MOBILITY & ENERGY CONSERVATI MOBILITY & ENERGY - - PDF document

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Puna Community Development Plan

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WORKIN WORKING PAPER G PAPER #3 #3 WORKIN WORKING PAPER G PAPER #3 #3

MOBILITY & ENERGY CONSERVATI MOBILITY & ENERGY CONSERVATION ON MOBILITY & ENERGY CONSERVATI MOBILITY & ENERGY CONSERVATION ON

Presentation to Steering Committee Meeting Presentation to Steering Committee Meeting August 16, 2007 August 16, 2007

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Puna Community Development Plan

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WORKING PAPER SERIES WORKING PAPER SERIES WORKING PAPER SERIES WORKING PAPER SERIES

1.

• 1. Growth Management Strategy

Growth Management Strategy

– – Challenge of non Challenge of non-

• conforming subdivisions

conforming subdivisions – – Discouraging further subdivision and speculation Discouraging further subdivision and speculation – – Promoting the formation of village centers Promoting the formation of village centers – – Adopting special design and development standards Adopting special design and development standards – – Other supporting actions Other supporting actions

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• 2. M

Mä älama lama I Ka I Ka ‘ ‘Aina Aina

– – Developing a Green Infrastructure Plan Developing a Green Infrastructure Plan – – Protecting Native Forests Protecting Native Forests – – Promoting Appropriate Agricultural Use Promoting Appropriate Agricultural Use – – Providing Recreational Parks, Trails and Scenic Corridors Providing Recreational Parks, Trails and Scenic Corridors – – Protecting Cultural and Geological Features Protecting Cultural and Geological Features – – Protecting Aquifers and Coastal Waters Protecting Aquifers and Coastal Waters

3.

• 3. Mobility and Energy Conservation (August 16, 2007)

Mobility and Energy Conservation (August 16, 2007)

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Puna Community Development Plan

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WORKING PAPER #3 WORKING PAPER #3 WORKING PAPER #3 WORKING PAPER #3

• Background considerations

Background considerations

• Limiting demand for commuting and other trips

Limiting demand for commuting and other trips

• Promoting mass transit and alternative travel

Promoting mass transit and alternative travel modes modes

• Promoting the use of renewable energy sources

Promoting the use of renewable energy sources

• Improving roadway connectivity and safety

Improving roadway connectivity and safety

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Puna Community Development Plan

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WORKING PAPER #3 WORKING PAPER #3 WORKING PAPER #3 WORKING PAPER #3

• Background considerations

Background considerations

– – Travel patterns and the transportation system Travel patterns and the transportation system – – Energy use and infrastructure Energy use and infrastructure

• Limiting demand for commuting and other trips

Limiting demand for commuting and other trips

• Promoting mass transit and alternative travel modes

Promoting mass transit and alternative travel modes

• Promoting the use of renewable energy sources

Promoting the use of renewable energy sources

• Improving roadway connectivity and safety

Improving roadway connectivity and safety

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Puna Community Development Plan

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MOBILITY MOBILITY MOBILITY MOBILITY -

• ENERGY LINK

ENERGY LINK ENERGY LINK ENERGY LINK

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Puna Community Development Plan

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COMMUTING PATTERNS COMMUTING PATTERNS COMMUTING PATTERNS COMMUTING PATTERNS

0.50% 2.50% 24% 73% Single passenger Carpool Transit Walk/Bicycle

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Puna Community Development Plan

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GROWTH IN HELE GROWTH IN HELE GROWTH IN HELE GROWTH IN HELE-

• ON RIDE

ON RIDERSHIP RSHIP ON RIDE ON RIDERSHIP RSHIP

13,701 49,603 75,928 10,788 11,152 26,562 26,919 19,551 20,000 40,000 60,000 80,000 100,000 120,000 2003-5 2004-5 2005-6 2006-7 Fiscal Year Number of Riders Ka'u (Volcano) Route Pahoa Route

The county’s Mass Transit Agency (MTA) operates the Hele-on bus, whose service is available to the general public at fares ranging from $0.75 to $2.25. In 2005, the county initiated a free fare service between Pähoa and Hilo that more than doubled

• ridership. Less than 1% of the workforce commutes by bus, but Puna residents with

special needs, such as the elderly, disabled and/or those with low-income are vitally dependent on transit and paratransit services for mobility. Paratransit services that are provided by programs to serve people with special needs. A 2005 study estimated that only 20% of the need for paratransit services was being met islandwide, with a probable higher rate of unmet demand in Puna.

