with automotive repair.

The heavy and light repair and maintenance areas have drains designed to capture any wash water, which leads to oil/water separators.


The majority of the site is sloped towards the paved area in the southern portion of the property towards two storm drain inlets located near the northwest and southwest corners of Building A (see Figure 9-19). Two additional storm drain inlets in the northeast parking collect storm water runoff from the eastern portion of the site. All four storm drain inlets connect to a drain pipe that discharges into the Moanalua Stream, located along the eastern boundary of the site, which empties into the Keehi Lagoon.




The predominant activities at the Kakoi Street Baseyard include parking, maintenance and fueling of vehicles and equipment, and on-site storage of limited quantities of chemicals. The maintenance and repairing of vehicles, or even parked vehicles, may cause minor leaks (drips) of various petroleum products, such as oils and lubricants. Storage of chemicals may leave traces of heavy metals (cadmium, chromium and lead), herbicides, and solid waste debris. A detailed list of potential pollutant sources is provided in the SWPCP for the Kakoi Street Baseyard (see Appendix J.3).

9.4.1.4 Keehi Viaduct Baseyard


The Keehi Viaduct Baseyard is located underneath the Interstate H-1 Freeway Airport Viaduct near Keehi Interchange (see Figure 9-20). The baseyard is triangular-shaped and bordered on the mauka and makai sides by the Ewa bound and Diamond Head bound lanes of Nimitz Highway, respectively. Moanalua Stream demarcates the site’s east boundary, and an unnamed canal runs through the middle of the baseyard, draining into Moanalua Stream. The canal is surrounded by berms to prevent storm water runoff from directly emptying into the canal.

As shown on Figure 9-20, the baseyard contains the following buildings and facilities: • Office trailers; • Vehicle parking area near the baseyard entrance; • Vehicle wash rack; and • Various storage areas and bins.

Brief descriptions on how certain HWY-OM units and subunits use the Keehi Viaduct Baseyard are provided below.

The Special Services Subunit uses the baseyard to park their trucks and vehicles, and to store sweeper, green and solid waste, abandoned vehicles, and assorted debris, such as car batteries and tires, cleaned or picked up from highway rights-of-way until they can be transported to a landfill, recycling facility, or other appropriate disposal facility. These materials are stored on the southeast corner of the baseyard. The subunit is also responsible for operating and maintaining the wash rack. The wash rack is designed to collect, treat, and recycle wash water for vehicle washing.

The Roadway Paving Subunit uses the southeast corner of the baseyard to store asphalt emulsion in a 1,000-gallon capacity tack oil spray truck, and bulk materials in bins, such as cold asphalt mix (petroleum based), crushed rock and sand. Hazardous materials are stored on secondary containment pallets.

The Highway Electrical Unit uses the area on the western-most portion of the baseyard to store small quantities of lubricants, solvents and paints. The chemicals are stored either in storage containers or are placed adjacent to the storage containers beneath the freeway overhang.


Keehi Viaduct BaseyardFigure 9-20

Not to scaleLOCATION PLAN



The unit also stores creosote-treated wooden telephone poles on the opposite end of the baseyard. The Bridge Maintenance Subunit uses the northwestern portion of the baseyard to store dry goods associated with bridge maintenance and repair.


Most of the site is situated under the Interstate H-1 Freeway viaduct, and is therefore, not exposed to rainfall. However, storm water runoff does occur within the baseyard from exposed areas and from several viaduct downspouts. Runoff from the downspouts flows directly off site or to an unused pervious area. Most of the site is paved with asphaltic-concrete with no storm drain inlets. Any storm water runoff within the baseyard sheet flows in a south/southeasterly direction towards Nimitz Highway, and later empties into Moanalua Stream.


The predominant activities at the Keehi Viaduct Baseyard include: • Parking of vehicles; • Limited maintenance of HDOT Highways vehicles and equipment; • Limited fueling of equipment; • Limited electrical and mechanical parts maintenance and repair; and • Storage of limited quantities of chemicals, and wastes or debris collected from highway

cleaning activities.

Potential pollutants derived from these activities include various petroleum products, traces of heavy metals, and solid waste debris. A detailed list of potential pollutant sources is provided in the SWPCP for the Keehi Viaduct Baseyard (see Appendix J.4).

