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document.write('<li class="rss-item"><a class="rss-item" href="https://www.civilbeat.org/2019/10/why-are-we-killing-pedestrians-in-hawaii-crosswalks/" target="_self">Why Are We Killing Pedestrians In Hawaii Crosswalks?</a><br />');
document.write('<span class="rss-date">Mon, 14 Oct 2019 10:01:49 +0000</span><br />');
document.write('Hawaii had one of the worst pedestrian fatality rates in 2018. After the first six months of 2018, our state made headlines after the pedestrian fatality rate went up 1,800%. This year, we have seen 28 pedestrian fatalities — the first of which occurred in Hawaii Kai. These statistics are very troubling and embarrassing. According to U.S. News and World Report, Hawaii ranks seventh worst in the nation for pedestrian fatalities. Smart Growth America’s “Dangerous by Design” report tells us that Honolulu is the third most dangerous city for those 50 years old and over. Such irony to be third in the nation while we hold the record for longevity of life — except maybe for our kupuna who use our crosswalks. The reasons for these deaths are not a mystery, and there are three main actors: government, drivers and pedestrians. First, government has been aware of this problem for many years and has been a bit of a laggard. Under the Gov. Neil Abercrombie administration, the state Department of Transportation released a Pedestrian Safety Master Plan, and the City and County of Honolulu is finalizing its Oahu Pedestrian Plan later this year. We even have a superhero, Ped Man, to champion pedestrian safety in our communities. Yet, despite Honolulu’s ban on cell phone use and texting while crossing the street in 2017, pedestrian fatalities doubled the next year. A crosswalk near Piliokahi Street in Waianae is close to where a pedestrian was killed.Cory Lum/Civil Beat Another exacerbating factor has been a failure of common-sense public policy. For example, in Hawaii Kai, the City and County clandestinely removed one of our busiest crosswalks on Hawaii Kai Drive between the Oahu Club, a local gym, and the Kamaaina Kids Preschool in May 2018. Worried parents and patrons of the Oahu Club emailed us frantically the day of its removal, wondering what had happened. Despite numerous pleas by Rep. Ward’s office, the Hawaii Kai Neighborhood Board, and then-council member Trevor Ozawa, we were told that it would take two years to repaint and re-curb it in order to conform to ADA regulations. After eight months of complaining and the pulling of teeth, the unfortunate death of an 86-year-old man this January served as a catalyst to return the crosswalk to its rightful place. Solutions we have advocated include the installation of flashing beacons to increase pedestrian visibility, and traffic calming devices to slow down drivers as they approach a crosswalk. These affordable solutions do not require a lot of engineering, and could alert drivers approaching a crosswalk, which leads to the second cause of why we have so many crosswalk deaths – Hawaii’s drivers. Wake Up, Drivers! Hawaii drivers are generally polite but usually in a hurry, often run red lights, and don’t give full attention to pedestrians near a crosswalk. The Honolulu Police Department needs to step up traffic enforcement, and yes, the Legislature should have a conversation again about installing red light cameras at dangerous intersections. The point is, Hawaii drivers need a wake-up call to be more aware that they might need to stop abruptly, which leads to the third cause of so many crosswalk deaths — pedestrian inattentiveness. Following the adage that “assumption is the lowest form of information,” pedestrians stepping onto a crosswalk without first looking for cars or trucks are flirting with disaster. Some pedestrians, though they have a legal right of way, enter crosswalks with an arrogance and swagger that endangers them. Pedestrians must “walk defensively” and be more alert and conscientious when their foot hits the crosswalk pavement — and before the electronic countdown begins, lest they get a ticket. The bottom line is that behind every fatality in a crosswalk are family members, friends and colleagues who mourn the loss of their loved one. Everyone has a role to play to make Hawaii a better and safer place to live. Just last month, a 90-year-old woman was killed in Salt Lake while crossing the street. Two days prior, she was in Rep. Ward’s office to celebrate her brother’s 100th birthday with a House Certificate of Commendation. Everyone has a role to play to make Hawaii a better and safer place to live. Policymakers must prioritize funding and implement rational regulations, and drivers and pedestrians must use their common sense to drive and walk safely. The fundamentals still apply: don’t drink and drive (now add “don’t smoke and drive,” given the wave of decriminalization and legalization of marijuana across the country), don’t cross the street without looking both ways, and keep your phone out of your hands and away from your ears. Only an alert government, conscientious drivers and disciplined pedestrians working together can stop this killing in our crosswalks. The post Why Are We Killing Pedestrians In Hawaii Crosswalks? appeared first on Honolulu Civil Beat.');