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Puna Community Development Plan

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EXISTING HELE EXISTING HELE EXISTING HELE EXISTING HELE-

• ON ROUTES

ON ROUTES ON ROUTES ON ROUTES

• Service is vital to

Service is vital to certain certain populations populations

• Inefficiency of

Inefficiency of long routes and long routes and scattered scattered population population

• How to better

How to better serve existing and serve existing and proposed Village proposed Village Centers (gold Centers (gold dots)? dots)?

This is a map of the existing Hele-On routes in Puna. The poor physical condition of most of Puna’s roads, most of which are privately owned, combined with poor connectivity in the street system and a dispersed pattern of development, make it challenging to devise and sustain a viable mass transit system for Puna. Bus routes travel long distances to pick up few passengers at remote locations, which in turn discourages potential passengers in more populated areas from using transit. While the routes reach some of the existing and proposed village centers (gold dots), many populated areas are underserved by the present transit system.

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Puna Community Development Plan

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WORKING PAPER #3 WORKING PAPER #3 WORKING PAPER #3 WORKING PAPER #3

• Background considerations

Background considerations

• Limiting demand for commuting and other trips

Limiting demand for commuting and other trips

– – Expand telecommuting opportunities Expand telecommuting opportunities – – Promote ride Promote ride-

• sharing, van

sharing, van-

• pools, car

pools, car-

• pooling

pooling – – Provide more services within village centers Provide more services within village centers – – Create new Create new “ “green green” ” employment in Puna employment in Puna

• Promoting mass transit and alternative travel

Promoting mass transit and alternative travel modes modes

• Promoting the use of renewable energy sources

Promoting the use of renewable energy sources

• Improving roadway connectivity and safety

Improving roadway connectivity and safety

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Puna Community Development Plan

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WORKING PAPER #3 WORKING PAPER #3 WORKING PAPER #3 WORKING PAPER #3

• Background considerations

Background considerations

• Limiting demand for commuting and other trips

Limiting demand for commuting and other trips

• Promoting mass transit and alternative travel

Promoting mass transit and alternative travel modes modes

– – Expand and improve delivery of transit services Expand and improve delivery of transit services – – Create safe routes to schools and parks Create safe routes to schools and parks – – Increase amount of funding for transit and alternative Increase amount of funding for transit and alternative travel modes travel modes

• Promoting the use of renewable energy sources

Promoting the use of renewable energy sources

• Improving roadway connectivity and safety

Improving roadway connectivity and safety

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Puna Community Development Plan

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IMPROVE TRANSIT SERVI IMPROVE TRANSIT SERVICE CE IMPROVE TRANSIT SERVI IMPROVE TRANSIT SERVICE CE

• Shorter main

Shorter main routes combined routes combined with with paratransit paratransit

• Main hub at

Main hub at Kea Kea’ ’au; au; secondary hubs secondary hubs at Pahoa and at Pahoa and Volcano Volcano

• Stops with park

Stops with park-

• and

and-

• ride at HPP

ride at HPP and and Kurtistown Kurtistown

The county Mass Transit Agency (MTA) is presently implementing several measures to expand and improve transit service in Puna by converting to a “hub-and-spoke” system as follows:

• The larger Hele-on coaches will operate more frequent runs on a shorter route between Hilo

and a Puna “hub” at Kea‘au. There will also be secondary hubs at Pähoa and Volcano.

• MTA is acquiring a fleet of 18-passenger 4-wheel drive vehicles to operate paratransit

services for the general population in areas beyond the hubs, where roads are typically unimproved. Passengers would call to schedule a pick-up. Paratransit vans would be available at the hubs to take passengers disembarking from the Hele-on bus to their destinations.

• MTA will schedule pick-up appointments for paratransit passengers and coordinate the Hele-
• n service with the paratransit operations provided by the Hawaii County Economic Opportunity Council, the

Coordinated Services for the Elderly, and other smaller programs for riders with special needs through the computerized Trapeze NOVUS program or similar software.