9.4.1.5 Pearl City Baseyard


The Pearl City Baseyard is situated almost entirely beneath the Interstate H-1 Freeway Pearl City Viaduct (see Figure 9-21). The baseyard is rectangular-shaped, bordering an unnamed stream that empties into Pearl Harbor’s East Loch. The western half of the baseyard is paved, and used primarily for parking and office use, and to store bulk materials, such as crushed rock, sand and cold mix asphalt. The eastern half of the baseyard is unpaved, and used primarily for storing chemicals, supplies, and equipment.

The Landscaping Subunit uses the baseyard to park vehicles, landscape maintenance equipment (e.g., mowers, weed eaters, bobcat loader, etc.), a 50-gallon capacity diesel fuel tank truck, and a 300-gallon capacity herbicide tank trailer. The subunit also uses lockers in a storage cage to store small quantities of herbicide, gasoline, motor oil, and 2-cycle oil. The Highway Electrical, Traffic Signs and Marking, and Structures Subunits also use the baseyard primarily for storing supplies.

Not to scaleLOCATION PLAN


Pearl City BaseyardFigure 9-21



Vehicles and equipment are washed in the grassy area on the north side of the baseyard. The wash water percolates directly into the vegetative ground cover, and does not flow off-site or into any storm drains or natural waterway.

Occasional minor repairs or maintenance of equipment is conducted within the covered paved areas. Only equipment is allowed to be fueled on-site. Vehicles are not allowed to be fueled within the baseyard.


The majority of the baseyard is covered by viaduct, and is not exposed to rainfall. However, storm water runoff through the baseyard can occur from properties located outside the site, and from several downspouts that drain storm water from the viaduct. Storm water runoff sheet flows in the south/southeasterly direction. A single storm drain catch basin is located on the south central border of the baseyard, discharging into the adjacent field located to the south.


The predominant activities at the Pearl City Baseyard include parking, minor or limited vehicle and equipment maintenance, limited fueling, storage of limited quantities of chemicals, and limited electrical and mechanical parts maintenance and repair. Potential pollutants derived from these activities include various petroleum products, herbicides, traces of heavy metals, and solid waste debris. A detailed list of potential pollutant sources is provided in the SWPCP for the Pearl City Baseyard (see Appendix J.5).

9.4.1.6 Wahiawa Baseyard


The Wahiawa Baseyard is located along California Avenue in the town of Wahiawa in Central Oahu (see Figure 9-22). The baseyard is triangular-shaped with an office building, office trailer, vehicle shed, small storage shed, and a Quonset hut all located generally along the perimeter of the property. The central area is paved and used primarily for parking and storage. HDOT Highways plans to construct a vehicle and equipment wash facility in the baseyard in the near future.

Similar to the Pearl City Baseyard, the Landscaping Subunit uses the baseyard to park vehicles, landscape maintenance equipment, and a 50-gallon capacity diesel fuel tank truck. The Subunit also uses covered cabinets and storage lockers within the various buildings and trailer to store small quantities of herbicide, gasoline, motor oil, and 2-cycle oil.

Vehicles and equipment are washed in the grassy area near the northeast corner of the facility, next to the office trailer. The wash water percolates directly into the vegetative ground cover, and does not flow off-site or into any storm drains or natural waterway.


Wahiawa BaseyardFigure 9-22

Not to scale

LOCATION PLAN



Occasional minor repairs or maintenance of equipment is conducted either in the vehicle shed or the adjacent Quonset hut. Cleanup after maintenance is conducted using absorbent materials rather than by water washing to prevent the discharge of wash water from the site. Only equipment is allowed to be fueled on-site. Vehicles are not allowed to be fueled within the baseyard.


Although much of the baseyard is paved, it has no storm drain inlets. Storm water runoff sheet flows in a southwesterly direction to grassy or landscaped areas on the southwest corner of the baseyard where it infiltrates into the ground. Extreme storm water flows may empty into Kaukonahua Gulch located immediately to the south of the baseyard. The nearest water body is the south fork of Kaukonahua Stream, which is located approximately 500 feet to the south of the facility. The stream empties into Wahiawa Reservoir.


The predominant activities at the Wahiawa Baseyard include parking, minor or limited vehicle and equipment maintenance, limited fueling, and storage of limited quantities of chemicals. Potential pollutants derived from these activities include various petroleum products, herbicides, traces of heavy metals, and solid waste debris. A detailed list of potential pollutant sources is provided in the SWPCP for the Wahiawa Baseyard (see Appendix J.6).

