Proposed roading development of Pago Pago Harbor, American Samoa

[From the U.S. Government Printing Office, www.gpo.gov]

American Samoa
Government
CM f4ectioW
11 COa3tal ZOne
InfOrmation
Centef

PROPOSED ROADING DEVELOPMENT
0 F PAG 0 PAG 0HARBOR
AMERICAN SAMOA

A',

L%Wffqj 1 MA

This study is financed, ip part, by a federal grant from the office of the
Coastal Zone Management, National oceanic and Atmospheric Administration,
under the provisions of Section 308(c)(1) of the Coastal Zone Management
Act of 1972, as amended (PL 92-583, as amended).

THE DIRECTOR OF ECONOMIC PLANNING

AME RICAN SAMOA GOVERNMENT

PROPOSED ROADING DEVELOPMENT
OF PAGO .,PAGO HARBOR
AMERICAN 'SAMOA

June 1982

G.M. Meredith & Associates
Engineers, Architects & Planners
PO. Box 2597
American Samoa, 96799

G. M. MEREDITH & ASSOCIATES

ENGINEERS ARCHITECTS AND PLANNERS

P.O. BOX 2597, FAGATOGO, AMERICAN SAMOA 96799

GEORGE MUAGUTUTI'A MEREDITH PHONE: 633-4638
B.E.,BSc.,MNZIE.,.,MICE. TELEX: 782-543

March 8, 1982.

Department of Economic Planning,
American Samoa Government,
Pago Pago,
AMERICAN SAMOA. 96799

attention: Mr. Joseph Pereira.

Dear Sir,

We are pleased to transmit the Proposed Roading Development of
Pago Pago Harbor Study Fleport and model in accordance with our
contract C-0012.

In submitting the report, we acknowledge other reports written
in the past on the same subject, and we cannot help but conclude
that the transportation problem has been somewhat over studied
and that the need for positive action is long overdue. Consequ-
ently, the Pago Pago harbor area roadway system is causing
increasing congestion and increasing numbers of accidents and
the economic effects of this situation are becoming increasing-
ly serious.

As a result therefore and as discussed with you during the course
of the assignment, we have tended to be more practical than aca-
demic, having spent considerable time in the field updating past
recommendations to suit current requirements.

This report serves in conjunction with:

Ci) our three dimensional model of Fagatogo and,

cii] the Pago Pago harbor wall map to illustrate our proposals
and recommendation for roading improvements.

The evaluation of the transportation problem has been carried
out with close reference to the Yamamoto Land Use Study to en-
sure that modifications recommended conform with the Land Use
guidelines proposed in the Harbor Land Use Plan.

We deeply appreciate the co-operation and assistance of the
Department of Economic Planning, Mr. Joseph Pereira, Tini Van
Yeun, the Department of Public Works, Mr. Mark Nelson and Mr.
Meko Paopao, of the Highway Branch.

Sincerely,

G.M. Meredith.
MANAGING DIRECTOR.

South Facf,ic Q c e a n SWAIN*S 1.

AMERICAN
SAMOA

0 UPOLU =?
SAVAI'l I
0

14*S LATITUDE

MANU-A IS.
WESTERN SAMOA .6 mILEs CIO

ROSE ATOLL
100 MILES
TUTUILA SOUTHEAST
SAMOA IS ANDS ............ 0 0 0

NORTHEAST
SHORE
PAGO P
BAY-ARE All-
WEST AUNU'U
TUTUILA

PAGOPAGO
HARBOR
SOUTHEAST
SHORE

TAFUNA
PLAINS
TUTUILA

PAGO PAGO HARBOR
GENERAL LOCATION
UJJLU

4f*

GO
A

North No Scal*

lMERlCP-.N SAMOA GOVERNMFNT

1 MT

I N D E X

PAGE

BACKGROUND I

RECOMMENDATIONS 3

COST ESTIMATES 6

PHASE 1:

- Fagatogo Business Area 8

PHASE 2:

- Pago Pago Park By-pass 14

PHASE 3:

- Lalopula to Canneries 18

PHASE 4:

- Pago Pago Park to Lalopula 22

PHASE 5:

Extension of Phase I past
Burns Philp main store 24

PHASE 6:

- Pago Pago to Fusi 28

UPGRADING OF TEE INTERSECTIONS 30

APPENDIX 1 32

APPENDIX 2 33

ATTACHMENT 1 REFERENCES 39

11 J- -1

LIST OF FIGURES

PAGE

GENERAL LOCATION MAP

FIG. I - PROPOSED PHASED DEVELOPMENT 7

FIG. 2 - FAGATOGD TOWN AREA 12

FIG. 3 - PHASE I CROSS SECTION 13

FIG. 4 - PAGO PAGO PARK BY-PASS is

FIG. 5 - PHASE 2 CROSS SECTION 17

FIG. 6 - VAN CAMP/STARKIST CANNERIES 20

FIG. 7 - PHASE 3 CROSS SECTION 21

FIG. 8 - PHASE 4 CROSS SECTION 23

FIG. 9 - BURNS PHILP FRONTAGE 26

FIG. 10 - PHASE 5 CROSS SECTION 27

FIG. 11 - PHASE 6 CROSS SECTION 29

FIG. 12 - TEE INTERSECTIONS 31

BACKGROUND

This report is prepared in conjunction with the conceptive phy-
sical plan for Pago Pago harbor lands prepared by Yamamoto as
a management instrument which aims at improving the use and
development of public lands found in the Pago Pago Harbor area.
The plan is part of the American Samoa Coastal Management Pro-
gramme. The responsibility for plan formulation lies with the
Bay Area Planning Committee, chaired by the Lieutenant Governor,
whose membership has been appointed by the Governor of American
Samoa.