• Intermediate Hele-on stops are being considered along the routes between the hubs at park-

and-ride locations. MTA is presently in the process of identifying suitable park-and-rise sites. MTA expects to have the hub-and-spoke system in operation by late Spring 2008. It will be further refined as vehicles are added to the fleet and other supporting infrastructure, such as the park-and-ride lots, are developed. Proposed sites for the hubs and park-and-ride lots, shown in Figure 4, are:

• ¬Kea‘au (Primary Hub): In-town location near commercial centers or on state lands adjacent

to the soccer fields; second site could include a new MTA baseyard and headquarters.

• Pähoa (Secondary Hub): On county-owned sites, either adjacent to Pähoa Community Center
• r on Highway 130 near Kahakai Boulevard where the new fire and police stations are planned.
• Volcano (Secondary Hub): Either at Cooper Center (with the permission of the Volcano

Community Association) or on state land near Old Volcano Highway and Wright Road. Additional recommended locations for park-and-ride lots are:

• Hawaiian Paradise Park, at one or two of the proposed Village Center locations, where the

community-owned parcel could serve as a parking lot for commuters, as well as a location for farmers’ markets.

• Kurtistown, at Mea‘ulu Street, which would serve commuters living in Puna Mauka

subdivisions, Kurtistown and Mountain View.

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Puna Community Development Plan

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CONCEPTUAL VILLAGE CENTER CONCEPTUAL VILLAGE CENTER CONCEPTUAL VILLAGE CENTER CONCEPTUAL VILLAGE CENTER

Commercial Park Elementary School Community Center Elderly Housing Transit Stop Village Housing Community Garden

This is a simulation of a potential 40-acre village center in Hawaiian Paradise Park, that would provide neighborhood commercial service, a community center, a park, and elementary school, elderly housing, a village green and a community garden. Note that a transit stop is located in the center. Further details on this simulation are provided in Working Paper #1.

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Puna Community Development Plan

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CONCEPTUAL VILLAGE CENTER CONCEPTUAL VILLAGE CENTER CONCEPTUAL VILLAGE CENTER CONCEPTUAL VILLAGE CENTER

Privately Privately-

• owned
• wned

Half of the village center site (or 20 acres) is owned by the Hawaiian Paradise Park Owners Association and is dedicated to public uses, such as a park or a school. The other 20 acres is owned by widow of the original developer of Hawaiian Paradise Park. She has said that she has no plans to develop the property. It might be possible to acquire this property with funds for a combination of federal, state and county funds. For example, federal transit funds could be used to acquire land for a transit stop and park-and-ride lot. Funds under various USDA programs could be used to acquire land for community gardens, elderly housing and facilities to support economic development if a local non-profit organization were created for this purpose. State and county funds could supplement this effort, particularly for the development of necessary infrastructure.

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Puna Community Development Plan

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PRE PRE PRE PRE-

• VI

VILLA LLAGE CENTER PARK E CENTER PARK VI VILLA LLAGE CENTER PARK E CENTER PARK -

• AND

AND AND AND-

• RIDE

RIDE RIDE RIDE

Parking Lot Transit Stop Store/Wi-Fi Community Garden Park Future Use Future Use

This could be the first phase of development of a village center in Hawaiian Paradise Park. It would be focused around a transit stop and park-and-ride lot. The park-and-ride lot could also be used to support a farmers market, perhaps with some of the produce coming from an adjacent community garden. Also adjacent would be a building to support a small retail outlet and meeting room for the community garden that could also contain facilities for wireless connection to the

• internet. Complementing this first phase of village center would be a neighborhood
• park. The remainder of the site can be reserved for future use, as funds become

available for development and uses are more clearly identified.

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Puna Community Development Plan

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SAF SAFE R ROUTES TO SC UTES TO SCHOOL HOOLS/PARKS S/PARKS SAF SAFE R ROUTES TO SC UTES TO SCHOOL HOOLS/PARKS S/PARKS

• Funding:

– Healthy Hawai'i Initiative (DOH) – Federal Highway Administration (via DOT)

• Improve shoulders in roadway construction/

maintenance projects

• Provide bicycle/pedestrian paths in new roadway

connection projects

There need to be safer, more convenient walking and bicycle routes to frequently used public areas, especially schools and parks. Often, these facilities are collocated, are used by people of all ages at various times of the day and week, not just when school is in session. Accessibility to these facilities by pedestrian and bicycle routes is particularly important for the young people who most commonly use them, since they are not able to drive themselves to these