9.4.1.7 Waianae Baseyard


The Waianae Baseyard is located along Farrington Highway in Waianae, Oahu (see Figure 9-23). Less than half the property is paved, but this paved area contains a mobile trailer office, a vehicle shed, shipping containers and parking spaces. The mauka side of the property or the area on the far end from Farrington Highway is unpaved, and covered with grass and weeds.

The baseyard is used primarily to store equipment and supplies. The Landscaping Unit parks vehicles, landscape maintenance equipment, and a 50-gallon capacity diesel fuel tank truck in the baseyard. The subunit also uses storage lockers in the vehicle shed to store small quantities of herbicide, gasoline, motor oil, and 2-cycle oil. Vehicle and equipment washing is conducted in the grassy area near the northwest boundary of the baseyard. The wash water percolates directly into the vegetative ground cover, and does not flow off-site or into any storm drains or natural waterway.

Occasional minor repairs or maintenance of equipment is conducted under cover in the vehicle shed. Cleanup after repairs and maintenance is performed using absorbent materials rather than by washing to prevent the discharge of wash water from the site. Only equipment is allowed to be fueled on-site. Vehicles are not allowed to be fueled within the baseyard.


Waianae BaseyardFigure 9-23



The unpaved half of the facility is used primarily for storage, but much of this area remains vacant or unused. Storage bins made from concrete barriers are used to store trash (in plastic garbage bags), tires, sand, gravel and cold asphalt mix. Trash and tires are kept at the baseyard on a temporary basis until they can be transported to the Keehi Baseyard for later disposal. The unpaved area is also used for storing concrete pillars, drain structures, pipes, and barriers from previous nearby construction projects. HDOT Highways plans to use a portion of the unpaved section of the baseyard to construct a dewatering facility (see Section 9.4.5).

HDOT Highways allows other State agencies to use the baseyard. State Department of Education employees use some of the parking along the Farrington Highway frontage. HDOT Harbors uses one of the shipping containers to store a jet ski.


An asphalt/grass gutter between the paved and unpaved areas directs storm water runoff into a vegetative swale between Farrington Highway and the makai boundary of the baseyard. The vegetative swale leads to a storm drain inlet located approximately 100-feet southeast of the facility. Because the baseyard has no storm drain inlets, all runoff percolates into the ground, or sheet flows in a southerly direction into the gutter and vegetative swale, eventually discharging into the off-site storm drain inlet, which leads to Kawiwi Drainage Canal and eventually into coastal waters.


The predominant activities at the Waianae Baseyard include parking, minor or limited vehicle and equipment maintenance, limited fueling, and storage of limited quantities of chemicals, bulk materials and debris. Potential pollutants derived from these activities include various petroleum products, traces of heavy metals, and solid waste debris. A detailed list of potential pollutant sources is provided in the SWPCP for the Waianae Baseyard (see Appendix J.7).

9.4.1.8 Windward Baseyard


The Windward Baseyard is located near Likelike and Kahekili Highways in the Koolaupoko District of Oahu (see Figure 9-24). The baseyard is mostly paved, with landscaped areas along the southern, eastern, and western edges. The only structures on the site are an administration building, vehicle shed and office trailer.

The baseyard is used to park landscape maintenance vehicles and equipment (mowers, weed eaters, and a chipper), a 50-gallon capacity diesel fuel tank truck, and a 100-gallon capacity herbicide tank trailer. Traffic barricades used for construction projects are also kept at the baseyard. Small quantities of herbicide, gasoline, motor oil, and 2-cycle oil are stored in storage lockers in the vehicle shed. Spill response materials are also kept in the vehicle shed.


Windward BaseyardFigure 9-24

LOCATION PLAN Not to scale

WINDWARDBASEYARD



Bulk materials, such as crushed rock, sand, and cold mix asphalt, are stored in a designated area on the west end of the property.

Vehicles and equipment are washed only on the paved and bermed area, which is located adjacent to the southern end of the vehicle shed. Wash water is contained within the bermed asphalt for natural evaporation. The wash water is prevented from flowing off-site or into any storm drains or natural waterways.

Occasional minor repairs or maintenance of equipment is conducted in the vehicle shed. Cleanup after repairs and maintenance is performed using absorbent materials rather than by washing to prevent the discharge of wash water from the site. Only equipment is allowed to be fueled. Vehicles are not allowed to be fueled within the baseyard.


