The rail project was authorized by a vote of Oahu’s people to amend the City Charter to include rail mass transit.

This was after decades of debate, and in spite of vigorous opposition by anti-rail groups.

The opponents have not given up.

Some of the issues raised are legitimate, so they have to be addressed and corrected.

But stopping rail at Middle Street is not the answer. It would cripple rail, and completely disregard the vote of the people and the years-long community planning process that preceded it. Continued disruptive tactics will only further increase the cost of the project.

Final approval of the Honolulu Authority for Rapid Transportation’s Alternative Analysis Report and the final environmental impact statement was received from the Federal Transit Administration in January 2011, 47 years after Mayor Neal Blaisdell first launched the project.

The commentary by Cliff Slater advocated stopping rail building at Middle Street (“The case for stopping rail construction at Middle Street,” Island Voices, May 19).

I disagree, because he ignores or is uninformed about the long-range planning process that resulted in the current mass transit project.

The Oahu General Plan (OGP) is a long-range, comprehensive land use and zoning plan based on geographic, environmental, economic, social, cultural and historical values important to the people of our island.

It is a forward-looking plan intended to achieve our preferred future, approved by the City Council and the voters of Oahu.

It is the foundation upon which all major developments on Oahu are built.

The Kapolei Second City is a good example of a planned development that conforms to the OGP.

The second deep-draft harbor in Ewa, Campbell Industrial Park, Ko Olina Resort and University of Hawaii’s West Oahu campus are important components of the Second City.

State and city satellite offices are there. They comprise an integrated package with ability to accommodate growth, all according to the OGP.

Similarly, HART’s rail project is an integral part of the OGP to connect urban centers from Kapolei to UH-Manoa.

The first phase now underway will stop at Ala Moana Center; the second phase would complete the system.

Rail and highways/buses are not either-or competitors, they are complementary parts of a single integrated transportation system envisioned in the OGP.

Regarding the conflict between the Hawaiian Electric Co. (HECO) and HART over utility lines along Dillingham Boulevard, the Star-Advertiser recently showed a photo of the affected portion, and it could have been from a Third World country.

The jerry-rigged power poles would be a disgrace in any modern urban community. It cries out for underground wiring, not only for HART, but for the urban redevelopment that will be following as well.

This suggests that the cost of providing underground utility, power, communication, etc., should be shared by HECO, Hawaiian Tel, fiber and other users that will be involved in the urban redevelopment to follow.

Yes, the latest cost overrun of $1.5 billion is a huge number. Anything we can do to eliminate inefficiency and errors while still keeping to the approved first phase, Kapolei to Ala Moana, must be pursued vigorously.

Having said that, some of the overrun surely is from the delay caused by the disruptions and lawsuits filed by the anti-rail block. Deliberate delays cost money, not just time.

The goal has been set — now all must contribute to achieving the goal, fixing problems as they arise.

Those who disagree with the goal should take appropriate steps to change the goal, i.e., seek a City Charter amendment.