The state Department of Transportation will face familiar foes as it pursues a $390 million plan to expand facilities at Kahului Harbor to provide much-needed berthing and storage space for cargo and passenger ships.

The Hawaii Superferry controversy has intensified interest in harbor development on Maui, and some of the same concerns will be discussed as the DOT Harbors Division prepares a joint federal-state environmental impact statement for the Kahului Commercial Harbor 2030 Master Plan.

Chief among the concerns are the loss of popular surf spots, impacts on canoe paddling, fishing and other recreational uses, and overdevelopment.

In urging supporters to attend tomorrow's meeting on the harbor plan, the Surfrider Foundation said a bigger commercial port "is the only thing separating Maui from becoming the next O'ahu."

But many business, government and community leaders say the harbor improvements aren't about growth but survival.

Kahului Harbor, Maui's only deep-draft harbor, is the third busiest port in the state. The draft EIS said harbor capacity is most critical at the Maui port because of the rapid growth of the cruise ship industry, the new interisland ferry and the continued increase in cargo shipments.

The Maui port is enclosed by two breakwaters, with commercial piers on the east side of the harbor serving cargo and passenger ships. The main Pier 1 is capable of handling no more than two large vessels at a time, and Piers 2A, 2B and 2C are used by Hawaii Superferry, interisland barges and smaller ships.

Pier 3, with a single berth, accommodates unloading of fuel and containers and export of sand, gravel and scrap metal.

The west breakwater is the site of a recreational boat ramp, a clubhouse for old-time boaters and fishermen, and a park.

Planning for the Maui port is complicated because the harbor is located in a developed area and land is scarce and expensive. The idea of creating a second commercial harbor on Maui was rejected due to cost and environmental and cultural impacts.

The draft EIS acknowledges that reaching consensus on harbor development is "an unrealistic goal" considering the diverse and competing interests involved in the planning. However, while wishing to respect recreational uses, the Maui Harbor Users Group agreed to give commercial cargo first priority.

The draft EIS for the 2030 Master Plan proposes two alternatives in addition to no action. Both of the action alternatives include development of the west breakwater to create piers and operational space, and changes to existing pier areas.

The preferred "Alternative A" would develop cruise ship and interisland ferry facilities at the west breakwater, including construction of an inner breakwater to limit wave action. At the east side of the harbor, Piers 1 and 2 would be lengthened for cargo operations, with a new fuel offloading facility built at Pier 3 or 4, and the breakwater extended outward by 900 feet.

The estimated cost of the improvements is $390 million, according to the report.

"Alternative B," estimated at $359 million, would develop passenger facilities at Pier 2 and expand cargo facilities at Piers 1 and 3 and at the west breakwater.

The draft EIS identifies two significant impacts likely to result from either alternative.

One impact — loss of coral — can be partially mitigated, the draft EIS said, but there is no solution to loss of surf sites active during the winter months when north swells roll in.

The report said that moving commercial harbor uses to the west side of the port, where none now exist, would eliminate the surfing and bodyboarding sites and convenient public access to harbor waters.

The primary surf breaks — Jetties, Old Man's and Harbor Lights — were created by previous harbor dredging and are located on the west side of the harbor. Two lesser sites known as Charthouse, near Pier 2 on the east side, and Ledges, along the outside edge of the west breakwater, also could be affected by the improvements.

The draft EIS said that new dredging could create new surf breaks with shorter rides, but more likely surfers would just have to travel to other spots along the coast.

"This situation is an example of a dilemma encountered when two highly valued activities compete for space," the draft EIS noted.

Although the 2030 Master Plan does not propose displacing two of Maui's largest canoe clubs, Hawaiian and Na Kai Ewalu, the east harbor improvements would encroach on racing lanes used for paddling regattas. Security zones around ships at berth also would constrict areas used by club and individual paddlers and kayakers.

The Harbors Division said it would work with canoe clubs to address the impacts to the racing course and, if necessary, look at relocating paddling activities to outside the port.

The draft EIS predicts dredging would result in the loss of 22 percent of the coral in the western part of the harbor, in addition to losses in the already disturbed eastern part. Some anticipated damage can be mitigated by installation of silt curtains, timing the work for when coral are not reproducing, and perhaps transplanting some of the coral, the report said.

The public can learn more about the draft EIS at an informal workshop tomorrow in Wailuku that will be followed by a public meeting to receive community input on issues to be addressed in the final EIS.

The meeting is not about a separate environmental assessment the DOT will be doing for harbor facilities built to accommodate the Hawaii Superferry. Meetings on that study will be announced later.

Reach Christie Wilson at cwilson@honoluluadvertiser.com.