In a meeting of the Bay Area Planning Committee, the following
recommendations put forward by Yamamoto were approved by the
committee.

a] Expansion of Utulei Beach Park.

b) Conversion of the Petroleum Dock to Recreational purposes.

c) Expansion of Commercial Port and Terminal.

d) Improvement of Inter-island Do6k and Terminal.

e) Establishment of Regional Business Centre at Fagatogo.

f) Establishment of Small Boat Service Centre at Malaeloa.

93 Expansion of Commercial Centre at Autapini.

h) Establishment of a Territorial Park and Government Sub-
centre at Pago Pago.

il Reservation of a LPG Site at Anasosopo, and establishment
of a District Park.

In considering the projected development in view of the recommend-
ation approved and in particular considering the expansion of the
main dock Cto allow for the possibility of trans-shipment from
Pago to other neighboring Pacific Islands] the expansion of Faga-,
togo as a regional business centre, and future expansion of the
fish canneries, the Government was particularly concerned on the
issue of congestion and safety of the existing corridor road.

To determine therefore what measures are required to alleviate
both congestion and hazard, and to determine what the long range
goals and objectives would be and what these would cost, the De-
partment of Economic Planning of the Government commissioned

G.M. Meredith and Associates to study the Transportation require-
Ments within the harbor corridor with particular emphasis on the
Proposed Fagatogo Commercial Centre.

Information For the study has been drawn From reports already in
the hands of the Government which deal with many aspects of pro-
jected energy use and production, land use planning, harbor re-
lated operations and traffic studies. A list of these reports
is submitted in Attachment 1.

RECOMMENOATIONS

A great deal of time has been devoted in the study to survey-
ing and assessing the existing roading situation, having
realized the need to make practical recommendations-in order
to immediately assist in solving the serious problems of
congestion and traffic accidents facing the Territory.

We have studied many past reports submitted on the same sub-
ject and we make particular mention of a comprehensive report
"Pago Pago Harbor Corridor Transportation Study" prepared by
Enplan Corporation of Washington. Quoting Enplan:-

"The existing road and street system serving the Pago Pago
Harbor has evolved over a period of years and was intended,
initially, For lower volumes of traffic. Today's traffic
travelling on yesterday's roads brings the inevitable conse-
quence of congestion and accidents." Unquote.

This was written in 1975 and to date, there has been very
little physical evidence of efforts to either rebuild old
streets or construct 6ew streets, in accordance with recom-
mendations made in the report. This lack of action has con-
sequently led to increasing levels of congestion, accidents
and subsequent shifts in population and economic activity.

It is our strong recommendation that the time is now long
overdue For the remedial action to commence. Further delays
can only compound the already poor situation which is strang-
ling the development of one of the Pacific islands major
ports.

We suggest that this development be undertaken by phases as
follows:

Phase I - Fagatogo business area.

Phase 2 - Pago Pago Park By-pass.

Phase 3 - Lalopula to Canneries.

Phase 4 - Pago Pago Park to Lalopula.

Phase 5 - Extension of Phase 1 past Burns Philp main
store.

Phase 6 - Pago Pago to.Fusi.

Intersection upgradings are also proposed at the following
locations;

A] Y Intersection at Utulei-

B] Rainmaker Hotel turn-oFf.

C3 Samoana High School roads.

DI Motor Pool Road.

El Hospital Road.

These phases are shown in Fig. I and proposals are detailed
by phases herein.

I
I
I
I
I
I
I
I
I PROPOSED ROADING DEVELOPMENT
,AND UPGRADING
I I
I

PROPOSED ROADING DEVELOPMENT 9 UPGRADING

9 COST ESTIMATES

An analysis and updating has been made of the "Pago Pago Har-
bor Corridor Transportation Study" by Enplan Corporation, 1974.
The basic conditions and problems at that time still exist to-
day and are compounded by the increase in the number of
vehicles combined with very little upgrading of road facilities
in the intervening period. It is now quite common to see traf-
fic delays originating in the Fagatogo area and extending from
Pago Pago zo Utulei, several times each day.

The Enplan Corporation's report made several alternatives pro-
posals for re-development of the harbor area for each of which
the "pros and cons" were fully elaborated upon. An appraisal
of these, again in the light of present conditions, combined
with the American Samoa Government's wishes and our firm's lo-
cal knowledge, has led to our recommendation that a six phase
development be undertaken as follows:-

Description cost"""
PHASE I Design and construct a one-way $1,500,000
system extending from the har-
bor terminal to the yacht basin.

PHASE II Design and construct the Pago $900POOO
Park by-pass route. Route be-
hind the Korea House is the most
favoured.

PHASE III Design and construct the three $1,200pOOO
lane roadway facility and.can-
nery parking area serving the
canneries/marine railways/power
station.

PHASE IV Design and construct new widened $7009000
roadway section with curbs and
sidewalks between Pago Park and
Lalopula.

PHASE V Extend the one-way system from $IP2009000
the yacht basin to Autapini.

PHASE VI Replace Vaipito and Lao Lao $550;000
Stream bridges in the village
of Pago Pago if not accomplished
previously as an emergency mea-
sure.
Rebuild old Pago Pago Road $4501000

Intersection upgradings are also proposed at the following lo-
cations;

A] Y Intersection at Utulei.