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document.write('<li class="rss-item"><a class="rss-item" href="https://www.civilbeat.org/2019/10/hawaii-boaters-upset-about-steep-fee-increase-at-state-run-harbors/" target="_self">Hawaii Boaters Upset About Steep Fee Increase At State-Run Harbors</a><br />');
document.write('<span class="rss-date">Mon, 14 Oct 2019 10:01:44 +0000</span><br />');
document.write('Boaters across the state face fee hikes come Nov. 1, with some renters looking at paying nearly double.  That’s drawn the ire of boat owners who moor in some of the state’s 16 small boat harbors, managed by the Department of Land and Natural Resources Division of Boating and Ocean Recreation. Meanwhile, DLNR has been unable to keep up with maintenance projects at its harbors. The department has identified about $310 million of capital improvement and maintenance costs around the islands, many of which have not been funded. Ala Wai Boat Harbor is one of more than a dozen statewide where boat owners face steep fee increases.Cory Lum/Civil Beat Last fiscal year, the harbor fund, which was meant to be self-sufficient, ended $2 million in the hole. Boating division administrator Ed Underwood said that the previous fee schedule, approved in 2011, was not enough to keep the fund afloat. Some boaters think the new rates are too steep, and would rather have them phased in. A group of local boaters at the Ala Wai Boat Harbor held a protest last week and plan to do more in the coming weeks, said organizer Kate Thompson. “They’re pricing out a lot of kamaaina boaters, just by making it out of reach of middle-income people,” Thompson said. Thompson criticized the department for the steep fee increases and how DLNR has implemented them. She suggested that the department phase the rates in over a period of several years. She also took issue with the boating division’s new appraisal process for setting fees. The department needs more money to deal with mounting expenses. But it’s still not clear how much revenue the fee increases will generate if they drive people away. “It’s going to be hard to tell off the bat,” Underwood said. “We don’t know if this is going to cause people to leave.” Past fee increases were minimal. At the Ala Wai Boat Harbor, for example, fees for boats went up from $5.25 a foot to $5.67 a foot between 2006 and 2011. The new per-foot fee will be $13. For years, boaters have paid based on the length of their vessels. But under new rules approved in August, they’ll need to pay based on either the length of their boats or the docks, whichever is greater. That means some boaters will pay for space they aren’t using. Both the steep fee increase and the new rules for calculating fees originated in a 2017 appraisal report. The boating division got approval from the Legislature in 2011 to contract with an appraiser that could set new rates. “In the past we did everything in-house, and we weren’t the professionals at the time to determine (docking fees),” Underwood said. “The appraiser is ensuring we come up with a fair return for the use of our resources.” The use of an appraiser was meant to avoid resistance from the boating community, Underwood said. The appraiser, CBRE Inc. Hawaii, recommended fees based on similar private harbors around the state such as Kewalo Basin, Keehi Marine Center and La Mariana. The appraisal report also found that most of the private harbors charge for the greater of either the vessel or the slip. The fees would have been even higher if they had been based on fair market value, Underwood said. Even though the new fees take effect in a few weeks, boaters such as Thompson may still not know how much they need to pay. She said she’s still waiting on dock measurements from the harbormaster.  Thompson is one of the boaters who will end up paying for dock space the boat doesn’t occupy. Her 36-foot O’Day 35 currently sits in a slip meant for boats up to 45 feet. She could shave about a foot off her bowsprit to fit into a smaller dock category, but then she would have to go back on a waiting list. She said the department should have abolished the size categories before putting the new rules in place. Boaters worry they could be priced out of the harbor, and for some who live aboard their vessels, forced out of their homes. On top of the higher mooring rates, boaters who live on their vessels will need to start paying $10 per person each night, an increase from $2. Thompson has heard from several boaters who say they will have to give up their slips. They’re also concerned that a private entity will eventually come in to manage the harbor, part of the boating division’s strategic plan for its small boat harbors across the state. Underwood said that plan may require approval by the Legislature because it could affect the department’s civil service employees. “We have to make sure we don’t affect their jobs by doing this,” Underwood said. “Anytime you outsource the work that could be done by a civil service employee, you have to justify it.” The post Hawaii Boaters Upset About Steep Fee Increase At State-Run Harbors appeared first on Honolulu Civil Beat.');