The site is sloped towards the center of the property where four storm drain inlets are located. A single storm drain inlet is in the grassy swale near the eastern boundary. The drain inlets are interconnected by pipe, and discharges to the storm drain system in Pookela Street (see Figure 9-24). The baseyard property also collects storm water from the driveway to the nearby State Hospital via an outfall at the southeast corner behind the administration building. This storm water sheet flows to the inlet in the grassy swale. The nearest water body is the Kupunahala Stream, located approximately 1,300 feet to the east of the facility across Kahekili Highway.


The predominant activities at the Windward Baseyard include parking, minor or limited vehicle and equipment maintenance, limited fueling, and storage of limited quantities of chemicals and bulk materials. Potential pollutants derived from these activities include various petroleum products and traces of heavy metals and solid waste debris. A detailed list of potential pollutant sources is provided in the SWPCP for the Windward Baseyard (see Appendix J.8).

9.4.2 Storm Water Pollution Control Plans

Pollution control measures, which include BMPs, are provided in the SWPCP of each baseyard (see Appendices J.1 through J.8). Each baseyard will receive a copy of the SWPCP, as well as any other relevant documents. For example, the Maintenance Activities BMP Field Manual (see Section 9.4.3) was provided to the baseyard maintenance personnel.

Every person who uses a baseyard will be responsible for preventing pollution. However, individuals were identified at each baseyard to oversee the baseyard’s overall pollution control practices (see Appendix J.9). Some baseyards have multiple pollution control contacts because these baseyards contain multiple units or subunits. In most cases, these persons are unit or sub-unit supervisors. The pollution control contacts will receive extensive training on all BMPs identified in this section, and will be responsible for conducting periodic inspection of



activities that may cause pollution, and suggesting improvements to the baseyard’s BMPs. In addition to the pollution control contacts, an HDOT Highways staff person was identified, who will have the primary responsibility of ensuring pollution control consistency among all the baseyards. This person will also provide assistance and oversight to the baseyard contacts regarding BMPs, and will conduct independent inspections of all baseyards at least four times a year.

9.4.2.1 Best Management Practices

The most cost-effective method to reduce or eliminate baseyard-generated pollutants from entering storm water runoff is to use BMPs that prevent pollution. However, in situations where a pollutant release or spill does occur, the implementation of response procedures can preclude the discharge of the release from contaminating storm water runoff and ultimately to surface water bodies. The following BMPs will be followed at all eight baseyards:

• Good housekeeping practices; • Vehicle and equipment washing, maintenance and repair; • Vehicle and equipment fueling; • Material storage; • Spill response; and • Hazardous waste management.

These BMPs were adopted from the BMPs contained in 2003 Oahu SWMP Plan and the City BMP Manual, and are described in each of the eight SWPCPs that are provided in Appendices J.1 through J.8. The Maintenance Activities BMP Field Manual includes these BMPs. The purpose of the baseyard BMPs are provided below.

Good Housekeeping Practices BMP

HWY-OM personnel handle materials and products on a daily basis that if not used, stored or disposed of properly have the potential to contaminant storm water runoff. Good housekeeping practices maintain a clean, safe, and orderly working environment, which reduces the likelihood of accidental spills of pollutants caused by mishandling of equipment. Good housekeeping practices have the additional benefit of maintaining a safe working environment.

Vehicle and Equipment Washing, Maintenance and Repair BMP

The routine maintenance of vehicles and equipment at baseyards is unavoidable. In addition to vehicle and equipment washing, maintenance and repairs include fluid removal and replacement, and engine and parts cleaning, repair and replacement. The BMP for vehicle and equipment washing, maintenance and repair is intended to reduce the likelihood that pollutants produced from activities do not enter storm water runoff.



Vehicle and Equipment Fueling BMP

During fueling of vehicles and equipment, there is the potential for leaked or spilled fuel to contaminate storm water. The procedures outlined in this BMP are intended to prevent fuel spills and leaks during fueling.

Material Storage BMP

As described throughout Section 9.4.1, a variety of materials and products are stored or kept at the baseyards. If they are not stored properly, such as being exposed to rain, leaks are possible, which may adversely affect quality of storm water runoff. This BMP specifies how materials and chemicals are to be stored in the baseyard.

Spill Response BMP

Accidental releases or spills may lead to contamination of storm water runoff if such spills are not handled or are improperly handled. The guidelines provided in this BMP are intended to address large or uncontrolled spills and should be followed by all employees stationed or present in the baseyard.

