West Maui Greenway September 2022

Acknowledgments

Maui MPO Policy Board Members

Rosalyn Baker

Senator, State of Hawaii Legislature

Jade Butay

State of Hawaii Department of Transportation Director

Troy Hashimoto

Representative, State of Hawaii Legislature

Michele McLean

Maui County Department of Planning Director

Jordan Molina

Maui County Department of Public Works Director

Tamara Paltin

Maui County Councilmember

Shane Sinenci

Maui County Councilmember

Yuki Lei Sugimura

Maui County Councilmember, Chair

Marc Takamori

Maui County Department of Transportation Director, Vice Chair

2022 Technical Advisory Committee Members

Phillip Anderson

County of Maui Department of Housing and Human Concerns

Kathleen Aoki

County of Maui Planning Department Plan Implementation Division Head, Chair

Michael DuPont

County of Maui Department of Transportation Deputy Director

Pam Eaton

County of Maui Planning Department, Long Range Planning Division Head

Jennifer Maydan

County of Maui Department of Parks and Recreation

Chico Rabara

County of Maui Department of Public Works Engineering Division Head

Rachel Roper

State of Hawaii Department of Transportation Highways Division Planner, Vice Chair

Robin Shishido

State of Hawaii Department of Transportation Maui District Engineer

John Smith

County of Maui Department of Public Works Highways Division Head

Nolly Yagin

County of Maui Department of Public Works, Head Traffic Engineer

David Yamashita

County of Maui Department of Parks and Recreation Planner

Stakeholders

Lauren Armstrong Maui MPO

Lee Chamberlain

WMG Alliance, Co-Chair, Maui Bicycling League

Donna Clayton WMG Alliance, Walkability Advocate

Saman Dias

WMG Alliance, Co-Chair, Maui Bicycling League

Kai Nishiki

Chair, West Maui Community Advisory Council

Tamara Paltin

Council Member, West Maui

Leilani Pulmano Munekiyo Hiraga

Meredith Speicher

National Park Service

Table

Executive Summary Executive Summary

The West Maui Greenway Plan (Plan) sets the stage for future development of the West Maui Greenway, a proposed 25+ mile, multi-use trail connecting Ukumehame to LĪpoa Point. The greenway will provide a safe alternative transportation option to using the Honoapi‘ilani Highway, and will welcome people of all ages and abilities who walk, bike, or use assisted mobility devices.

Project Vision

To create a safe, comfortable, and joyful greenway path through West Maui that serves as both a recreational ribbon and a new transportation facility, connecting people to destinations while highlighting the diverse history, landscape, and culture of the region.

Project Goals

FOSTER COMMUNITY

A greenway that helps build community by creating a space for people to connect with each other.

BRING JOY

A greenway that promotes fun, comfort, and general well-being for all users.

PROMOTE SAFETY AND COMFORT

A greenway that feels safe and is separated from traffic, serving people of all ages and abilities.

ENSURE FEASIBILITY

A greenway that can be feasibly built and reliably maintained.

STRENGTHEN CONNECTIVITY

A greenway that serves as a recreational ribbon and connects people to destinations in West Maui.

The concept of the West Maui Greenway has been around for years, and several previous planning efforts have identified this path. More information about the greenway's history and context, and how the greenway's design considers climate resilience can be found in Chapter 1.

To determine the most feasible and desired greenway route, the project team divided the greenway into six segments, and within each segment, two to three route alternatives were established. Chapter 2 describes how the project team evaluated each of the alternatives based on the project goals, in-person site visit observations, and feedback from community members and stakeholders. The top scoring options in each segment were then combined to create one preferred alternative for the greenway.

Chapter 3 explains how community and stakeholder feedback played a central role in shaping the West Maui Greenway’s final design. From stakeholder and community meetings, to in-person site visits and virtual tools like an online survey and interactive web map, community members had different opportunities to let their voices be heard. Throughout the outreach process, community members expressed support for:

\ Separation from car traffic

\ A longer route with many opportunities for stops and amenities like shade, hydration stations, and seating

\ Connections to destinations like work and school

Community members also shared their concerns about the greenway, which included:

\ Maintenance of the greenway

\ Potential conflicts with e-bikes or golf carts

\ Commercialization of the greenway

Ultimately, this community feedback was used to refine the options within each greenway segment, and to ensure the Plan’s goals and vision met the needs and desires of residents.

The project team also reviewed the environment of the greenway, and the preferred alternative has been designed to co-exist with West Maui’s abundant natural resources, while considering elements that can help reduce flooding, erosion, and the spread of wildfire. As detailed in Chapter 4, the greenway is composed of various typologies and segments with differing constraints and opportunities. The greenway width will vary depending on the segment, and in areas where user demand is higher, will include separated walking and biking areas. Green infrastructure will be used throughout the greenway to provide shade, absorb heat, and improve user comfort by producing flowers and fruit. Planters and bioswales can be used to clean stormwater, and native plants will be considered along the length of the greenway. The greenway will also have different amenities in different sections, which may include shade, lighting, seating, public art, and interpretive signage. Wayfinding signage will also be used so greenway users can navigate to their destinations.

Following the best practices outlined in Chapter 5, Maui Metropolitan Planning Organization (MPO) has several options for managing and maintaining the greenway. There are a number of government organizations and nonprofits that can potentially participate in the management of the greenway, or Maui MPO and the County may choose to create a new collaborative entity like a commission. Future decisions will also need to be made that consider permitting e-bike or golf carts on the trail, trail hours, and how to prevent the trail from becoming too commercialized with tourism.

As described in Chapter 6, the team prioritized each of the six segments of the greenway, to determine in which order the greenway should be implemented. Potential funding sources are listed that Maui MPO can use to fund the greenway, and the next steps section provides a timeline for the greenway’s implementation.

Kalo taro esculenta

Source: Forest and Kim Starr

What is the West Maui Greenway?

The West Maui Greenway is a proposed 25-mile, multi-use trail that will one day connect Ukumehame to Līpoa Point.

When complete, the greenway will provide safe and welcoming recreation and transportation opportunities for the community, separated from traffic along the Honoapi‘ilani Highway. It will connect communities and destinations in West Maui, while becoming an attraction in and of itself.