B) Rainmaker Hotel turn-off. Cost

C3 Samoana High School roads. $30,000 each

0) Motor Pool Road. $150,000 TOTAL

E) Hospital Road.

It is recognized that, due to the high total cost of the six
phases, it may be some time before full implementation of all
the scheme can be completed, it is imperative, however, that
planning proceed as soon as possible, including at least pre-
liminary design of all phases so that steps can proceed for
acquisition of land whilst it is still relatively available
and so that accurate costing estimates can be made. An ade-
quate right of way survey and acquisition is essential as soon
as possible.

Steps required to qualify for Federal Highway fundipg for each
phase are;

1. Adoption of the scheme as proposed.

2. Holding of a public route hearing.

3. rreparation of an environmental impact statement and
holding of a public environmental hearing.

4. Preparation of preliminary design plans and holding a
public design hearing.

5. Preparation of final design and right-of-way plans.

6. Finally advertise and let construction project.

A detailed analysis of each phase follows herein. No sugges-
ted time scale is given in this report, the need for these
improvements is long overdue and it is recommended that work
on each phase commence as soon as funds can be made available
and as a matter of high priority.

SAIALA
0

PHASE 6

Ln
m PA 6 0 Phi 0
C:)

rn PHASE 2
rn Pago Fbgo Park
/0
FACiATOW

NJ
UTULEI

PurKm
valley

rn HospitciL +

rn
m
X m
V) M
> m FAGAALU
;o C)

q
P; go
I
0 Scale 1'. 24000
9. LA

RoKoXdtway

im-
I
I
I
I
I
I
I
I PHASE 1
I FAGATOGO BUSINESS AREA
I
I
I
I
I
I
I
I
I

PHASE I

FAGATOGO BUSINESS AREA

A) Existing Situation.

By far, the major constraint to traffic flow around the
harbor is the Fagatogo area. This area constitutes the
main concentration of commercial activity, government of-
fices, banks, etc.

As previously mentioned, traffic delays frequently ori-
ginate here and then extend For a considerable distance
either side into Pago Pago and Utulei. Because of this
and the current relative availability of land, this area,
this area has been accorded first priority and has been
designated as Phase 1.

61 Proposed Action."

We have prepared a three dimens ional model of the area
which is now held by the American Samoa Government; upon
this is shown our recommended proposals which conform
closely to the 1974 study's Plan B - an extract of which
is included CAppendix 13.

C) CONCEPT of this scheme is shown i n Figures 2 and 3 and
in full detail on the three dimensional model, the in-
tention being to create a one-way traffic flow pattern.
It is proposed that a new two lane road be constructed
exclusively for the use of westbound traffic (ie. to-
wards Pago Pago village]. This road would depart the
existing road near the existing entrance to the main
wharf, thence pass through the Meadow Gold building
Cwhich would be the only major building requiring demo-
lition) and thence along the existing harbor frontage,
between the market and Office of Marine Resources
building and then temporarily rejoin the existing road
opposite the yacht harbor CSee Phase 5 for future ex-
tension].

A two-way connecting road would be constructed opposite
the existing road at the Western end of the Fagatogo
Melee and the existing road between the market and the

market taxi stand would be made a two-way flow with suit-
able channelization at intersections and the taxi stand.
The purpose of these two-way flow cross connections is to
create a series of smaller circular flow patterns, thus
minimising the distance required for a vehicle to reach
any particular point and thus minimise the slight incon-
venience inherent in a one-way flow.

The existing two lane main road would become a one way
flow Eastwards Ctowards Utuleil.

The direction of traffic around the existing one-way road
South of the Fagatogo Malae would be reversed and access
to the Police headquarters and Lumanali building reorgan-
ised. The Lumanali building is the main bottle neck cau-
sing current congestion.

A Full system of physical traffic channelization would
be employed and there should be no requirement for more
sophisticated traffic control devices, such as traffic
lights, in the Foreseeable Future. It is our aim to keep
all such devices as simple as possible to avoid driver
confusion, expense and high maintenance.

DI Advantages of a One-way flow.

1. Assists Capacity, Safety and Performance.

2. Pairs of streets provide essentially a divided high-
way.

3. Elimination of Medial Friction.

4. Minimizes delays and conflict from turning vehicles.''

S. Pedestrian crossings more orderly.

6. Speed control more easily maintained.

7. Emergency lanes can be established easily.

e. Delays the need for traffic signals.

9. Buildings, some of historic importance, trees and
roadside structures can be retained.

10. Can fit interim Program without loss of capital out-
lay.

11. Provides additional parking and ease of access to
parking.

12. Provides access to fu ture building development.

El Particular advantages of the proposed scheme are:

a. Preservation of existing commercial areas and his-
toric structures.

b. Additional parking area gained.

.C. Delays need for traffic signalization.

d. No commercial or residential relocation costs.

e. Water front area enhancement.

f. Capacity requirement gained between Lumanali and
Market place.

9- By-passes Lumanali restriction.

h. Good access to por-t 9 Lumanali parking.

i. Museum Park vista enhanced.

j. Few buildings removed.

k. Improved ciriculation for Fono, new development area
and-market..,

1. Provides by-pass For ceremonial occasions in Front
of Fono.

M. Has received Fono approval in principle.

n. Provides a basis for a general upgrading of the
Fagatogo commercial area and allows for better im-
plementation of an integrated town plan.

FJ Some disadvantages are:

a. Removal of Meadow Gold Building which has little re-
maining useable life.

b. Loss of some of the port's container space.