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document.write('<li class="rss-item"><a class="rss-item" href="https://www.civilbeat.org/2019/10/danny-de-gracia-the-bipartisan-political-legacy-of-cynthia-thielen/" target="_self">Danny De Gracia: The Bipartisan Political Legacy Of Cynthia Thielen</a><br />');
document.write('<span class="rss-date">Mon, 14 Oct 2019 10:01:15 +0000</span><br />');
document.write('Hawaii Republicans will be losing a valuable stateswoman with an announcement last week by Rep. Cynthia Thielen that she will not seek re-election in 2020. Having served three decades in the Hawaii House of Representatives, the 86-year-old Thielen will be retiring with the distinction of being one of the most bipartisan members of the Republican minority. She championed issues that at times drew ire from conservatives and liberals alike, but were vital to moving forward modern discussions on the environment, public health, hemp, gender equality and education. In 2006, when Thielen was called to replace Republican U.S. Senate candidate Jerry Coffee in a race against Sen. Daniel Akaka, she stepped into the role of federal candidate with adroit elegance, ignoring brow-beating critics and standing tall despite being dismissed as a long-shot against the popular Democrat incumbent. Retiring Rep. Cynthia Thielen, right, who served three decades in the Legislature, and her daughter, Sen. Laura Thielen, before Gov. David Ige’s State of the State address in 2018.Cory Lum/Civil Beat Though Akaka won re-election that year, it in no way diminished Thielen’s political star, making her seem all the more seasoned as a Hawaii Republican in a tiny House minority. In state House committees, other minority caucus legislators sometimes acted like voting was a chore and would show up looking like they’d rather be somewhere else, often knee-jerk voting “no” at best and indifferently voting “yes with reservations” at worst, not fully considering the matter at hand. By contrast, Thielen had a commanding presence that seemed to declare “the Republicans have arrived” when she would enter hearings with a here-to-work expression on her face. One could tell she thought carefully about both her votes and her voters when she was making decisions on the floor of the House. As a moderating influence within her party, which stalwart bipartisans like her may have felt was moving in the wrong direction with the election of Donald Trump, Thielen opposed the dethroning of Republican Minority Leader Beth Fukumoto in 2017 after the firebrand representative chose to participate in the Women’s March in Honolulu. Her floor speech opposing the leadership change characterized Fukumoto as someone Thielen “deeply, deeply respect(ed)” and “the face of Republicanism as it should be, but it won’t be, anymore.” In her own family, the Kailua legislator unabashedly supported the 2012 Democratic candidacy of her daughter Laura Thielen — formerly GOP Gov. Linda Lingle’s pick to lead the Department of Land and Natural Resources — who would go on in Senate District 25 to defeat Republican Sen. Fred Hemmings in a blowout victory. A  Stateswoman In Action I first met Thielen in 2006 when I was a Democratic committee clerk for Rep. Alex Sonson, and was immediately impressed by her legislative style. Though Thielen’s bill introductions always had a bold, activist streak in their written word, in person she was a calm, discerning listener, not prone to interrupting others, and often picking up on granular policy details that were easily overlooked by colleagues. No matter what party one worked for, Thielen treated everyone with respect and courtesy. Even when agitated by those across the aisle, Thielen had a habit of smiling while voicing her disagreement, never taking legislative matters personally and leaving the sense that she was approachable. In 2007, when Rep. Rida Cabanilla appointed me to be her committee clerk for International Affairs, Thielen became our Capitol next-door neighbor on the fourth floor, making her the first Republican to see our pre-introduction bills on a signature collection run. One could tell she thought carefully about both her votes and her voters when she was making decisions on the floor of the House. In typical Thielen diplomacy, she would sometimes emerge from her inner office after a brief read-over to personally hand bills back to the majority staffer requesting her signature, smiling as she might politely explain, “I’m sorry I can’t sign this, but thank you so much for thinking of me.” Later, when I became a Republican analyst for House Minority Research in 2010, Thielen was one of the best representatives to work with, both in one-on-one settings and in caucus meetings, always taking the initiative, always keeping herself informed on policies, never asking researchers to do anything she herself was not prepared to