• locations. Some school complexes in Hawai'i have undertaken on-the-ground

inventories and assessments to identify safety problem areas and strategies and projects to make routes safer and more convenient. Funding is available through Healthy Hawai'i Initiative, a program of the Department of Health, and the Federal Highway Administration, via Hawai'i Department of Transportation

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Puna Community Development Plan

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GREEN INFRASTRUCTURE NETWORK GREEN INFRASTRUCTURE NETWORK GREEN INFRASTRUCTURE NETWORK GREEN INFRASTRUCTURE NETWORK

This shows a composite map of the proposed green infrastructure network for Puna. Existing parks are represented by the filled circles and proposed parks by open

• circles. The size of the open circles indicates their relative size, corresponding to its

location within either a Community Village Center or a Neighborhood Village Center. The brown lines represent non-motorized trails, although it may be possible to provide limited use for emergency vehicles. The gold line is a scenic or historic

• corridor. The line is solid where it is a road and dashed where it is a trail for hiking

and bicycling.

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Puna Community Development Plan

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PARTNERING OF RES PARTNERING OF RESOURCE URCES PARTNERING OF RES PARTNERING OF RESOURCE URCES

• Use larger share of federal

Use larger share of federal “ “flex funds flex funds” ” (Section 402) (Section 402) for transit, pedestrian and bicycle improvements for transit, pedestrian and bicycle improvements

• Allocate/increase DOE/private school funding for

Allocate/increase DOE/private school funding for buses, crossing guards and school routes buses, crossing guards and school routes

• Voluntary fundraising: parents, staff, students,

Voluntary fundraising: parents, staff, students, businesses, service organizations and foundations businesses, service organizations and foundations

• County improvements: sidewalks, crosswalks,

County improvements: sidewalks, crosswalks, signage, access easements signage, access easements

• Police monitoring of traffic along designated safe

Police monitoring of traffic along designated safe routes routes

Resources that are already available can be combined more effectively to create a “partnership”. For example: The Hawai’i Department of Transportation can allocate in the Statewide Transportation Improvement Program (STIP) a larger share of federal “flex funds” (i.e., the Section 402 program funds) for projects in Puna from highway capacity improvements to transit-related and alternative travel mode improvements, including pedestrian and bicycle safety. The Department of Education and private schools can allocate or increase funding for school buses, crossing guards and improvements to school routes for walking and bicycling. It is useful to supplement public funding for safe routes to schools and parks with voluntary fundraising efforts by associations of school parents, staff, students and area businesses and service

• rganizations and charitable foundations. Funding could be used for hiring a coordinator, purchasing

incentives, printing newsletters, or for managing community and school participation. In order to receive tax-deductible donations, which are important to charitable donors, a bike advocacy or safe routes to school group needs to be affiliated with a non-profit agency or school. The county Department of Public Works can make improvements such as sidewalk and crosswalks, traffic signage and acquisition of access easements based on recommendations of a safe routes to schools/parks assessment. The county Police Department can monitor traffic operations along safe routes to schools/parks and enforce against traffic code violations.

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Puna Community Development Plan

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AUGMENT LOCAL FUNDING AUGMENT LOCAL FUNDING AUGMENT LOCAL FUNDING AUGMENT LOCAL FUNDING

• Motor vehicle weight tax

Motor vehicle weight tax

• Gasoline tax

Gasoline tax

• Surcharge (up to 0.5%)

Surcharge (up to 0.5%)

• n General Excise Tax
• n General Excise Tax

– – Biggest source of Biggest source of potential new revenue potential new revenue ($15+M/year) ($15+M/year) – – Can be spent for operating Can be spent for operating

• r
• r capital costs of transit,

capital costs of transit, public roadways, public roadways, pedestrian or bicycle pedestrian or bicycle paths, ADA compliance paths, ADA compliance

$0.00 $0.02 $0.04 $0.06 $0.08 $0.10 $0.12 $0.14 $0.16 $0.18 Hawai'i Kauai O'ahu Maui

Gasoline Tax Rate by County

To accelerate progress, the county should also consider additional local funding. The options are fairly limited because the county depends primarily on real property taxes for revenue, and the largest share of this revenue is spent to provide basic public safety and emergency services. For transportation improvements, the county is authorized to levy a motor vehicle weight tax and a gasoline tax, both of which they already use. Last year, the County Council increased the motor vehicle weight tax and allocated two-thirds of the additional revenue to the repair and maintenance

• f county roads. The other third of the increase went to transit improvements. The

Council declined to raise the gasoline tax, although the County of Hawai'i has the lowest gasoline tax rate of all the counties in the state. Another opportunity for the County Council to raise local revenue for transportation improvements is to levy a surcharge of up to 0.5% on the Hawai'i General Excise Tax, which the State Legislature authorized in 2006.