0. Segregation of existing market buildings.

It is felt that these disadvantages are of a relatively
minor nature apart from loss of container space, however,
this situation is currently being alleviated by extension
of the main wharf and storage area towards the East.

Further environmental and planning considerations are
shown in Appendix 2, "Extracts from Chapter VII of the
"Conceptual Physical Plan, Pago Pago Harbor."

G Cost Estimate.

Preliminary estimate of cost is as follows:

New two lane roadway - 2,550' @ $260/ft 663,000

Reconstruct existing road - 1,800' @ $431/ft 776,200

Culverts over two streams - 120' @ $ 90/ft 10,800

Demolish Meadowgold Building etc. 50,000

TOTAL $1,500,000

At.
X,

-,N-A
'jaw

wolot

461
Ar,
@44
@1. Id
Ott,
IL
.01 A
44
7f

Afr

"lk
low
A tA
"14

SVI

IV,
"Jib.

- ototis

>
L/I
m

--i

go@ LUMA
BULD
MALAE

0 eo M
> C;)

rn
(A

m
6-0 MIN 1-0 ROADWAY
SIDEWALK
MIN 24- 0
r_j 36-0 r3 LANE SECTION]
MAX 40-0 [4 LANE SECTION]
go

PROPOSED URBAN STREET & S/W WITH
UNOERGROUND UTILITIES

1-0 6-0 MIN
CURB SIDEWALK
&
ROADWAY GUTTER

cl.
CONCRETE-
SEPERATOR

z
STORM SEWER 120/240
m VOLT POWER CONDUIT
rn
Ln M
m
>
c:)
k.
DETAIL
CLEANED

V)
L>/) Ei
LA NOTE SIZE OF UTILITY DUCT VARIES. PERFORATED DRA
C:)

I
I
I
I
I
I
I
I
I
PHASE 2
I PAGO PAGO PARK BY-NSS
I
I
I I I
I
I
I
I
I
I

PHASE 2

PAGO PAGO PARK BY- PASS

A] BACKGROUND.

The Pago Pago Park By-pass concept evolved from several
factors. First, the chiefs and officials in the village
of Pago Pago desire to locate the main traffic on a
.facility by the harbor. It is their hope that congestion,
hazardous conditions for their residents, noise, and
other detrimental aspects of heavy traffic carrying faci-
lities could be alleviated. Also, in terms of shortening
the route between the main dock and the canneries, sig-
niFicant long-term travel time savings can accrue. Final-
ly, it is very probable that major facilities will be
built for the Department of Public Safety and direct,
immediate, and safe access for their emergency vehicles
requires the consideration of a route built to higher
standards than that presently located through the vil-
lage of Pago Pago.

Originally, it was intended that Phase 2 would be accord-
ed a lower priority however, the bridge has already been
designed and materials For this'acquired,hence there is
now relatively little work required so that implementa-
tion can be undertaken and the consequent benefits felt.
Increasing importance of Pago Pago Park as a recreational
facility and its importance as the principal site for
flag day celebrations and other major public gatherings
also necessitates early implementation of this phase so
that integrated development of the park can take place.

B) THE EXISTING ROADWAY.

While the new by-pass will remove significant volumes of
traffic from the old roadway, the old roadway will require
substantial investments to bring the two bridges up to
safe standards and, also, to ensure that the ever increa-
sing commercialization of the area and the traffic it
produces can be accomodated. On completion of the by-pass,
traffic volumes will drop on the old road. However, by
1990 the old road is likely to be carrying a volume al-
most equal to half its present volume, if more of the area
is given to commercial uses, this volume could increase
substantially and hence this section of road has been ac-
corded Phase 6 priority.

C3 CONCEPT.

It is envisaged that a gently curving road be constructed
some two hundred feet inland from the shoreline and cros-
sing Vaipito Stream via a bridge. The road would meet
the existing main road at channelized intersection. (See
Fig. 4@.

The typical cross section would be a two lane carriage-
way with concrete curbing and a footpath at least on
one side of the road. CSee Fig. 51

The alignment chosen runs behind Korea house, which pro-
vides a superior intersection than if the road was im-
mediately adjacent to the shoreline and also provides a
"green belt" of land between road and shoreline. The sur-
roundings of Korea House are also enhanced by maintaining
a foreshore frontage. It has been proposed, however, that
the road should be on the shoreline to provide the maxi-
mum possible space for park development althouth with con-
sequent loss of the advantages mentioned above. Before a
final decision on alignment can be made, it will be neces-
sary to create a full scheme plan for the ultimate deve-
lopment of Pago Pago Par,.

DI COSTING.

1,2801 of new road @ $260/Ft. 332,800

701 x 401 new bridge over Vaipito
Stream @ $203/s.f. 5671200

TOTAL $9001000

Some work has already been done on design and construc-
tion of the bridge across Vaipito Stream and, depending
on the extent of this, will effect the cost of the bridge.
It is also our belief that the structur-e may be exces-
sively elaborate in relation to the size of the stream
and it may be practical to reduce the scope of this struc-
ture considerably. Further investigation is required be-
fore a decision can be made on this.

At this stage, therefore, the cost of the bridge struc-
ture has been allowed in the estimate as the highest
value only and considerable cost reductions are possible.