Hazardous Waste Management BMP

Among the products stored at baseyards are chemicals, such as paints, solvents, petroleum products, herbicides, and batteries, which become hazardous waste upon disposal. This BMP provides guidelines for handling and disposing of hazardous materials. Improperly using or disposing of hazardous materials has the potential to contaminate storm water runoff passing through a baseyard.

9.4.2.2 Inspections, Plan Reviews and BMP Revisions

As noted above, quarterly inspections of baseyards will be performed to ensure that BMPs identified are consistently followed. The coordinator will assess all functions of the baseyard, and if deficiencies are noted, the coordinator will suggest solutions. A standardized inspection form, which is provided in each baseyard SWPCP in Appendices J.1 through J.8, will be used, and records of all inspections will be maintained in the AMS.

Any proposed changes to facilities, on-site activities, and materials stored on-site, will be reviewed by the program coordinator who will assess whether the BMPs that were in place would still be effective under the proposed changes. If necessary, revisions to the BMPs may be made by the program coordinator if they do not achieve the general objectives of controlling pollutants in storm water discharges and/or one or more baseyards is found to be in violation of applicable State regulations or the Oahu MS4 NPDES Permit. Plan review and revisions will take no longer than 30 days to be completed. All personnel at the facility will be informed during staff meetings of any changes made to the BMPs, and will be trained on new or modified procedures, if necessary.



9.4.2.3 Spill Prevention and Response

The prevention of spills will largely be accomplished by following the guidelines and procedures of the BMPs on housekeeping, washing and maintenance, fueling, material storage, and handling hazardous materials. In addition, all baseyard personnel will be trained in spill prevention and response (see Section 9.4.4). However, despite the diligence of baseyard personnel in following the BMPs and having proper training, accidental spills may still occur.

Clean up of small spills of oil (less than 25 gallons) can usually be handled without disrupting baseyard operations provided that the spill can be cleaned within 72 hours using absorbent materials or other acceptable practice, and does not threaten ground or surface waters. Daily inspections of the baseyard by the pollution control contact and other baseyard personnel will identify small spills, which must be addressed immediately (e.g., start the clean up).

In the event of a large or uncontrolled release, the pollution control contact will act as the emergency coordinator until relieved by the appropriate HDOT Highways personnel. As noted in Section 6.4, the HFD is the lead agency for emergency response to hazardous spills on all non-military lands of Oahu. HDOT Highways is responsible for assisting the HFD in responding to spills within its rights-of-way and properties. Once the emergency is stabilized, managing the response to the spill may be turned over to HDOH.

Below are the steps to be taken in the event of large or uncontrolled release. More detailed information for each of the steps is provided in the SWPCPs in Appendices J.1 through J.8

Step 1: Stop work by shutting down pumps, equipment, and nearby gas valves and tanks, and have personnel move away from the affected area.

Step 2: The pollution control contact will assess the situation, such as determining the nature of the release and checking for any injuries.

Step 3: The contact will call the appropriate authorities (e.g., H3 Tunnel Control Center and emergency responders).

Step 4: The contact will control the scene by: − Keeping non-essential employees away from the spill, and removing any injured

person from the scene. − Assessing whether on-site personnel should stay and contain the spill or wait for the

HFD to handle the release. The assessment will be based on whether the release is hazardous, has the potential for fire or explosions, has the potential for migration to surface water, and many other factors. However, the contact will never subject themselves or other HDOT Highways personnel to any unreasonable risk of illness or injury.

− If the decision is made to control the spill, the personnel will don appropriate personal protective equipment; locate, stop, and contain the source of the release; and confine the further migration of the release. A spill response contractor will then be called to the scene for cleanup and removal of accumulated product resulting from the release.

All spills, leaks and other discharges, including hazardous substances, will be documented using a spill response documentation form, which is provided in each of the SWPCPs in



Appendices J.1 to J.8. In addition to keeping the forms, all spill incidents will be recorded into the AMS.

9.4.3 Maintenance Activities BMP Manual

The Maintenance Activities Best Management Practices Field Manual (see Appendix J.10) (Maintenance Facility BMP Manual) includes a written set of BMPs described in Section 9.4.2 that address normal or typical activities that occur at baseyards, as well as including BMPs to be used in emergency situations, such as spills. The format of the Maintenance Facility BMP Manual is intended to be “field friendly”, and easily understandable. Copies of the manual were distributed to maintenance field staff.

9.4.4 Training

The training element of the Maintenance Facilities BMP Program focuses on the BMPs that prevent pollution and maintain good housekeeping practices used within baseyards and other maintenance facilities. The instructions will include how to use the SWPCPs and how to control storm water pollution at the baseyard by using appropriate BMPs. The training program started in February 2006.

