Extra-tall towers are out, but the density of buildings could double and include less parking in some parts of Kakaako under new proposed rules for development tied to the city’s rail project.
The state agency regulating development in Kakaako has published a revised draft for transit-oriented development rules in the 450-acre area bounded by Ala Moana Boulevard and King, Piikoi and Punchbowl streets where two rail stations are planned. The Hawaii Community Development Authority presented the plan to its board at a public meeting Wednesday.
The plan includes reducing the number of parking spaces required for new residential projects as it envisions a neighborhood less dependent on cars. HCDA said people living in well-designed, higher-density, mixed-use neighborhoods with good pedestrian, cycling and transit access can drive 20 to 40 percent less than they would in more traditional neighborhoods.
“The availability of plentiful and unused parking will ultimately undermine efforts to create a walkable transit-oriented community,” the plan said. “The Kakaako (plan) anticipates more people in more types of buildings, resulting in a rich, varied urban fabric. Together, plan policies work to minimize spaces allocated for automobiles, while enhancing spaces for people.”
Unique to HCDA’s plan would be allowing hotels with limited amenities in up to three areas relatively close to rail stations. Currently, hotels aren’t allowed in Kakaako under HCDA rules.
Deepak Neupane, HCDA’s director of planning and development, said the hotels would have fewer amenities and cater to business travelers and others not interested in being in Waikiki or other tourist destinations with resort accommodations.
“A Kakaako-based hotel will be a transit ride from the airport, and will be highly accessible for meetings and work engagements at the commercial core, or convention center,” the plan said.
The new plan is a revision of a prior draft that HCDA published in 2013 that envisioned dramatically taller buildings than the current 418-foot limit. The prior plan proposed a “limited” number of 550-foot towers and up to three 700-foot towers if they were deemed to be exemplary icons with exceptional public benefits.
Former Gov. Neil Abercrombie endorsed higher buildings in Kakaako, but a public backlash contributed to the Legislature passing a bill in 2014 that froze HCDA’s existing height limit, and Abercrombie signed the measure into law. That forced HCDA to revise its transit-oriented development plan.
The new draft could be revised further based on HCDA board suggestions. After that, a final draft would be discussed at two public hearings and be considered by the Small Business Regulatory Review Board before the board could adopt the plan and make it part of agency development rules.
Neupane estimated that the transit-oriented development, or TOD, plan could be adopted early next year.
Most of the heaviest density would be allowed between South and Piikoi streets, and mainly makai of the rail line and mauka of Auahi Street.
Large parts of Kakaako, including some areas close to transit station sites, would not be subject to higher maximum building densities because of the character of these neighborhoods with many small property owners, civic uses or proximity to the coastline.
Much of the area envisioned for more dense development is covered by two master plans that previously locked in development rules for major landowners Howard Hughes Corp. and Kamehameha Schools; it covers 90 acres that can be developed with up to 29 towers. The developers could seek to amend their master plans if they want TOD rules to apply, although approval would be up to HCDA’s board.
The TOD rules are an option that provide incentives for developers to make projects more conducive to pedestrian, bike and transit use. Developers also could opt to comply with existing rules.
“TOD is not mandatory,” Neupane said. “TOD is optional.”
One of the most significant changes under HCDA’s proposed TOD rules is the treatment of parking.
The rules propose removing requirements for a minimum number of car parking spaces in residential projects that the plan said often results in an overproduction of parking in towers that degrade the environment with bulky parking structures and add $50,000 to the cost of a home with one parking space.
HCDA’s plan proposes to count parking as part of a building’s density for new projects under TOD rules, which is not done now and would create an incentive for developers to minimize parking in favor of other uses.
The agency recognizes that Kakaako will need parking, but suggests in its plan that it should be shifted to centralized sites where it would be shared.
The agency estimates that property use within the TOD zones will become 85 percent residential and 15 percent commercial.
HCDA said it would like to see private parking made available for public use during off hours. Such arrangements could be managed by an association that includes government officials, businesses and property owners.
Some parking rates could also be tied to demand, which would provide another incentive for people to use other modes of transportation.
The agency said it will implement a pilot program with the city, which regulates on-street parking, to convert some time-limited street parking on Cooke Street to metered parking without time limits at initially low rates to gauge demand. Rates could rise and the program could expand if successful.
LIVING ALONG THE RAIL LINE
Plan for development near Kakaako rail stations:
>> dense residential housing
>> less private parking
>> more shared parking
>> more business hotels
>> lower towers
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ON THE NET:
>> HCDA posted the 260-page plan at dbedt.hawaii.gov/hcda.