U-) i

.1.114
END THREE
LANE
SECTION

Ole

%\%

FIG 4
PHASE 2 PAGO PARK BY - PASS G.M.MEREDITH & ASSOCIATES
I ENGINEERS ARCHITECTS & PLANNERS
16

m
6-0 MIN 1-01 ROADWAY
SIDEWALK
MIN 24- 0
36-0 [3 LANE SECTION]
MAX 40-0 [4 LANE SECTION)
go

w
fQml:

PROPOSED URBAN STREET & S/W WITH
UNDERGROUND UTILITIES

1-0 @6-0 MIN
ICURB.. SIDEWALK
ROADWAY !GUTTER

CONCRETE-4

m
Z.
SEPERATOR
2STORM SEWER 120/240
X VOLT MVER CONDUIT -
m
mm QQ00 a
Ln 0.
*,also.
CD 0
0-1 -.-
> m b

DETAIL
CLEANED
RO
(n >
go Ln -n
@0
0 bo
O@ C,
V"
Ej- NOTE SIZE OF UTILITY DUCT VARIES. yQt-O@PERFORATED DRA
C)
r-
lz>

m
In V)

I
I
I
I
0
1
1
1
1
1 PHASE 3
I LALOPUIA TO CANNERiES
I
I
I
I
I I
I
I
I
I

PHASE 3

LALOPUIA TD CANNERIES

A) BACKGROUND.

Presently, the main roadway passing in front of the power
plant and canneries is a two-lane facility, slightly more
than twenty feet wide and limited in capacity due to
parked vehicles, numerous left turn conflicts and unregu-
lated bus stops. Large numbers of employee owned vehicles
park along the road frontage during working hours and
large commercial vehicles are frequently entering and
leaving the Van Camp and Starkist premises.

The current situation is very disorganized, with vehicles
frequently turning across the path of through traffic and
frequent minor accidents result.

The economy of American Samoa is very highly dependent on
the Tuna industry and the economic benefits of upgrading
this area are considerable.

81 CONCEPT.

This situation can be alleviated by restricting the num-
ber of points where cannery vehicles enter the traffic
flow and channelising these entries to safely merge the
traffic with the through flow. Pedestrian safety is also
enhanced by the provision of physical pedestrian pro-
tection.

To improve both capacity and safety, the widening of the
roadway to a three-lane section is proposed Cas shown in
Fig. 61. In front of the power plant, where adequate off-
street parking exists, a three-lane section is proposed.
The sketch also indicates the possible locations for bus
turnouts.

At the canneries, however, off-street parking is very
limited and the opportunity for providing additional park-
ing on private land is unrealistic. Consequently, the
proposed three-lane section passing in front of the can-
neries has been modified to include additional, Formal,
regulated parking.

Shown is a three-lane section with right angle parking
provided on a removed portion of the roadway. Being re-
moved from the main roadway, little interference will
be encountered and, with the middle lane handling left-
turning traffic, the facility is adequate to handle
projected demand. Its cross section is shown herewith.

C3 COSTING.

1. 3,4801 3 lane existing as 2 lane
@ $300/l.f. 19044,000

2. Retaining wall 156,000

TOTAL $1,200,000

Af
cii
X"

11 q(-4

PAGO PAGO
HARBOR

F I G
PHASE 3 VAN CAMV STARKIST CANNERIES G.M.MEREDITH & ASSOCIATES
20 ENGINEERS ARCHITIMTS & PLANNERS

w if

z
m

<
m-r777,

C3
1E
o, 17 r,.TN,
r,j w.-A
PATH RIGHT ANGLE FARKING FARKING IPARALLEL EASTBOUND rLZ@T7ZN LANE WES
rn VARIES ACCESS ROAD IPARKING LANE
M 4@- 0", 18,-0, 2 0'- 0" -124 if-o" 12'- 0"
i W lo,@q@ T
C) MAX 8LO",
I MAIN HIGHMY
4 0 MAXT

In
Z

c')

W -n
V)
w
C:)

z
i@ m
31 LA

PHASE 4
I PAGO PAGO PARK TO LA'LOPUYA
I
I
I
I
I
I
I
I
I

PHASE 4

PAGO PAGO PARK TO LALOPUIA

Although traffic volumes, both present and future, are relative-
ly high on this segment of the corridor route, the absence of
significant commercial or industrial facilities and lack of lar-
ge traffic generators impacting on through traffic or creating
marginal friction of this link precludes major roadway expan-
sion. Consequently, the only proposed work is limited widening
of the existing roadway by the incorporation of sidewalks, curbs
and gutters to provide better guidance and control of traffic
and improvement of pedestrian safety. Also, the location and
construction of formal bus turnouts is recommended.

A typical proposed cross section is shown in Fig. 7. Detail de-
sign would be undertaken at time of implementation.

COSTING.

19601 of road upgrading to incorporate
curb and footpaths and bus turnouts $700,000

m
LA

e-ol 1,41 RGAD04Y
MIN CLEARANCE MIN 22t@-O' MIN CL
M OBSTRLUM 36-0" [3 LANE SECTION]
MAX 40@ 0' (4 LANE SECTION
L

PROPOSEO URBAN STREET & S/w SECTION.

ru
w

22 1-0 VARIES MIN
MAX
m ROADWAY SJDEWA
Z
G) At/

m m
w
m 111\1AW1
c:)

90 EXISTING URBAN STREET & S/W SECTION
0 tnb -n
Ln

co
m
LA

I
I
PHASE 5
I EXTENSION OF PHASE 1 PAST
BURNS PHILP MAIN STORE
I
I
I
I
I
I
I
I
I

PHASE 5

EXTENSION OF PHASE I - PAST BURNS

PHILP MAIN STORE

A] BACKGROUNO.