The West Maui Greenway will be open and accessible to people of all ages and abilities who walk, bike, or use assisted mobility devices. The future greenway operator will determine whether the greenway should be open to additional user types such as e-bikes, micromobility devices, and neighborhood electric vehicles (NEVs).

How is this Plan organized?

The West Maui Greenway Plan sets the stage for future greenway development. The Plan begins by documenting the West Maui Greenway project’s vision and goals, describing the history of the effort, and outlining related plans and projects and existing corridor conditions. Chapter 2 of the Plan outlines the alternatives considered and evaluated, as well as the preferred alternative identified through an alternatives evaluation process.

Community and stakeholder engagement took place throughout the development of this Plan. Chapter 3 describes the types of activities held and feedback received during each of the four rounds of community engagement in 2021 and 2022. Chapter 4 introduces proposed trail types and design features for the greenway, and Chapters 5 and 6 highlight management and implementation strategies as well as next steps for the greenway.

Project Vision

To create a safe, comfortable, and joyful greenway path through West Maui that serves as both a recreational ribbon and a new transportation facility, connecting people to destinations while highlighting the diverse history, landscape, and culture of the region.

West Maui Greenway Project Goals

FOSTER COMMUNITY

A greenway that helps build community by creating a space for people to connect with each other.

BRING JOY

A greenway that promotes fun, comfort, and general well-being for all users.

STRENGTHEN CONNECTIVITY

A greenway that serves as a recreational ribbon and connects people to destinations in West Maui.

PROMOTE SAFETY AND COMFORT

A greenway that feels safe and is separated from traffic, serving people of all ages and abilities.

ENSURE FEASIBILITY

A greenway that can be feasibly built and reliably maintained.

West Maui Greenway History

The West Maui Greenway corridor covers most of West Maui and travels through more than a dozen individual ahupua‘a. Ahupua‘a are ancient land divisions that extend from the uplands to the sea. In the West Maui Greenway corridor, these include Launiupoko, Olowalu, Ukumehame, Honokōhau, Honolua, Honokahua, Honokeana, and Honokōwai.

The concept behind the West Maui Greenway has been around long before this plan. A bicycle and pedestrian path along West Maui was identified in several previous planning efforts, including the Bike Plan Hawai‘i Master Plan (2003), Pali to Puamana Parkway Master Plan (2005), Hele Mai Maui: Long-Range Transportation Plan 2040 (2019), and the West Maui Community Plan (2021). Maui County Council approved the updated West Maui Community Plan in December 2021, which includes a policy that requires developers to implement the West Maui Greenway if the planned alignment crosses their property. This is an important policy that will affect greenway implementation through planned developments along the corridor.

In 2017, a group of advocates formed the West Maui Greenway Alliance to advocate for and facilitate preliminary planning for the greenway corridor. In 2016, the Maui Bicycling League, County of Maui, and State Na Ala Hele Program, in partnership with the National Park Service’s Rivers, Trails, and Conservation Assistance Program, held a design workshop to develop initial design concepts for the West Maui Greenway. The County planned to construct a segment of the corridor along the Sugar Cane Train tracks as phase 1 of the project; however, due to right-of-way (ROW) constraints, this segment was never completed.

B1.1What is Bike Plan Hawaii? ike Plan Hawaii is tool to integrate bicycling into the state’s transportation system.The plan outlines how the state intends to accommodate and promote

Related Plans and Projects

There are several projects along the West Maui Greenway corridor that are currently in development. Two of the most relevant projects are the West Maui Community Corridor Plan and the Honoapi‘ilani Highway Realignment Project (Figure 2). In addition, Maui MPO completed the Maui Vision Zero Action Plan in 2021, which aims to eliminate fatalities and serious injuries caused by traffic crashes on Maui by 2040.

WEST MAUI COMMUNITY CORRIDOR PLAN

The Maui County Planning Department is leading the West Maui Community Corridor Plan to develop multimodal improvements to a 3.6-mile stretch of Honoapi‘ilani Highway from Lāhainā to Kā‘anapali. The Plan will include a public process to identify potential sites for a West Maui bus transit hub near jobs, services, and affordable housing; improve pedestrian and bicyclist safety; and make connections to the planned West Maui Greenway.

HONOAPI ‘ ILANI HIGHWAY REALIGNMENT

Figure 2 / Related Plans and Projects

The Hawai‘i Department of Transportation has begun work on an Environmental Impact Statement to plan for a potential highway alignment that would realign an approximately 4.5-mile stretch of the existing Honoapi‘ilani Highway from Ukumehame to the southern terminus of the Lāhainā Bypass. The realignment is planned to address vulnerability to sea level rise and coastal erosion. To date, $45 million in federal grants have been secured to help offset the total estimated cost of $90 million.

A second highway realignment project between mile markers 12.97 and 14.49 serves as a temporary mitigation action to keep the highway protected while the larger realignment project is underway. This project realigns the existing highway 12 feet mauka, or toward the mountain, within the highway ROW in this small stretch near Olowalu.

Corridor Context

The West Maui Greenway corridor varies significantly throughout its 25 miles. In some sections, the corridor travels primarily along existing roadways or abandoned cane haul roads. In others, it follows the former Sugar Cane Train – an abandoned rail corridor that once hauled sugar cane from the plantation fields in Kā‘anapali to Pioneer Mill in Lāhainā. Some sections of the corridor travel through a more rural, mauka alignment, while others hug the coastline through areas at risk for future sea level rise.

 Cane Haul Road, Napili-Honokōwai

 Mill Street segment near the Lāhainā Recreation Center

 Olowalu along Honoapi‘ilani Highway

 Cane Haul approaching Lāhainā Town Lāhainā Civic Center crossing Malo Street/Kaniau

Vision Zero

One of the Hele Mai Maui Long-Range Transportation Plan 2040's key goals is to “Improve Safety and Promote Health” by:

\ Eliminating traffic-related fatalities and reducing serious injuries from traffic collisions

\ Increasing the number of safe facilities for people walking and biking

\ Increasing physical activity by making walking and biking preferred modes of travel

In 2019, Maui Mayor Michael Victorino launched the Vision Zero Maui Initiative to eliminate fatalities and serious injuries caused by traffic crashes on Maui by 2040. The West Maui Greenway will be designed to provide a safe biking and walking corridor that is separated from vehicular traffic, and will help to achieve the Hele Mai Maui Transportation Plan 2040’s safety goal. As part of an initial existing conditions assessment, the West Maui Greenway project mapped West Maui bicycle and pedestrian collision data from 2010-2018. The data was made available by the Maui Police Department.