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Puna Community Development Plan

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WORKING PAPER #3 WORKING PAPER #3 WORKING PAPER #3 WORKING PAPER #3

• Background considerations

Background considerations

• Limiting demand for commuting and other trips

Limiting demand for commuting and other trips

• Promoting mass transit and alternative travel

Promoting mass transit and alternative travel modes modes

• Promoting the use of renewable energy sources

Promoting the use of renewable energy sources

– – Promote use of off Promote use of off-

• grid solar technologies

grid solar technologies – – Employ LEED standards for buildings Employ LEED standards for buildings – – Convert HELCO power grid to renewable generating Convert HELCO power grid to renewable generating sources over long term sources over long term

• Improving roadway connectivity and safety

Improving roadway connectivity and safety

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Puna Community Development Plan

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SOLAR PANE LAR PANELS IN P LS IN PUBLIC FIXTURES BLIC FIXTURES SOLAR PANE LAR PANELS IN P LS IN PUBLIC FIXTURES BLIC FIXTURES

• Cost

Cost-

• competitive with conventional

competitive with conventional electricity: electricity:

– – USDOE says $0.20/watt is breakeven point USDOE says $0.20/watt is breakeven point – – HELCO residential rates are $0.29/watt HELCO residential rates are $0.29/watt

The use of PV panels for residential application is already cost-competitive with conventional utility service in Puna. In 2005, PV modules were selling at $5.20 per

• watt. According to the U.S. Department of Energy, an installed cost of $9.70 per

watt is the breakeven point where residential utility rates are $0.20 per kilowatt-hour. HELCO’s residential electricity rates are at $0.29, so PV panels are well below the breakeven point in Puna.

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Puna Community Development Plan

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SOLAR FOR RE SOLAR FOR RESIDENTIAL USE SIDENTIAL USE SOLAR FOR RE SOLAR FOR RESIDENTIAL USE SIDENTIAL USE

• Upside for consumer: federal and state tax credits

Upside for consumer: federal and state tax credits and long and long-

• term energy cost savings

term energy cost savings

• Downside: Initial installation increases construction

Downside: Initial installation increases construction cost cost

• Urge PUC to use Public Benefits Fund for solar

Urge PUC to use Public Benefits Fund for solar devices for low devices for low-

• income households

income households

Currently the state and federal governments offer several tax incentives for renewable energy production. These rebates and other financial enticements are aimed at expanding the use of renewable energy production in homes, businesses, and government offices. The expansion of these programs will move the Puna district into an even greater “green-minded” community. The current popular rebate programs cover technology such as solar water heaters, photovoltaic panels, and compact fluorescent light bulbs. While these tax incentives are attractive for many homeowners, more direct financial assistance is needed to reach the lower-income homeowners or renters who could most significantly benefit from lower utility costs. In 2006, the state established a Public Benefits Fund administered by the Public Utilities Commission (PUC) to promote energy efficiency through subsidies for investments in energy conversation installations and improvements. The fund will be available as of January 2009 to subsidize the installation of devices to generate heat and

electrical power from natural sources in residences occupied by low-income households.

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Puna Community Development Plan

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“ “LEED LEED LEED LEED” ” BUILDING STANDARDS BUILDING STANDARDS BUILDING STANDARDS BUILDING STANDARDS

• Leadership in Energy and

Leadership in Energy and Environmental Design (LEED) Environmental Design (LEED) certification program certification program “ “green green” ” building design building design

• Increases construction costs

Increases construction costs by 6% to 8%, but pays off in by 6% to 8%, but pays off in 10 to 15 years 10 to 15 years Recommendation: Recommendation:

• Require minimum of Certified level for new public buildings

Require minimum of Certified level for new public buildings and new dwellings larger than 2,000 feet in floor area (to avoid and new dwellings larger than 2,000 feet in floor area (to avoid cost impact to more modest cost impact to more modest-