do. This was not a career legislator on life support. In rare instances where Thielen would request  a written floor speech, she had an uncanny ability to deliver a knockout address that maintained precise message discipline, never drifting off into extemporaneous tangents or adding unnecessary commentary as some legislators were prone to do. During elections, Thielen was willing to go the extra mile to mentor up-and-coming Republicans, even going so far as to take candidates door-to-door with her as a walking endorsement. In times when parties often overlook lesser known, underfunded candidates, Thielen gave everyone a big helping hand. When I managed Republican Senate District 24 candidate Tracy Bean’s unsuccessful campaign, Thielen graciously walked with us, turning every encounter into an amazing lesson in constituent relations. Without going into the nuances of platforms or policies or individual candidate personalities, Thielen would simply smile, come straight to the point, and confidently say to residents, “She’s the one. Vote for her.” Many of them did, just on trust alone. There may be Republicans who decry Thielen as too moderate, even too liberal on some issues. But as President Ronald Reagan famously scolded his staff, “The person who agrees with you 80 percent of the time is a friend and an ally, not a 20 percent traitor.” In Thielen’s case, she is 100% a leader and a role model for young Republicans to follow. The post Danny De Gracia: The Bipartisan Political Legacy Of Cynthia Thielen appeared first on Honolulu Civil Beat.');
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document.write('<li class="rss-item"><a class="rss-item" href="https://www.civilbeat.org/2019/10/health-beat-vaping-should-be-banned-until-proven-safe/" target="_self">Health Beat: Vaping Should Be Banned Until Proven Safe</a><br />');
document.write('<span class="rss-date">Mon, 14 Oct 2019 10:01:07 +0000</span><br />');
document.write('Vaping is the latest craze, but we are only now finding out about the dangers for our youth. Some 26% of Hawaii’s high school students have used a vaping device, twice the national average. Many users don’t consider themselves smokers, and feel vaping is safer than smoking cigarettes. In fact, e-cigarettes were supposed to be a safer alternative, and offer a way to help people stop smoking while still handling their nicotine cravings. However, a new generation has chosen these electronic devices before ever picking up a regular cigarette. Flavored “juice” has attracted an even younger crowd. Now more than 1,200 people have been injured and almost 30 have died, according to the federal Centers for Disease Control and Prevention. Vaping is popular, yet some users are getting sick or dying.Flickr.com The Mayo Clinic, based on findings from lung biopsies, described the damage as similar to toxic chemical exposures or chemical burns. How could something that dangerous pass muster with the Food and Drug Administration and continue to be sold in stores? Hawaii Department of Health Director Bruce Anderson has called for everyone to stop vaping until more is known about the dangers. Places like San Francisco have led the charge, banning vaping products from stores. Given the clearly identified harm from some yet-to-be-identified substance in the vaping liquids, the question remains – should e-cigarettes be allowed at all? Sales should stop now until more data is available. Before 2016, there was no regulation of the sale of electronic cigarettes. In August of that year, the FDA gave its Center for Tobacco Products regulatory authority over all electronic nicotine delivery devices. Applications from the companies selling the devices were supposed to be completed by 2018, but the deadline was extended to 2022. However, given the recent revelations, this has been accelerated to May. What possible argument would justify the use of a device that is clearly proven to cause harm, even if the particular ingredient injuring users’ lungs has not yet been identified? It should not come as a surprise that one of the biggest manufacturers, Juul, is 35% owned by Altria, the nation’s leading tobacco company, formerly known as Philip Morris. Even if the rates of traditional cigarette use goes down, the company will still make money from those transitioning to electronic cigarettes. The company’s website describes the product as “a satisfying alternative to cigarettes” and says its mission is “to improve the lives of the world’s one billion adult smokers by eliminating cigarettes”. Alternatives do exist for habitual smokers – nicotine replacement in the form of gum, patches, sprays, etc. These prescription and over-the-counter products have been approved by the FDA and are available to help those who want to quit. They’re not without potential side effects but the risks are known. Anyone can review them and make an informed decision. However, no safety studies have been done on vaping devices, and although the FDA has demanded them, too many people have died or been injured to wait until May to take action. Sales should stop now until