This scheme provides the ultimate extension of the one-
way couplet further Westward from the yacht basin and
is shown on Fig. e. This system eliminates the problem
area in frontof Burns Philp main store, while increasing
the available parking area. The extension of this portion
is not essential until about 191-J on present traffic pro-
jections and consequently is accorded a low priority.

Whilst the area does not contribute greatly to major tra-
ffic restrictions, the accident rate is high, due to
turning vehicles and from a safety viewpoint it may be-
come necessary to improve the priority accorded.

Land is currently readily available and action should be
taken to reserve'this simultaneously with land required
for Phase 1. Hence, it is desirable to undertake the
detailed planning of this phase considerably earlier than
the likely time of execution of the work.

B) CONCEPT.

The new two lane shoreside roadway, to be created in
Phase 1, should be extended from its temporary junction,
opposite the yacht harbor, to again intersect the exist-
ing road opposite Patuls store. The temporary junction
will then be removed and replaced by the interconnections
shown CFig. ei.

This lessens the problem of vehicles manouvering in front
of Burns Philp,which is the main factor behind this area's
poor safety record,by creating a two-lane, one-way flow
Ctowards Utuleil along the existing road. ,

The considerable area of land created between the two
carriageways may be suitably developed by landscaping,
car parks etc, and assist in beautifying the foreshore
of the bay.

COSTING.

1. 2,000' upgrading of existing road
@ $371 742,400

2. 1,760' new 2 land roadway
@ $240 422,400

3. Carparks etc. 35,200

TOTAL $1,200,000

AUTAPINI

FIG 9
BURNS PHILP FRONTAGE G.M,MEREDITH & ASSO(LATES
PHASE 5 ENNEWS ARCHInnTS 9 PLAW4M

m
6-0 MIN 1-0 ROADVAY
SIDEWALK
MIN 24- 0
36-0 [3 LANE SECTION]
MAX 4,0-0 [4 LANE SECTION]
00

PROPOSED URBAN STREET & S/W WITH
UNOERGROUND UTILI-ES

1 - 0 6 -0 MIN
CURB SIDEWALK
ru 9
GUTTER
ROADWAY
"OLGONCRETE,'
SEPERATOR

M
z -
/240
2 x ;@STOR M SEWER 120
VOLT POWER CONDUIT - oQo
m m QQo-
o ri 10,
10-4. %q
m %
icjv
30
DETAIL
m Q0 CLEANED
> -n
NOTE SIZE OF UTILITY DUCT VARiES. PERFORATED OR
C)

I
I
I
I
I
I
I
I
I
PHASE 6
I PAGO PAGO TO FUS@I
I
I

@ 4 1
1
1
1 1
I
I
I
I -

PHASE 6

PAGO PAGO TO FUSI

A] BACKGROUNO.

By the creation of Phase 2 CPago Pago Park by-pass road)
the existing road throwgh Pago Pago village will experi-
ence considerable drop in traffic. The road at present
is poorly aligned over bridges crossing Vaipito and Lao
Lao stream and additionally both these bridges are too
narrow and in generally, poor condition.

B) CONCEPT.

It is intended that with the creation of Phase 2, no
work be undertaken until the area shows signs of traffic
recovery. There will be a slight depressive effect,par-
ticularly on the commercial area,due to the loss in traF-
fic and some adjustment of the areas role will occur.
The benefits to the residential quality of the area will
be significant and pedestrian safety will be enhanced by
the reduced traffic.

When traffic warrants the road alignment should upgraded
to adequate standards and the bridges replaced by new
structures adequate in size and alignment.

C) COSTING.

2,0001 road upgrading @ $225/Ft. 450,000

bridge over Vaipito Stream 3509000

........... Lao Lao Stream 200,000

TOTAL $1,000,000

ILA
rn
LA

1,41 ROADVAY
MIN CLEARANCE MIN &-04 MIN CL
TO OBSTRLCT10N 36'-0" LANE SECTION]
MAX 40L d [4 LANE SECTION I

PROPOSED URBAN STREET & S/w SECTION.

22 0 VARIES MIN 4
MAX 6
ROADWAY SIDEWAL

t7@
m
m m
LA M

QO EXISTING URBAN STREET S/W SECTION
en- -n
90 un
C:)
rn

rn
LA

I
I
I
I
I
I
I
1 0
1
UPGRADI'NG OF TEE INTERSECTIONS
I
I
I

.1 .
I
I
I I
I
I
I
I

UPGRADING OF TEE INTERSECTIONS.

Outside the scope of the phased development scheme, but never-
theless desirable for a complete corridor upgrading and im-
Proved safety are formal bus turnouts and improvement by
channelization of the intersections of Route I with:

a. Y Intersection at Utulei.

b. Rainmaker Hotel.

C. Samoana High School roads.

d. Hospital road.

e. Motor Pool road.

The first three should be afforded hig!i priority and under-
taken as soon as funding becomes available as separate small
projects.

COSTING.

It is estimated that the cost For intersection would be $30$000.

pRoHaTED CURBSIDE PARKING

rln RAISED 50 MIN IDO MIN
CH*EJZATIGN-

rn
Ul fTYPICAL
>
,:x rml
c:)
> 101 TYPICAL

SIDEWALK

TRANSIT LOADING
ZONE TYPICAL
VARES
LA MIN 600-1 "1
MAX 1200
0
C)

m cl
Z

m
Ln ;a
m
>

0 eo
I
0 > @n

I
I
I
I
I
I
I
I
I

APPENDIX
I I
I
I

.. I .
I .(
I
I I

APPENDIX 1.