The underlying heat map shows the relative density of all collisions involving people walking or biking. Locations where crashes involved fatalities and incapacitating injuries are also identified.

The highest density of collisions in West Maui is in Lāhainā Town, which has the highest population density. For a complete overview of collision history, see the Maui Vision Zero Action Plan.

Sensitive Areas

While the West Maui Greenway will be used by both local community members and visitors alike, it will be designed to focus on the needs of the local community. The greenway corridor passes near numerous environmentally and culturally sensitive areas, and must be designed to balance the needs of greenway users and surrounding communities. The greenway route will avoid culturally sensitive areas along the corridor to ensure greenway users do not overwhelm these important historic resources. Similarly, the greenway will be designed to co-exist with West Maui’s abundant natural resources by using a low-impact approach that encourages the use of native plant species and natural materials. For more information on potential design features and green infrastructure strategies, see Chapter 4.

Climate Resilience

Certain sections of the greenway travel through areas that may be subject to wildfires, flooding, and sea level rise, which will continue to increase in the coming decades as climate change accelerates. The West Maui Greenway will feature strategies to mitigate the impacts of climate change, including incorporating green infrastructure and native plants in these areas to reduce flooding and erosion.

SEA LEVEL RISE

Several sections of the West Maui Greenway corridor are within the sea level rise (SLR) exposure area (SLR-XA based on the SLR-XA 3.2ft scenario) (Figure 4). Like wildfires, sea level rise can damage or cut off roads, paths, or trails within exposure areas. The West Maui Greenway will follow Hawai‘i Sea Level Rise Planning Guidance when addressing these areas. For example, the West Maui Greenway includes an alternative along the existing Honoapi‘ilani Highway between Olowalu and Ukumehame, which may transition into the greenway once the highway is realigned. This greenway segment can feature strategies such as managed retreat and ecosystem-based adaptation measures to mitigate coastal erosion and reduce flooding impacts.

HONOAPIILANI HIGHWAY

Managed Retreat

Managed retreat is one strategy for addressing erosion and flooding impacts to coastal infrastructure. For the southern section of the greenway proposed along Honoapi‘ilani Highway, managed retreat for the greenway may take several stages.

1 P athway Adjacent (Mauka) Along Existing Coastal Highway

In the near term, the greenway can be designed along the mauka section of the existing highway (Figure 5).

2 P athway Adjacent (Mauka) Along Existing Coastal Highway, Expanded

After the construction of the bypass, the greenway can continue to remain along the original coastal highway, with a greater buffer area once there are lower traffic volumes along the original highway (Figure 6). The bypass should include an adjacent pathway, so that there are two parallel greenway routes along the old highway and new bypass.

Greenway and trail highway adjacent Greenway corridor

Bypass

Greenway expanded

Figure 5 / Pathway Adjacent (Mauka) Along Existing Coastal Highway

Figure 6 / Pathway Adjacent (Mauka) Along Existing Coastal Highway, Expanded

3 P athway Adjacent (Mauka) Along Existing Coastal Highway, No Vehicle Activity

As erosion takes over the coastal edge, all vehicular activity will be moved to the bypass. However, the greenway can continue to exist along the original highway corridor (Figure 7).

4 P athway Adjacent (Mauka) Along Bypass

Once Sea Level Rise impacts are widespread, the old greenway alignment will no longer be feasible. At this point, the greenway will exist along the bypass only (Figure 8).

Greenway corridor

Degraded coastal edge Bypass

Trail relocated to bypass Ocean encroaching

Figure 7 / Pathway Adjacent (Mauka) Along Existing Coastal Highway, No Vehicle Activity

Figure 8 / Pathway Adjacent (Mauka) Along Bypass

WILDFIRE

West Maui has experienced several wildfires in recent years. Wildfires can damage roads, paths, and trails in impacted areas, and limit access to roadways in the vicinity of the fires. Planting native shrubs and plants can create a more fireresilient greenway that requires less maintenance. The greenway can also potentially serve as an alternate route for emergency vehicles during wildfires when the adjacent highway is clogged by evacuations.

BENEFITS

Our planet is getting hotter, resulting in more frequent and more destructive floods, extreme heat and wildfires, severe storms, and sealevel rise. People living and working in Maui are vulnerable to these climate events, however the greenway represents an opportunity to design transportation infrastructure that addresses these issues and can help position Maui to be more resilient and future-ready.

Maui could see up to 3.2 feet of sea level rise by 2100 which can disrupt transportation systems and weaken roadway materials.1 Using a managed retreat strategy is just one example of addressing future erosion due to sea level rise. Another effective method of addressing heat and flooding events is to increase the number of trees and plants in a community. Planting trees along the greenway can cool surface temperatures by as much as 45 degrees Fahrenheit, along with improving air quality, absorbing stormwater runoff, and producing fruit for users on the greenway. Decreased precipitation associated with climate change can lead to droughts and wildfires, which can cause roadway closures, damaged infrastructure, and post-wildfire flooding. Native trees and plants can help mitigate these wildfire impacts, while providing alternate emergency transportation options.

In addition to these strategies that can help prepare Maui for climate change events, construction of the greenway2 can help reduce the number of vehicles on the road, which contribute to air pollution, noise pollution and greenhouse gas emissions- the average passenger car releases 0.89 pounds of carbon dioxide per mile driven.3 Substituting car trips with walking and bicycle trips on the greenway can help reduce these vehicle emissions.

1 Guidance for Addressing Sea Level Rise in Community Planning in Hawai'i, 2020.

2 https://www.epa.gov/heat-islands/using-trees-andvegetation-reduce-heat-islands

3 US EPA (2018) Greenhouse Gas Emissions from a Typical Passenger Vehicle.

Alternatives

Ulu breadfruit Artocarpus altilis

Source: Forest and Kim Starr

How did we develop alternatives?

