As the TOD Special District develops and rail transit and new bus routes become operational, the need for parking spaces will wane. Reducing or eliminating the visual, environmental, and economic impacts of parking lots and structures within the TOD Special District is of the utmost importance. Use of alternative modes of transportation, such as walking, biking, and public transportation, will outpace and replace private vehicle trips in TOD areas. Rapidly developing technologies are fundamentally changing the relationship we have to private vehicles and transportation, and reducing the need for what may become an excessive volume of private vehicle parking.

Parking and loading requirements in the TOD Special District are eliminated or greatly reduced to encourage creative use of the property, reduce development costs, and encourage alternative transportation. Pedestrians, bicyclists, and transit riders should be the design priority, and reducing parking is a way to encourage these modes of transportation. There is no parking required for non-residential uses.

Parking Placement

Parking must be located at least 40 feet from a street, and must be behind the main building. Building placement must also adhere to maximum front yard setback requirements, as specified in the Yards and Setbacks page.

Structured Parking and Podiums

When parking is provided, applicants may consider and are encouraged to build structured parking to reduce the impact of space-consuming surface parking lots in TOD areas. However, podiums can have a negative effect on pedestrian environments if not properly designed. Projects in TOD areas with structured parking must consider the following in order to create a better and more pleasant TOD environment:

1. The number of spaces and vehicular entrances and exits must be limited to the minimum required to avoid unnecessary curb cuts along property frontages.
2. When feasible, structured parking must be underground.
3. When parking is provided in a podium, the podium must be lined with habitable spaces, like dwellings, shops, or offices, along streets or where visible to the public. If a podium is not primarily lined with habitable spaces, it must be entirely screened with either a green wall or an architecturally integrated false facade or screen.
4. Parking podiums must be built with standard ceiling heights and level floors, when possible, to facilitate future conversion to habitable spaces.

Bike Parking

Both short- and long-term bicycle parking must be provided whenever new floor area, new dwelling units, or new commercial parking is proposed. Short-term bicycle parking must be placed in a visible area and within a close proximity to an entrance, while long-term bicycle parking must be placed within a structure. Similar to providing access for other forms of transportation, barriers, such as inconvenient bike parking, should be minimized to encourage their use. Bike parking must not interfere with pedestrian movement or Americans with Disabilities Act (ADA) accessibility, as stated in the Honolulu Complete Streets Design Manual (CSDM). Refer to the CSDM for additional guidance on bike parking and bike corrals.

Long-term bicycle parking is secure, weather-protected bicycle parking intended for employees, residents, commuters, and other visitors who generally stay at a site for several hours, or overnight. Short-term bicycle parking is bicycle parking for customers and visitors of an establishment in convenient, accessible, and visible areas.

(Back to TOD Design Guide)

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