EXTRACT FROM "PAGO PAGO HARBOR CORRIODR TRANS-
PORTATION STUDY", ENPLAN CORPORATION C19741.

Description:

Roadway junction at the main dock. New Route located between
Musuem, Office of Tourism, Fono and Sami.

Comment:

Because of Plan A's adyerse roadway alignment with respect to
the proposed paplk between the museum and the Office of,Tourism
a route that entirely mitigates this,consequence was deemed
mandatory. Plan B realigns the route so that the junction with
existing road occurs in Front of the main dock. It's advantage
over Plan A is that it entirely by-passes the park. Indeed, it
makes additional space available for the park ........ space
that can be easily beautified. As a positive consequence, it
assists in defining the limits of the park, extends the pathway
and people oriented aspects of the park, and otherwise serves
to complement the area by providi?ng a larger vista for both park
users, pedestrians and motorists driving past the area.

Disadvantages with Plan B include the removal of the Meadow
Gold building ....... a structure with little remaining usable
life ......... and the loss of a small portion of needed container
handling space between the main road and the dock warehouse. Other
but minor, disadvantages include the inability to directly enter
any of the bank parking lots from the east, and the possible im-
pacts of noise and other vehicular pollutants at the museum.

Modest changes in alignment at the main dock can be made in order
to reduce the negative aspects of this plan. These changes can
be fully explored in a preliminary design phase.

APPENDIX 2

May 15, 1981.

MEMORANOUM FOR RECORO.

re: Meeting re: PAGO PAGO HARBOR ENERGY CORRIDOR & LANO
STUDY.

Discussants:

Gonnan Momodith.
4qm-;-w T - Yq-q--L- -

Diacusolon;

1. Items relating to the Port of Pago Pago - Commercial Har-
bor.

The land requirements for the commercial harbor area of
Pago Pago necessitates reservation lf land area - sami-
side of the highway - as follows:

From the interisland dock to the existing fuel dock - this
concept was discussed with the Port Administration offi-
cials - Maiava and Herb"concurred with this concept.

I
2. Items relating to the Down-town'Area.

The Fagatogo area is designated as the commercial and
civic center of the island of Tutuila. The area is gene-
rally bounded by the two historic buildings to the Far-
mers Market.

3. Items relating to the Highway.

After review of the highway design capacity - the existing''
ADT is less than 8,000 vehicles per day (1980]. The pro-
blem of highway capacity is roadside friction and not
roadway capacity. Accordingly, two options are generally
considered or will be under study: A one-way pair per pre-
vious highway corridor study; and a two-way by-pass Cfol-
lowing the road around the existing malae]. Also urban
design standards are required such as building setback,
off street parking, reduction of curb cuts and the like.

4. Items relating to the Energy Corridor and Relocation of
the Fuel Pier.

Two general propositions were discussed:
a) Move existing fuel pier away from the Convention Cen-
ter towards the main wharf.
b3 Locate a single point mooring buoy off shore, perhaps
near the existing Tank Farm at Utulei.

The energy corridor to service the Satala Power Plant is
contingent upon the need to maintain this station. This
contingency is based on the fact that the plant may sell
steam to the canneries - if not, this site is not appro-
priate for a power generation plant. Pherhaps relocation
outside of Pago Pago Harbor would be appropriate.

MKGK/Y, Inc: jty

APPENDIX 2- CCONTINUE03

"EXTRACTS FROM CHAPTER VII OF THE "CON-

CEPTUAL PHYSICAL PLAN, PAGO PAGO HARBOR"

(American Samoa Coastal Management Program, Development Planning
Office American Samoa Government, M.K.G.K./Yamamoto Inc., 1981)
which affects the preparation of a master plan for the Fagatogo
"Down Town Areall.

A. Principal Issues:

Issues Discussion - trends 1, 2 and 3.

1). The first is the changing role of the commercial port
with increasing emphasis being placed on transhipment
and its economic development potential. The second
trend is the encouragement of fisheries development by
the territorial government and its attendant impact on
available niaritime'facilities. Thirdly, the Fagatogo
commercial*,area is undergoing a basic role change with
less emphasis in retail trade and more emphasis on busi-
ness services.

Trend 3:

2). The environmental setting in the area is becoming less
attractive as well in light of improvements found in
other shopping areas; traffic congestion deteriorated
structures, limited landscaping of available open spaces,
mixed land uses all contribute to a general appearance
of disrepair and neglect. The trend of commercial uses
in Fagatogo area is shifting towards specialty shops,
food services and business services; and, existing faci-
litie3 do not accommodate an adjustment to this trend.

B. Harbor Land Use Objectives.-.-

1) Expansions of the commercial port and terminal to accom-
modate alternative roles in support of overall economic
development of the territory.
2) Relocation of the petroleum dock and/or off loading of
oetroleum products out of the existing fuel pier adjoin-
ing the Rainmaker Hotel.
3) Establishment of a regional commercial center of the
territory and of the SQ,@;th PAQifig at Fagatggv.

4) Enhancement of the hotel/convention complex serving the
South Pacific business community as well as tourism.

C. Harbor Land Development Strategy:

Ma jor catalysts for harbor land development are present today.
The proposed establishment of a government administrative cen-
ter at Utulei, extension of the main wharf to add another berth,
construction of a commercial fishery dock and other proposals
provide tools for directing, altering and improving developmen-
tal patterns within harbor lands and adjoining areas.