DISCOVER

\ Identified a range of potential route options based on existing conditions

\ Identified property owners along each route

INVESTIGATE

\ Investigated routes during in-person site visits

\ Vetted routes with key stakeholders

REFINE

\ Refined the routes based on site visits and stakeholder feedback

\ Vetted refined routes with key stakeholders

A range of potential route options were developed for the West Maui Greenway corridor, which were investigated during in-person site visits and vetted with key stakeholders. These alternatives were then refined based on field observations and stakeholder feedback.

The West Maui Greenway corridor is divided into six segments based on existing conditions (Figure 9). These segments include:

1. Līpoa Point to Maui Preparatory Academy

2. Maui Preparatory Academy to Lāhainā Civic Center

3. Lāhainā Civic Center to Keawe Street

4. Keawe Street to Lāhainā Recreation Center

5. Lāhainā Recreation Center to Olowalu

6. Olowalu to Lāhainā Pali Trailhead

These segments allow for several route options to be compared within each segment, with the goal of combining top scoring options in each segment into one preferred greenway alternative. Each segment includes two to three route options (A, B, and/or C), some with additional design options.

Evaluation Criteria

The project team developed evaluation criteria to help measure how each alternative performs comparatively within each segment. The evaluation criteria are based on the five project goals. These project goals were translated into measurable criteria and as shown in Table 1 to the right, each criteria has a description of how the criteria was calculated and a note of whether the analysis was qualitative or quantitative.

The project goals on which the criteria were based are:

\ Foster Community: A greenway that helps build community by creating a space for people to connect with each other

\ Bri ng Joy: A greenway that promotes fun, comfort, and general well-being for all users

\ Strengthen Connectivity: A greenway that serves as a recreational ribbon and connects people to destinations in West Maui

\ Promote Safety and Comfort: A greenway that feels safe and is separated from traffic, serving people of all ages and abilities

\ Ensure Feasibility: A greenway that can be feasibly built and reliably maintained

Table 1 / Evaluation Criteria

Goal Criteria

Foster Community Community-Identified Destinations

Description Type

Number of connections to communityidentified destinations

Quantitative

Equity Transportation Equity Index score (based on Hele Mai Maui) Quantitative

Opportunities for Amenities Available ROW width along the path and at access points Qualitative

Bring Joy Open Space and Recreation

Views and Vistas

Opportunities for Native Landscape, Community Agriculture, and Green Infrastructure

Activity Centers

Strengthen Connectivity

Compatibility with Planned Projects

Number of existing and planned parks within 0.5 miles of the alternative

Qualitative score based on quality of viewpoints determined during field visits

Qualitative score based on space available and proximity to power source

Qualitative

Qualitative

Qualitative

Qualitative score based on number and types of activity centers along the route

Degree of compatibility with planned projects (e.g., highway realignment, transitoriented development study, West Maui Community Plan)

Mode Shift Potential Population along the route (based on census data) within 0.5 miles of the segment

Bus Access

Perceived Safety

Promote Safety and Comfort

Ensure Feasibility

Qualitative

Qualitative

Quantitative

Number of bus stops along the route (within 0.125 miles) Quantitative

Qualitative score based on number of access opportunities (e.g., visibility and perceived safety) along the route

Level of Effort Average grade of trail alignment

Exposure to Vehicles

Intersections

Sea Level Rise (SLR) Impacts

Environmental Review and Permitting

ROW Availability

Qualitative

Quantitative

Qualitative score based on level of traffic stress Qualitative

Number of minor and major street crossings/vehicular interactions along the route Quantitative

Length of alignment within SLR exposure area (3.2 feet)

Degree of environmental review and permitting requirements

Qualitative score based on willingness of landowner to support greenway

Quantitative

Qualitative

Qualitative

Alternatives Evaluation

Segment 1

OVERVIEW

Segment 1 features two alternatives (A and B), as shown in Figure 9. Both alternatives begin at Līpoa Point and utilize Honoapi‘ilani Highway to Lower Honoapi‘ilani Road, where Alternative B continues mauka along the highway and Alternative A turns makai, or toward the sea, along the lower road. In general, Alternative A is more constrained, while Alternative B has more available ROW that could be used to create a wider, dedicated facility.

RESULTS

Table 2 and Figure 10 illustrate the results for Segment 1. Overall, Alternative B (Honoapi‘ilani Highway) scored higher than Alternative A, with higher scores for the Foster Community and Ensure Feasibility goals. Alternative B has fewer ROW constraints with more opportunities for amenities such as seating and shade. It also crosses fewer intersections and has fewer anticipated environmental permitting needs. Alternative A is located within the Kapalua Project District and therefore has additional permitting actions that may be needed.

Lower

Segment 2

OVERVIEW

Segment 2 features three alternatives (A, B, and C), as shown in Figure 12. Alternative A travels along Napilihau Street and continues along Lower Honoapi‘ilani Road to the Sugar Cane Train alignment where it connects to the Lāhainā Civic Center. While this alternative provides strong access to destinations, it has significant ROW constraints along the lower road. Alternative B utilizes the cane haul roads and Sugar Cane Train alignment. Alternative C begins parallel to Alternative B, but then uses Pu‘ukoli‘i Road to transition to a mauka alignment to the Lāhainā Civic Center.

RESULTS

Alternative B (cane haul roads/Sugar Cane Train alignment) scores highest overall for Segment 2. This alternative provides strong connections to community-identified destinations and parks and open space along the route, and provides a safe route that is generally separated from vehicles. Results are shown in Table 3 and Figure 13.

Greenway Alignments A B C of Segment

As shown in the figure to the right, each segment map includes several alternatives, and may include design options.

An alternative is a full alignment from start to finish, while a design option is a variation of a proposed alternative.