more data is available. The FDA has enough information from the CDC and scientists to make a preliminary decision to stop allowing the sale of these products. If there is an ingredient that causes damage, the companies will be highly motivated to help find it, so that their sales can continue. Rather than waiting for more deaths, and for physicians to do their research for them, they could conduct their own studies. They should be required to prove their product is safe, rather than claim it’s safer than the alternative, traditional cigarettes. The longer we wait for action, the greater the risk of injuries and possible deaths, while the companies continue to make millions putting the public in jeopardy. It took decades before the tobacco industry acknowledged its product causes harm. Now, it’s widely accepted that smoking causes lung cancer, especially with long-term use. How long will it take for the vaping industry to do the same? The post Health Beat: Vaping Should Be Banned Until Proven Safe appeared first on Honolulu Civil Beat.');
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document.write('<li class="rss-item"><a class="rss-item" href="https://www.civilbeat.org/2019/10/harts-shoddy-relocation-program-took-a-toll-on-those-displaced-by-rail/" target="_self">HART’s Shoddy Relocation Program Took A Toll On Those Displaced By Rail</a><br />');
document.write('<span class="rss-date">Mon, 14 Oct 2019 10:01:04 +0000</span><br />');
document.write('Bj Sabate does not have fond memories of having to relocate his once-successful apparel business, ButiGroove, to make way for Honolulu’s future rail transit line. “There were no programs. There was no help. There was one point of contact and that’s it,” Sabate recalled of the store’s 2013 move from the corner of Kona and Piikoi streets to a less visible space nearby. “You need to be out of here in two months. Good luck. We’ll give you thirty grand so you can move all of your shit. No transitional help, nothing.” Faced with triple the rent and far less foot traffic, the ButiGroove store eventually shuttered, Sabate said. He’s been working to make up the business he lost ever since as vice president of his family’s Kalihi-based silk-screening business, Maui Bay Shirt Company. Six years later, “we’re just trying to dig ourselves out of this,” Sabate said last week. Sabate was one of more than 100 property owners, businesses and residents along the rail route forced to relocate. It’s difficult to verify just how well or how poorly the Honolulu Authority for Rapid Transportation handled it.  Ever since the local rail agency self-reported widespread problems with that program last year, it has denied requests to publicly provide the relocation case files, saying they’re protected as confidential under federal law. Bj Sabate in the Kalihi workshop of his family business: Six years after having a storefront relocated for rail “we’re just trying to dig ourselves out of this.”Cory Lum/Civil Beat But what’s clear from a jarring Federal Transit Administration report released this month is that nearly half of those displaced were “likely harmed” by HART and its real estate consultants’ mismanagement and faulty record-keeping. It flagged probable overpayments and underpayments, and the void of missing records leaves a mystery of whether all of those eligible received advisory services and were offered the proper benefits. Now, an agency already besieged with the challenges of building rail faces another daunting task: Track down most of the 108 owners and tenants it has relocated for the project, revisit the steps that former staff and consultants took as best it can and make things right where necessary — all in less than a year. “It’s going to be a lot of work,” said Dylan Jones, HART’s new director of transit property and acquisition. The agency lacks staff with the needed expertise — part of what got it in trouble in the first place, according to the FTA report. It’s also finding it hard to recruit those coveted personnel from the mainland, Jones said.  Still, HART Executive Director Andrew Robbins said the agency is determined to resolve the relocation mess left by his predecessors. “We want to make good,” said Robbins, who came aboard in 2017. “This is the right thing to do.” All of those overseeing the faulty rail relocations have since left, he said. As far as Robbins understands, those responsible were “a mix” of staff from HART and its real estate consultant at the time, Cypress, Calif.