D. Conceptual Plan Elements:

1) Land Use Elements:

a) Expansion of Utulei Beach Park.
b) Relocation/Conversion of the Petroleum Dock.
c) Commercial Port Expansion.
d) Interisland Terminal and Docks.
e) Fagatogo Business Center.
f) Small Boat Marina and Service Center.

2) Land Management Element:
Land Management Policies:

a) Gnnnrnl Sitg Pl&t@g-

Three general site plans are required to guide the de-
velopment of harbor lands. These site plans cover the
following areas:- The commercial port area; the Faga-
togo Business Center; and the Pago Pago Territorial
Park area. General site plans are necessary to guide
site improvements and to assure compatible development
of adjoining areas. These general site plans should
minimally include circulation and parking, land use
arrangement and use density, and general location of
utilities (energy corridor if appropriate).

3) Circulation Concepts:
a) Future Street Lines:

1) Right-of-Way and Intersectional Design at Utulei.'
The expansion of the beach park and the extablish-
ment of a government administrative center at Utu-
lei consolidation major offices may require major
highway improvements. These improvements must be
designed to handle the traffic generated by these
proposals in the future. In particular, left-turn
movements northerly from Nuluuli-West Tutuila may
require additional right-of-way to channelize
traffic. Moreover, the existing park bays at Utu-
lei Beach Park may require redesign to lessen road-
way friction and facilitate traffic movement.

2) The Malaloa - Fagatogo Segment.

This segment is the most congested along the bayshore
highway. 'Moreover traffic separation is limited with
pedestrians and parked vehicles sharing the right-of-
way. Additional right-of-way is required to separate
traffic as well as provide more roadway pavement to
moving lanes of traffic, especially laong the Malaloa
portion of this highway.

b) Other Circulation Improvements:

1) Realignment of the highway segment adjoining the
commercial port is desirable in light of required
backup space and the need to improve circulation into
and within the terminal area. Realignment of the high-
way would provide for better vehicle and pedestrian
separation as well.

2) Controlled loading zones along the highway are re-
quired to reduce roadway friction and facilitate
traffic movement. Loading bays are preferable if
right-of-way permits.

3) Some consideration of raised median strip from the
Rainmaker Hotel to Malaloa should be included in the
realignment and widening of the main highway. A
raised median will provide space for landscape treat-
ment, dramatically altering the existing character
of the highway especially within the Fagatogo Malae
area.

4) Highway improvement, expecially the South bayshore
segment of the highway, should include curbs and
gutters. This minor improvement will help separate
traffic and limit uncontrolled turning movement into
and out of adjoining parcels.

E. Plan Implications:

Probable Adverse Effects Which Cannot Be Avoided:

The land use proposes will indirectly result in reloca-
tion and/or displacement of households and businesses, altera-
tion of the shoreline and may shift potential environmental
pollution to other locations within the harbor. The scale
and duration of these effects are contingent upon specific
project actions that seek to implement the plan.

a) Alterations of the Shoreline:
1) Energy Facilities:
A new petroleum dock may be proposed to replace the
existing dock at Fagatogo, however, an off shore
single-point mooring facility may be substituted as
a feasible alternative. An LPG facility with docking
facility may be proposed.

2) Harbor Facilities:

a) Dock Extension, Commercial Port:

A new concrete wharf is proposed to expand the
commercial port berthing capacity. The dock will
extend 1,270 feet and will be 75 feet wide.

b) Dock Extension, Interisland Dock.

A dock extension at the interisland terminal is
proposed. Approximately 193 feet extension is
proposed to meet the existing concrete quay.
Some backfilling and dredging are required depend-
ing upon the final design of this facility.

c) Commercial Fishing Dock, Fagatogo:

A 300 foot dock has been proposed at the existing
Office of Marine Resources site in Fagatogo.
Specific design features are unavailable.

ATTACHMENT I

REFERENCE REPORTS

1. Enplan Corporation, Pago Pago Harbor - Corridor Trans-
portation Study, 1974.

2. MKGK/Yamamoto Inc., Hawaii: Conceptual Physical Plan
- Pago Pago Harbor American Samoa Coastal Management
Program Harbor Land Use Planning Element 1981-.

3. American Samoa Government, Development Planning Office
Economic Development Plan For American 1979 - 1984,
March 1979.

4. American Samoa Government, Economic Development & Plan-
ning Office Statistical Bulletin 1981.

5. American Samoa Government, Bay Area Planning Committee,
et al, Pago Bay Area Master Plan Report 1975.

6. American Samoa Government, Economic Development &
Planning Office, Economic Report of American Samoa to
the Governor FY 1977 to FY 1980. April ISBO.

7. Blume, John H. & Associates, Preliminary Design for Pago
Harbor - 174 Port Improvement*s.

e. Department of Commerce and Economic Development & Plan-
ning Office, American Samoa, American Samoa Coastal
Management Programmeand Final Environmental Impact
Statement, 1980.

9. Randall, Scanlan & Associates, Pago Pago Harbor Study
and Recommended Programs for Development, 1972-1982,
December 1972.

10. Kelly Pittelko Fritz and Forssen, "Master Plan for the
Fagatogo Malae Commercial Area" 1972.

11. Austin Smith & Associates Inc., "Road Design Standards
for Department of Public Works.."

NOAA COASTAL SERVICES CTR LIBRARY

3 6668 14110097 6