Lower

Segment 3

OVERVIEW

Segment 3 features two alternatives, as shown in Figure 13. Alternative A follows the Sugar Cane Train alignment behind the Lāhainā Gateway to connect to Keawe Street. Alternative B travels mauka along Hawai‘i Housing Finance & Development Corporation (HHFDC) lands to connect to Keawe Street. There is a potential design option here to connect through HHFDC lands to avoid potential ROW constraints behind the Lāhainā Gateway.

Segment 3 also features several additional design options. These include the existing pathway along Wahikuli Wayside Park, as well as a connection along the cane haul road connecting more directly to the east of the Wahikuli neighborhood. A third design option would use Leiali’i Parkway instead of the more mauka Alternative B.

Initially, Segment 3 featured a third alternative along Ainakea Road. However, due to community opposition, this alternative was removed from consideration and was not included in the evaluation.

RESULTS

Overall, Alternative B (mauka alignment) scored better in Segment 3 because of its high scores in the Foster Community, Promote Safety and Comfort, and Ensure Feasibility goals. Alternative B is less constrained than Alternative A, with more opportunities for potential amenities. It also has fewer anticipated environmental permitting needs than Alternative A and is not impacted by future sea level rise. Results are shown in Table 4 and Figure 15.

Greenway Alignments A B End of Segment Option

Lower

Segment 4

OVERVIEW

Segment 4 features three alternatives, as shown in Figure 16. Alternative A travels around the Pioneer Mill area, either along Honoapi‘ilani Highway or Kāhua Street, and then along Mill Street to connect to the Lāhainā Recreation Center. Alternative B follows the Lāhainā Bypass Highway to Lahainaluna Road where it connects to a mauka alignment through land owned by Kamehameha Schools. There is a potential design option to consider along the future Lāhainā Watershed Flood Control Channel here instead. Alternative C stays on the Lāhainā Bypass Highway for the entirety of the segment. There is an additional mauka design option that would continue up Lahainaluna Road past Lāhainā Intermediate School and Lahainaluna High School before turning south through land owned by Kamehameha Schools.

Initially, Alternative B traveled east along the Kahoma Flood Control Channel before connecting south along Kalena Street. However, due to community and stakeholder concerns, this alternative was removed from consideration and was not included in the evaluation.

RESULTS

Alternative A (Pioneer Mill) scored best in Segment 4 overall. This alternative provides opportunities for trail amenities and landscaping, while providing strong connections to activity centers in Lāhainā. The alternative also has a lower level of effort than the alternatives that use the bypass because of its lower grades, which makes it more comfortable for bicyclists of all ages and abilities. Results are shown in Table 5 and Figure 17.

Greenway A of

Lower

Greenway Alignments

Preferred of Segment

Segment 5

OVERVIEW

Segment 5 features three alternatives, as shown in Figure 18. Alternative A follows Mill Street where it connects to the Honoapi‘ilani Highway, which will be realigned in the future. Alternative B follows the Lāhainā Bypass Highway to transition to the cane haul roads. Alternative C utilizes an existing path mauka of the highway before connecting to the highway. The determination of a preferred alignment in this segment will depend on the Honoapi‘ilani Highway Realignment Project, which will be constructed in the area south of the southern terminus of the bypass.

RESULTS

Alternative A (Mill Street/Honoapi‘ilani Highway) scored best in Segment 5 overall, largely due to its high scores for the Foster Community, Bring Joy, and Strengthen Connectivity goals. Although this alternative is significantly impacted by future sea level rise, it provides strong connections to community-identified destinations, parks and open space, and activity centers between Lāhainā and Olowalu. The preferred alignment in this segment will be determined based on the timing of the planned highway realignment project. Results are shown in Table 6 and Figure 19.

Greenway Alignments A B C of Segment

Lower

Greenway Alignments

Preferred of Segment

Segment 6

OVERVIEW

Segment 6 features two alternatives, as shown in Figure 20. Alternative A utilizes the Honoapi‘ilani Highway (which will be realigned in the future). Alternative B uses the cane haul roads parallel to the highway.

RESULTS

Alternative A (Honoapi‘ilani Highway) scored best in Segment 6. This alternative provides the best access to existing parks and activity centers along the route and provides great views of the ocean. While this alternative would be significantly impacted by future sea level rise, it is fully within the public ROW and could be efficiently implemented once the highway is realigned. Results are shown in Table 7 and Figure 21.

Goal

Community-Identified

Opportunities

Opportunities Landscape, Agriculture,

Strengthen

Mode

Lower Performing Lower

Preferred Alternative

The top scoring result in each segment was combined to create one preferred alternative for the corridor. Priority segments for implementation based on a secondary set of evaluation criteria are outlined in Chapter 6.

Community Engagement

Pohuehue, beach morning glory pes-caprae subsp. brasiliensis

Source: Forest and Kim Starr

Community and stakeholder engagement took place throughout the course of the project. Engagement generally took place during four different rounds associated with specific project milestones. Each round of engagement included virtual one-onone meetings with key stakeholders and one virtual community meeting conducted via Zoom. In Rounds 2 and 4, some meetings were conducted in-person at different sites along the corridor. Detailed survey results and engagement materials are included in the Appendix.

Vision, Goals, Opportunities, and Constraints

AT A GLANCE meetings meeting

WHAT WE HEARD

The first round of engagement focused on project vision, goals, opportunities, and constraints. Community members were invited to answer a series of questions (either via an online survey or a Zoom poll at the community meeting) related to how they would use the future West Maui Greenway. Of the survey participants, 73% answered that they would primarily use the greenway to have a safe place to walk or bike that is separated from cars, and 55% answered that they would use it to exercise for health or for fun (Figure 22).

To have a safe place to walk or ride my bike that is separated from cars

To exercise for health or for fun

To get outside and enjoy the outdoors with family and friends

To get to school, work, or other destinations or connect to the bus You Use the Greenway? Survey Responses

Community members were also asked to share their vision for the West Maui Greenway: A) a path for leisure or recreation; B) a path that gets you from A to B quickly; C) a path that is fun and playful; or D) a path that lets you experience the landscape (Figure 23). Nearly half of respondents (49%) chose D) a path that lets you experience the landscape, followed by (39%) A) a path for leisure and recreation.

chose a path that lets you experience the landscape. The second most popular choice was a path for leisure or recreation.