Training Recipients

Training will be required of all HDOT Highways maintenance personnel stationed at the baseyards, which includes supervisors and clerical personnel as appropriate.

Training Method

Training will be held on-site at each baseyard, and involve “hands-on” demonstrations. A SWPCP users guide for the applicable baseyard will be provided to employees (see Appendices J.11 through J.18). The user guides are similar to the SWPCPs, but more field-friendly. New employees will be trained under the training regimen described herein as part of their orientation. Hands-on training materials will be provided to training recipients.


The trainer must have a thorough understanding of the BMPs described in Section 9.4.2, and have professional experience with the operation and functions of baseyards or similar types of maintenance and storage facilities. HDOT Maintenance Supervisors who have attended training sessions held by a qualified trainer are considered qualified to hold on-the-job training sessions for new employees or employees who were not able to attend a formal training session.



Topics

Topics will include the following: • Information and awareness of the Oahu MS4 NPDES Permit, which also applies to

baseyards, and the overall Oahu SWMP; • Informing staff that they serve an important role in protecting the water quality in the

State; • Identifying potential sources of pollution within baseyards, including the difference

between routine and non-routine runoff and their sources; • All BMPs described in Section 9.4.2; • Conducting site inspections; • Spill reporting and documentation; and • How to conduct site inspections within baseyards.


Training will be held annually. The Mid-Year and End-of-Year Reports (See Chapter Thirteen) will contain information on the number and dates of training sessions, types of training, and recipients of the training.

9.4.5 Dewatering Facilities

The Debris Control Program (see Section 9.1.1.2) requires that sediments and debris removed from the Oahu MS4 (e.g., catch basins, pipes, etc.) be dried to an appropriate moisture level before transport to and disposal at an approved landfill. To address this requirement, HDOT Highways plans to initially construct dewatering facilities at its Pearl City and Waianae Baseyards. Once operational, service contractors who clean the Oahu MS4 storm drains will use these facilities. The two dewatering facilities will be able to process the expected quantity of material removed from the Oahu MS4.

9.4.5.1 Dewatering Method

A dewatering facility will include the following elements: • Settling basins; • Filter beds; • Collection and transport pipes; • Oil interceptor pit; and • Post-dewatering debris or dry storage area.

A settling basin is a concrete-lined area where saturated debris removed from the Oahu MS4 is dumped. The settling basins will be constructed partially below grade, and will be accessible by truck ramps. Vehicles transporting debris will dump their loads directly into the settling basins using the truck ramp, and the sediment, trash and debris will be allowed to settle.

A filter bed is where the water from the debris undergoes primary filtering before disposal into the municipal sewer system. Like the settling basins, the filter beds will be constructed



partially below grade, and accessible by truck ramps. As the heavier debris drop or settle to the bottom of the settling basin, the water, which still contains some sediment, is allowed to flow into the filter beds through openings between the settling basin and drying bed. The rate in which the water is allowed to flow into the filter beds is controlled by stop logs or boards placed within the gaps.

The bottom of the filter bed contains a granular filter of multiple layers. A system of collection drain pipes will be placed below the filter to capture the water. From these pipes, the water will be directed to an oil separator pit, which will be used to remove any oily particles. The water will then be transported via pipe to the nearest municipal sewer manhole for eventual treatment at a municipal wastewater treatment plant.

The remaining materials in the settling basin and the filter beds will be transported to a municipal landfill for disposal. On-site temporary storage areas will be provided for material that cannot immediately be transported to a landfill due to manpower shortages, mechanical breakdowns, or for efficiency reasons.

Standardized dimensions will be used for the settling basins, filter beds and dry storage areas. The capacity of a single settling basin will be approximately 150 cubic yards or 30,000 gallons.

The proposed dewatering method described above is the same method used by the City at its dewatering facilities located in Ahuimanu and Sand Island.

9.4.5.2 Proposed Sites

HDOT Highways chose the Pearl City and Waianae Baseyards as sites for dewatering facilities because both properties have sufficient and suitable open areas to accommodate the facilities. These baseyards are used to park or store vehicles, equipment and materials needed for highway maintenance. Other properties owned by HDOT Highways were evaluated, but none of them have excess area available that can accommodate a dewatering facility, they may be committed for other HDOT Highways activities, or may be leased to other entities.