• sized homes)

sized homes)

• Use Public Utilities Commission Public Benefit Fund to

Use Public Utilities Commission Public Benefit Fund to provide assistance to owners of smaller homes meeting income provide assistance to owners of smaller homes meeting income limits limits

LEED criteria relevant to Puna:

• On site renewable energy production
• Water use reduction/ Water-efficient landscaping
• Re-use of construction materials
• Construction materials made from recycled products
• Increasing natural lighting
• Low emitting construction materials
• Alternative transportation

Nation-wide, green building methods increase the overall construction costs of a project by an estimated 2% to 5%. Because material costs are higher in Hawai‘i, the increased cost locally is likely to be in the 6% to 8% range. While this represents a significant increase in the amount of up-front construction costs, the added costs pay for themselves within 10 to 15 years through reduced energy and water bills.

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Puna Community Development Plan

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GRID GRID GRID GRID-

• BASED PO

BASED POWER S WER SOURCES OURCES BASED PO BASED POWER S WER SOURCES OURCES

• Puna is already a power exporter and HELCO has

Puna is already a power exporter and HELCO has sufficient resources sufficient resources

• Provide incentives to reduce reliance on grid as

Provide incentives to reduce reliance on grid as primary source of power primary source of power

• Make provisions for

Make provisions for direct direct-

• use

use when making when making modest modest additions to PGV geothermal plant additions to PGV geothermal plant

• Promote production of

Promote production of biofuels biofuels

• Pursue Ocean Thermal Energy Conversion (OTEC)

Pursue Ocean Thermal Energy Conversion (OTEC)

• ver the long term
• ver the long term

Due to a surplus of the baseload and peak power generation on the Island of Hawai'i that ties into Hawaii Electric Light Company’s electrical power grid, HELCO has no immediate plans to significantly expand the total output. Over the long-term, however, existing fossil fuel-based generation plants could be replaced by sources of renewable energy if these sources can provide a reliable supply of baseload power. HELCO does not need to add much additional generation capacity from the Puna until at least 2020 because there is already a comfortable margin of extra generation capacity and the HELCO has greater need for power sources on the west side of the island where the demand is growing at a faster pace. Over the past couple of years, HELCO and PGV have been negotiating to increase PGV capacity by 8 megawatts (MW), to a total of 38 MW, but no final agreement has been reached. If a purchase agreement is consummated, it should also include some provision for the use of excess heat by the direct-use enterprises identified in a recent county-sponsored feasibility study – i.e. greenhouses, pasteurization of potting media, biodiesel production and lumber kilns. These enterprises would benefit the Puna community, whereas the export of more power does not. Ocean Thermal Energy Conversion (OTEC) -- the process of turning seawater into electrical energy – is a very long term prospect. Potential byproducts of OTEC are:

• Production of potable water,
• Cultivation of cold water fish such as salmon and lobster,
• Cultivation of the health supplement Spirulina, and
• Preservation of live fish in cold water

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Puna Community Development Plan

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WORKING PAPER #3 WORKING PAPER #3 WORKING PAPER #3 WORKING PAPER #3

• Background considerations

Background considerations

• Limiting demand for commuting and other trips

Limiting demand for commuting and other trips

• Promoting mass transit and alternative travel

Promoting mass transit and alternative travel modes modes

• Promoting the use of renewable energy sources

Promoting the use of renewable energy sources

• Improving roadway connectivity and safety

Improving roadway connectivity and safety

– – Short Short-

• term actions

term actions – – Short Short-

• term plan elements (within 5 years)

term plan elements (within 5 years) – – Mid Mid-

• term plan elements (5 to 10 years)

term plan elements (5 to 10 years) – – Long Long-

• term plan elements (beyond 10 years)

term plan elements (beyond 10 years)

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Puna Community Development Plan

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NEXT S NEXT STEPS EPS NEXT S NEXT STEPS EPS

• Public

Public Meeting(s Meeting(s) re transportation corridor ) re transportation corridor alternatives alternatives August August – – September dates (TBA) September dates (TBA)

• Adopt a Vision Statement

Adopt a Vision Statement September September – – October, 2007 October, 2007

• Public Workshop: Draft Community Development

Public Workshop: Draft Community Development Plan Plan November (TBA) November (TBA)