Figure 23 / Vision for the West Maui Greenway Survey Responses

Survey respondents were also asked to provide feedback on their preferred greenway type:

\ A greenway that is most direct and provides the quickest time between destinations

\ A greenway that is longer, with more opportunities for stops and connections along the route as well as amenities like shade and seating

Of survey respondents, 92% noted that they would prefer a route that is longer, with more opportunities for stops and amenities along the route (Figure 24).

Figure 24 / Overall, Which Type of Greenway Do You Prefer? Survey Responses

A greenway that is most direct and provides the quickest travel time between destinations

A greenway that is longer, with more opportunities for stops and connections along the route as well as amenities like shade and seating

of survey respondents would prefer a route that is longer, with more opportunities for stops and amenities along the route.

However, 70% of survey participants would prefer an on-street route, with more opportunities for connections to destinations, through Lāhainā Town.

In addition to the survey and community meeting, community members were also asked to share comments about their existing travel patterns, destinations they like to visit, and barriers to biking and walking along the West Maui Greenway corridor through an online interactive web map (Figure 25).

70%

of survey participants would prefer an onstreet route, with more opportunities for connections to destinations, through Lāhainā Town.

Figure 25 / Interactive Web Map Comments

Community members were also asked to share general comments through the project website and during community meetings. Here are some of the key themes that emerged: vehicular traffic and from greenway conflicts to work, school, and other key

HOW THE FEEDBACK WAS USED

Community feedback during Round 1 was used to inform the project vision and goals, the development and evaluation of greenway alternatives, and strategies for operations and maintenance. For example, community-identified destinations from the web map were used as a criterion in the alternative evaluation process, while commercialization became an important factor in developing a strategy for future operations and maintenance of the greenway.

This is something Maui needs. The path is not about development, gentrification, or tourism. It's a multi-use path for us to safely get up and down the coast – Community Member 

Round 2

Potential Route Alternatives

March 2022

WHAT WE HEARD

The second round of engagement focused on potential greenway alternatives. During individual in-person stakeholder meetings and the virtual community meeting, the West Maui Greenway team shared potential alternatives in six separate corridor segments:

\ Līpoa Point to Maui Preparatory Academy

\ Maui Preparatory Academy to Lāhainā Civic Center

\ Lāhainā Civic Center to Keawe Street

\ Keawe Street to Lāhainā Recreation Center

\ Lāhainā Recreation Center to Olowalu

\ Olowalu to Lāhainā Pali Trailhead

Figure 26 / Community Meeting Presentation

AT A GLANCE 8 stakeholder meetings 1 community meeting

\ 32 meeting participants 3 day site visit

Foster Community Bring Joy Safety Comfort Feasibility

Figure 27 / Which Project Goals Are Most Important? Zoom Poll Results 100

Community members were also asked to choose their top two project goals (Figure 32). Overall, Safety was chosen as the most important project goal, followed by Joy and Feasibility.

HOW THE FEEDBACK WAS USED

Community feedback during this round was focused on potential greenway alternatives. The feedback received was used to refine the draft alternatives. For example, Segment 3 of the corridor initially included an alternative along Ainakea Road. However, multiple Wahikuli neighborhood residents expressed their opposition to this alignment. As a result, the project team

removed this alternative and did not include it in the alternative evaluation model. Similarly, in Segment 4, the project team removed an alternative along the Kahoma Stream and Kalena Street in response to community opposition. This early draft alternative was similarly not included in the evaluation model.

I am in full support of a safe biking, walking, jogging route through west Maui but I am NOT in support of it coming through the already congested Wahikuli neighborhoods.

– Community Member

Round 3

Preferred Route Alternative and Design Elements

June 2022

WHAT WE HEARD

In the third round of community engagement, the West Maui Greenway project team shared the results of the alternatives evaluation and asked for feedback on potential design elements and features. Overall, the majority of community meeting participants (60%) commented that they “strongly agree” with the preferred alignment (Figure 28), followed by 36% who commented they “somewhat agree." One person commented that they “somewhat disagree” with the preferred alignment.

AT A GLANCE stakeholder meetings

Strongly agree

Somewhat agree

No opinion

Somewhat disagree

Strongly disagree

1 community meeting\ 32 meeting participants

Figure 28 / Do You Agree With the Preferred Alignment? Zoom Poll Results

Community members were also asked to provide feedback on potential design elements for the greenway. First, community meeting participants were asked to rank their preferred path elements, including shade, seating, lighting, bike parking, bike fix-it station, and a hydration station. Overall, shade was ranked as the most important, followed by hydration station, seating, lighting, bike parking, and bike fix it station.

Community members were also asked to rank a series of seating type and lighting type photos to identify a preferred look and feel for the greenway. Overall, community meeting participants expressed a preference for more natural materials, such as stone or rock, to better integrate with the West Maui landscape. Some participants also noted that their preferred seating and lighting types would vary depending on whether the greenway alignment was mauka or makai. Poll results are shown in Figure 29, Figure 30, and Figure 31.

Figure Type of Path Element

HOW THE FEEDBACK WAS USED

The feedback received during the third round of community engagement was used to confirm support for the preferred alignment and move forward to prioritization and draft plan development. Feedback on design features and elements will help inform future greenway design.

Figure 31 / Please Rank Your Preferred Lighting Type. Community Meeting Results

Round 4

Route Prioritization and Draft Plan

August 2022

WHAT WE HEARD

In the fourth round of community engagement, the West Maui Greenway project team shared the draft plan with community members during inperson community events. Community members provided feedback about design elements they would like to see, and how they envision the construction of the greenway. The project team also conducted in-person interviews with key stakeholders.

The project team set up informational boards, distributed flyers, and asked for community feedback at three community locations including: The Napili Farmer’s Market Lāhainā Cannery Mall

\ The Lāhainā Jodo Mission Farmer’s Market

At each of these locations the project team updated community members about the progress of the draft plan, and what can be expected after its completion, including the application for funding sources, further design, and construction of the greenway. This round of engagement also introduced the route prioritization process to community members, and the project team explained that the highest priority segment is the segment that is most likely to be implemented first. Community members were invited to ask questions and provide comments on what they’d like to see in future phases of the greenway’s development, and could write these questions on a sticky note and place them on a comment board.