To meet near term anticipated needs of the Debris Control Program, HDOT Highways proposes to construct a total of six settling basins and their associated filter beds divided between both baseyards. With a more centralized location, the Pearl City facility will likely be required to treat about twice the amount of debris as the Waianae facility. Therefore, the Pearl City facility will hold four of the six settling basins, and be twice as large as the Waianae facility.

The Pearl City baseyard dewatering facility is planned to be constructed between three sets of piers on the east side of the property (see Figure 9-25). Because the facility will be completely covered by the Pearl City Viaduct, it will not require a roof to prevent the drying debris from being saturated by rainwater. The area in between the settling basins, filter beds and storage areas will be paved to handle the truck and vehicle traffic associated with the operation of the facility.

The Waianae Baseyard dewatering facility is planned to be constructed within the paved area of the baseyard near Farrington Highway (see Figure 9-26). This location would require the


Proposed Layout of Pearl City Baseyard Dewatering FacilityFigure 9-25


Proposed Layout of Waianae Baseyard Dewatering FacilityFigure 9-26



displacement of the trailer office. Unlike the proposed Pearl City Baseyard facility, the Waianae dewatering facility will require a roof to prevent the drying debris from being saturated by rainwater.

9.4.5.3 Project Development Process

In accordance with HAR Section 11-200-8(a), construction of the Pearl City and Waianae dewatering facilities would not be exempted from environmental review as provided in HRS Chapter 343. However, such a facility is highly unlikely to cause a “significant” impact as defined in HAR Section 11-200-12(b). Therefore, an Environmental Assessment (EA), which will presumably lead to a Finding of No Significant Impact by HDOT, would be the appropriate environmental document. The dewatering facilities are not anticipated to cause significant environmental impacts because the project sites are located within existing baseyards and the dewatering process is largely benign. A dewatering facility is consistent and compatible with the functions of a baseyard.

HDOT Highways publicly released a Draft EA for the proposed Pearl City dewatering facility on March 8, 2007. HDOT Highways originally planned to prepare a single EA for both sites. However, it was later determined, after consulting with the State Historic Preservation Division, that the Waianae Baseyard site may contain native Hawaiian burial sites. Although this information did not change the original plan, the environmental review process for the Waianae Baseyard site would have to include compliance with HRS Chapter 6E (Historic Preservation). This would have forced unnecessary delay to the Pearl City Baseyard site’s environmental review process. Therefore, HDOT Highways decided to use a separate environmental review process for each site. The results of archaeological work at the Waianae Baseyard site may cause a modification to the plan shown on Figure 9-26, or HDOT Highways may choose to drop the site if impacts to burial sites cannot be avoided.

The environmental review process for the Pearl City site is scheduled to be completed by late spring. Final design is tentatively scheduled to begin in early summer, and is expected to take approximately six months to complete. Construction of the dewatering facility at the Pearl City Baseyard may begin as soon as the summer 2008. A project development schedule for the Waianae Baseyard site is pending.

9.4.5.4 Alternative Dewatering

Currently, the service contractors are responsible for addressing the proper disposal of debris removed from the Oahu MS4. They may either make provisions within their own facilities to air dry the material in order to separate the water from the debris, or they may contract the services of a private dewatering facility. If HDOT Highways is unable to secure development of at least one dewatering facility, the current terms with the service contractors will remain in place.




As shown on Figure 9-27, the Maintenance Facility BMP Program is overseen by HWY-OM. The maintenance supervisors at each baseyard facility are in charge of ensuring that the procedures outlined in their respective SWPCPs are followed. The supervisors are also responsible for training baseyard personnel on the provisions of the SWPCPs and appropriate BMPs for the nature of their work. An HWY-OT Civil Engineer V is responsible for the operations of the tunnel operation center.