-based Paragon Partners. HART now must have its plan to fix things ready by the end of this month, per the FTA’s instructions. Those Who Oversaw The Moves Mum As it forges ahead, HART still hasn’t identified the employees and consultant staff directly responsible. Without the case files, it’s difficult to pinpoint who they are. Paragon Partners had $6.3 million in contracts with HART going back to 2012, according to the agency’s online records. Paragon President and CEO Neilia LaValle did not respond to a request for comment this week. Two longtime officials who oversaw HART’s real estate division when many of the relocations took place — former director of planning, permitting and right-of-way Elizabeth Scanlon and former deputy director for right-of-way Morris Atta — did not respond to requests for comment, either. On his LinkedIn profile, Atta includes “oversee the relocation of displaced parties” among his duties during four and a half years at HART. He left the agency in 2017 and now serves as deputy director for the state Department of Agriculture. At a recent HART meeting, vice chairman Terrence Lee suggested state authorities might be investigating the agency’s relocation files as part of a criminal investigation.Cory Lum/Civil Beat Jesse Souki replaced Scanlon for about a year as right-of-way director, after much of the scrutinized relocation was done, and he left in November 2016. Last year, after HART self-reported, Souki said that he didn’t see problems with Paragon’s relocation payments. He added, however, that one of the last things he did at HART was bring on Colliers and its subcontractor, W.D. Schock, to replace Paragon when they submitted a stronger bid. On Tuesday, Souki added via text that “relocation was mostly Paragon when I was at HART.” W.D. Schock first uncovered “irregularities” with rail’s relocation files in February 2017, according to the agency. HART board members discussed the matter for the first time publicly earlier this month. “It occurs to me that if there were overpayments, and if the files lack support to justify those overpayments, you know, I would imagine that’s something that the state investigators are looking at as part of their criminal investigation,” board Vice Chairman Terrence Lee said at the Oct. 3 meeting.  “Because, how come? Why are the files missing all that information?” One of the three federal Grand Jury subpoenas that HART received in February specifically requested records for the “18 relocation files” that the agency first examined, including their title work, appraisals, offers to owners, and negotiation records. The HART board has been briefed on the subpoenas several times behind closed doors.  Lee’s public comments acknowledged that state authorities are investigating Honolulu’s rail project alongside the feds. Asked about his comments after the meeting, Lee said that the state investigators are focusing on potential kickbacks and corruption. Landing The Right Expertise A Tall Order Jones estimated that the total cost of the 100 relocations under scrutiny was approximately $14 million. The agency hasn’t yet provided an estimate for how much its year-long redo of the relocation program will cost. HART has already spent the past five months or so seeking to hire two qualified property relocation experts to help make things right in the year ahead. Jones and Robbins say it’s been tough landing good candidates willing to relocate to Hawaii. “It’s been very difficult to attract somebody from the mainland, especially with the salaries that we’re able to offer through the city system,” Jones told the board this month. “It’s such a specialized area and there’s demand throughout the U.S. for experts of this type.” The agency officials say they’ve relied entirely on W.D. Schock to handle relocations ever since the consultant discovered the irregularities. It’s completed eight relocations since then, HART reports. Another 25 are underway, and an unspecified amount are yet to come. Still, the FTA wants to see HART hire its own internal experts to oversee the work. The property at 1246 Kona Street, on the corner of Kona and Piikoi streets, was acquired and demolished by the city for Honolulu’s future rail transit line.Marcel Honore/Civil Beat “We want to make sure that we’re not solely relying on our consultant,” Jones said. A state audit earlier this year flagged HART’s heavy reliance on consultants as troubling, but the agency says it’s often forced to hire them due to the lack of local expertise. Internally, HART has long struggled with turnover — and that’s been especially severe in the real estate division. Jones, for example, joined HART earlier this year, making him the fifth person to head property acquisition. Some property owners in the route’s path have complained that the revolving door of rail officials has made negotiations with the city difficult, to say the least. Six years after ButiGroove and two other tenants were relocated, the building at 1246 Kona Street has been demolished and fenced off by the city. Sabate, however, is bracing for another round of disruption from the project. Maui Bay’s building is on Kalani Street just off Nimitz Highway — where the rail line is slated to be built. He said he hopes the city’s plans to keep construction from hurting the surrounding businesses, such as his family’s, will actually work. The long-anticipated heavy construction along Dillingham Boulevard, about a mile ewa of the building, is slated to ramp up next month — with utility relocations. The post HART’s Shoddy Relocation Program Took A Toll On Those Displaced By Rail appeared first on Honolulu Civil Beat.');
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