AT A GLANCE

3in-person outreach events

3 stakeholder meetingsAdditionally, community members were asked about their amenity preferences on the greenway. Similarly to round three of engagement, community members were asked to rank their preferred path elements, including shade, seating, lighting, bike parking, bike fix-it station and a hydration station. While these were the same options as in round three, community members could now respond with the draft plan available for them to reference. Shade remained the most popularly chosen amenity, but community members chose lighting and hydration stations as the second and third highest priority, followed by seating, bike fix-it stations and bike parking.

HOW THE FEEDBACK WAS USED

The fourth round of community engagement was used to engage as many community members as possible, including those who were unable to attend previous virtual meetings, and to build support for future phases of the greenway. The feedback received during this round was used to finalize the draft plan.

Participants voted by dropping balls into the jars of their top three preferred amenities.

Stakeholder Interviews

There were a number of stakeholders involved in the greenway plan’s execution, many of whom have been advocates of the greenway for years. The project team held in-person interviews with these advocates in order to understand what the greenway’s construction could mean for the community.

UA BRADSHAW

Ua was raised in West Maui and has grown up using the existing greenway alignment for walking, biking, and skateboarding. He has been an advocate for improving the greenway to make it easier for bikers and walkers to use, and to reduce the number of vehicles on the road.

How do you envision yourself and others using the greenway?

“I think people will very much appreciate just being able to see West Maui from the greenway. I feel like that kind of space will give people hope. Sometimes life gets constrained and you can feel stuck or stressed out, but the greenway could help you relax. People from West Maui who remember the old days will really appreciate having this space for serenity, and it will be good for kids to escape from the hustle and bustle. It’s really going to change people’s quality of life when they can get out, get fresh air, and can be healthy.”

What does the greenway mean to you?

“It would be a dream come true to see people gathering and using the greenway. The Hawaiian vision of pono is perfect for the greenway. Pono means physical, mental, and spiritual balance. When you have a beautiful space you can feel your spiritual self healing.”

What would you say to those concerned about over-tourism on the greenway?

“Yes tourists can benefit, but more importantly the residents will benefit. The greenway will get tourists off neighborhood streets, and will disperse people walking and biking on other paths in West Maui. Tourists may benefit from the greenway for a week, but we get to use it everyday. Residents can gain the most from the greenway as long as they take advantage of it.”

SAMAN DIAS

Chairperson of the Maui Bicycling League and of the West Maui Greenway Alliance, Saman has worked to engage the community and build support for the greenway.

Who is the greenway for?

“I envision everyone using the greenway. The greenway is for people working in Lāhainā who want to commute, folks who want to exercise, families, tourists, and people who do not want to drive a car.”

How would you use the greenway?

“My goodness, I would use it right now! I would bike all the time, run errands, grocery shop, I would use my bike for everything. Safety is really important, and right now I feel afraid to do these things on my bike.”

What have been the biggest challenges in getting the greenway built?

“Funding is a big challenge. Part of the reason we first started the Maui Bicycling League was to be able to build advocacy and figure out how to tap into funding opportunities. Before the completion of the Master Plan, I never thought I’d be able to walk on the greenway, but now I’m hopeful.”

Safety is really important, and right now I feel afraid to do these things on my bike. 

KAREN COMCOWICH

Karen is an advocate for safe bicycling and pedestrian infrastructure and served as a planner on the West Maui Community Plan Advisory Committee.

How do you envision yourself and others using the greenway?

“I think people will use the greenway to go to the beach, to work, and to visit friends and family. The greenway can also be used to teach children about riding a bike, and can reduce traffic congestion. Before the highway was built, it felt safer to walk and bike, but now everything in West Maui is built for cars. We need a separated area for biking and walking.

For my kids, it would mean independence. I would let my children go shopping by themselves or go to after school activities, all things we have to do now with a car.”

What are your priorities when considering the directness of the greenway?

“I would prefer a more circuitous greenway that takes a little longer to ride, rather than a greenway right along the highway that gets me to my destination more quickly. That way I could enjoy the view on my commute, or I could just take a nice walk to take in the scenery.”

Before the highway was built, it felt safer to walk and bike, but now everything in West Maui is built for cars. We need a separated area for biking and walking. 

Design Guidance

Wiliwili Erythrina sandwicensis

Source: Forest Kim Starr

Greenway Typologies

The design of the greenway will change in response to physical constraints and opportunities along the corridor. This Plan considers six primary greenway typologies to describe different greenway configurations depending on context. The six typologies include Rail to Trail, Cane Haul Road, Mauka/Upland, Flood Control Channel Adjacent, In-Town, and Highway Adjacent.

Rail to Trail

Approximately 16% (4.3 miles) of the West Maui Greenway is proposed to use the Rail to Trail typology. This typology would be used along the existing Sugar Cane Train tracks.

Cane Haul Road

Approximately 22% (6 miles) of the West Maui Greenway is proposed to use the Cane Haul Road or Mauka/Upland typology (shown on the next page). These typologies would primarily be used north of Lāhainā along existing cane haul roads adjacent to the highway or further upland.

Mauka/Upland

Flood Control Channel Adjacent

Approximately 2% (0.7 miles) of the West Maui Greenway is proposed to use the Flood Control Channel Adjacent typology. This short section is adjacent to Mill Street south of the Lāhainā Recreation Center.

In-Town

Approximately 11% (3 miles) of the West Maui Greenway is proposed to use the In-Town typology. This includes a short stretch near Kā‘anapali Beach as well as a section through Lāhainā.

Highway Adjacent

Approximately 45% (12.3 miles) of the West Maui Greenway is proposed to use the Highway Adjacent typology. This is primarily in the northern section of the corridor between Līpoa Point and the Maui Preparatory Academy, as well as in the southern section of the corridor south of Lāhainā.