DIR-CZ

Highways Division

Administrator





Oahu District HWY-O

District

Engineer




Office Manager



Engineer VI

Traffic Operations

Unit HWY-OT

Civil Engineer IV

Design Branch HWY-D



Engineer VI


Engineer VI



Manager

Maintenance Section

HWY-CM Engineer VI


Engineer VI


Engineer VI


HWY-OCR Engineer VI

Wahiawa Crew HWY-OM


Leeward Crew HWY-OM


Hauula Crew HWY-OM








Supervisor



Supervisor II






Equipment Services & Repair

Unit HWY-OM











2-Truck Driver


1-AMS Coordinator

1-Development Mgr

4-GIS/IT Support


1-Engineer


2-PR Assistant



Manager



Superintendent


HWY-OC Engineer V


HWY-OC Engineer V


HWY-OC Engineer V


Engineer V


1-Inspector 1-Clerk


HWY-OC Engineer V


HWY-OC Engineer V

Upper Halawa Office

HWY-OC Engineer V

Street Sweeper

Drain Cleaner






Marking Supervisor



HWY-DH Engineer V

Drafting Unit

HWY-DH Technician

Design Unit

HWY-DH Engineer V


Engineer V

3-Engineer


Engineer VI

5-Engineer 1-CADD




Master Consultant


Manager




Services HWY-OM

Civil Engineer V


Highways Division Storm Water Management Program Organizational Structure - Maintenance Facilities BMP Program (2006-2009) Figure 9-27



2-Technician

SWMP Service

Contractors

Highways Division Storm Water Management Program Organizational Structure - Maintenance Facilities BMP Program 2006-2009


Engineer V


Engineer V

Plant Maintenance

Unit HWY-OT



HWY-OM

Civil Engineer V

Field Engineering

Services HWY-OM

Civil Engineer V

Maintenance Section

HWY-OM Engineer VI


Engineer VI


Engineer VI

1-Engineer III

Drainage Discharge

Unit HWY-OM

Engineer V




Master Consultant

& Subs


LEGEND

HDOT Staff With Maintenance Facilities BMP Program

Responsibilities



9.5 Storm Water Pollution Control for Flood Control Projects

HDOT Highways operates only one flood control facility on Oahu, a storm water pump station located on the H-1 Freeway near the Punahou Street overpass (see Figure 9-28). The pump station was constructed in the mid-1950s, and services a low point in the freeway where gravity drainage from a section of the roadway is not possible. Pump stations are used to dewater sump areas of roadways where water collects. Periodic pump station inspection and cleaning reduces the amount of discharges containing pollutants to the Oahu MS4.

The drainage area of the pump station encompasses approximately a one half-mile section of the H-1 Freeway. Although the H-1 Freeway is swept periodically, the sweeping does not remove all debris from the roadway, and potential pollutants collect within the freeway’s storm drainage system and the four inlets discharging to the pump station. Metal grates cover the drain inlets to keep out larger-sized debris. Within the wet well there is a trash rack to further screen out debris that may be carried through the drain inlets and drain pipes. Water from the pump station is pumped to a nearby storm drain manhole and then to a covered concrete drainage canal through which Makiki Stream flows as it passes beneath the H-1 freeway.

HDOT implemented a Flood Control Program in March 2000 to assist HDOT Highways personnel who have responsibility for maintaining the Interstate H-1 Punahou Pump Station. The program specifies conducting monthly inspections and maintenance of the station to be performed by personnel of the Electrical and Mechanical Maintenance Crew of HDOT Highways Tunnel Maintenance Section.

Cleaning of the pump station entails mopping the dry well floor, wiping any excess grease or oil from surfaces, and storing supplies (brooms, chart paper for the depth recorders, etc.) properly. Only dry materials are stored in the pump room, including absorbent pads used to clean up any spills during maintenance activities. Any fluids removed during maintenance will be taken to the Kakoi Street Baseyard for proper storage and disposal. After inspection and maintenance of the pump station has been completed, the pumps are tested.

The BMP for inspecting and maintaining the Punahou Street pump station whenever cleaning is performed is provided below:

• Perform periodic inspections of pump station and wet well to determine if cleaning or repairs is required, which include the following duties during the inspections: − Test the operation of the pump to ensure that it is operating correctly, − Check the wet well trash racks for debris that could block the flow of water to the

pumps and clean if necessary, − Check the level of solids in the wet well and clean as necessary to keep solids from

being pumped out of the wet well, and − Check wet well walls for stains that may be associated with illicit discharges such as

oil, paint, or other polluting material and note any unusual or chemical odors; • Keep pump station swept and clean; • Properly dispose of material removed from the pump station and the wet well; • Collect and contain pumping equipment leaks of oil or petroleum products using drip

pans or absorbent materials and repair equipment to prevent further leaks;


Punahou Pump StationFigure 9-28

PumpDischarge

Pipes

PumpStation

24" GravityStorm Drain Drain Inlets

Storm Drain Manhole



• During maintenance and repair of the pump station, remove all waste oil, and place it in an approved container, and not storing or leaving waste oil at the pump station; and

• Maintain an accurate log of pump station inspections and cleanings (see Appendix K.1).



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