Path Fundamentals

Path Width

The width of the path will vary depending on available space, user demand, separation of modes, and other factors. In most areas, the West Maui Greenway will be a 12-foot shared-use path with adjacent 2-foot buffers (Figure 32). In these areas, all user types will share the same space. This configuration is best suited for areas with less available space or lower expected user demand. In areas where there is sufficient space

to accommodate the separation of fast and slow users, the width of the path may vary. For example, there could be a 4-to 8-foot walking and jogging path separated by a buffer from a 8- to 14-foot path for bicycles and other wheeled devices (Figure 34). This configuration is best suited for areas where there is significant expected user demand to limit conflicts between different user types.

Figure 33 / 12-Foot Shared-Use Path With Adjacent 2-Foot Buffers

Surface Treatments

Path surface treatments may vary in texture and/ or tone depending on the location of the path, delineation of pedestrian and bicycle zones, tactile indications for mixing zones and other path transitions, and edge conditions. In many cases, standard Manual on Uniform Traffic Control Devices (MUTCD)-compliant street striping and pavement markings for roadways can be applied to the greenway to indicate shoulders and centerlines, delineate zones for different

users, and indicate other traffic controls such as yield or stop lines. Path surfaces must meet or exceed Americans with Disabilities Act (ADA) requirements for firmness, stability, and slip resistance. Typical surface treatments include concrete, asphalt, cool paving, or decomposed granite. (Note: Decomposed granite may not be available in Hawai‘i.)

Striping

Native Planting

Figure 34 / Shared-Use Path With Separation of Fast and Slow Users

Edge Conditions and Barriers

The West Maui Greenway will traverse through a range of sensitive areas, including private developments whose residents may desire physical separation between greenway users and their properties, and environmentally or culturally sensitive areas. Edge conditions may comprise a range of treatments used to transition from the greenway to space adjacent to the path, and can be used to enhance the safety and security of greenway users and surrounding communities.

Edge conditions include shoulder buffers, screening, barriers, railing, and other visual and tactile cues to indicate the path of travel. These treatments keep users from venturing off the path; protect users from hazards; delineate the path of travel where users are separated by direction, mode or speed; and enhance the comfort and attractiveness of the greenway.

Shoulders should be a minimum of 2 feet wide (3 feet preferred) and constructed of the same material as the path or another durable surface. Fences and railings can be used to provide separation between the path, adjacent waterways, or private property. In some areas, railings or security fences may be considered on both sides of the path. Plantings can also be used to promote a feeling of perceived safety along the greenway.

Path Elements Green Infrastructure

Green infrastructure and trees can be used throughout the greenway to provide shade, absorb heat and stormwater runoff, and improve user comfort. Certain plants, such as the ‘ulu tree, can provide edible landscaping, producing fruit that can be picked by community members using the greenway.

Types of green infrastructure should be selected and designed according to context (Figure 35 and Figure 36). For example, groundcover can be used to protect the soil and enhance the visual appeal of the greenway. Trees can provide

shade and produce fruit and flowers, creating a more comfortable environment for greenway users. Elements such as flow-through planters, bioswales, and rain gardens can infiltrate and clean stormwater runoff. For more information about green infrastructure options, see the Appendix

Figure 37 on page 87 illustrates plants native West Maui plants that could be considered along the greenway. These include trees, shrubs, and groundcover.

SHADE STRUCTURE

RAIN GARDENS

capture path runoff

SHARED-USE PATH

COOL PAVEMENT

PATH INFRASTRUCTURE AMENITIES

Figure 35 / Green Infrastructure With Shade and Cool Pavement

Figure 36 / Green Infrastructure With

Source: Forest and Kim Starr

Transitions

The West Maui Greenway corridor intersects numerous public roads. Transitions are areas where the greenway and street network will intersect. These can include roadway intersections and mid-block crossings. A range of design treatments can be applied in these areas to ensure safety for greenway users and roadway users alike, including high visibility crosswalks, HAWK (highintensity activated crosswalk) signals, and curb bulbouts, among other options.

HIGH VISIBILITY CROSSWALK

HAWK SIGNAL

CURB BULBOUTS

GREEN INFRASTRUCTURE

PATH AMENITIES

Figure 38 / Transitions With Pedestrian Amenities FEATURES

WAYFINDING

ADAPTIVE REUSE

SHARED-USE PATH STRUCTURE

Amenities

Path amenities refer to path features that go beyond the fundamentals. They may include amenities along the greenway itself, such as lighting and seating, or amenities at greenway access points. amenities may include, but are not limited to:

HYDRATION STATION BICYCLE PARKING

NATIVE PLANTING

PATH AMENITIES

The look and feel of different greenway amenities may vary depending on context. For example, during the third community meeting in June 2022, community members commented that their preferred seating types would vary depending on whether the greenway alignment was mauka or makai. Along mauka alignments, amenities that use natural features such as rock would best complement the dry and rough terrain. Along makai alignments, more modern elements could be appropriate.

In certain areas, there may be an opportunity to repurpose existing features to serve as new greenway amenities. For example, along the Sugar Cane Train tracks, the former train depot can be repurposed as a greenway access point, providing shade and opportunities for additional amenities such as seating, bicycle parking, and wayfinding. FEATURES INFRASTRUCTURETRANSITIONS

Wayfinding

A comprehensive wayfinding system helps greenway users orient themselves and navigate to their destinations, and increases comfort, legibility, and accessibility at various points along the path. Like a roadway wayfinding system, clear, consistent signage and pavement markings should comply with relevant local regulations and standards, but can also advance the project’s design aesthetic and help to establish and reinforce the West Maui Greenway character.

A family of signage types can be developed with each sign fulfilling a distinct purpose. These sign types include directional signage (decision, turn, confirmation, and waymarkers) along the path, as well as larger scale information kiosks, map

panels, and gateway signage to help path users identify destinations, orient themselves in relation to the street network, access points, local/regional destinations, and culturally significant areas (e.g., ahupua‘a). Advisory signage can also be used in case of natural disaster, (e.g., identifying evacuation routes in the event of a tsunami).

Figure 40 shows the range of wayfinding signs that could be included in the West Maui Greenway. All signage should use West Maui Greenway branding to ensure a consistent look and feel for the path (Figure 41).

Route

Figure 40 / Examples of Wayfinding Signage

LOGO USAGE

MINIMUM SIZE

MINIMUM SIZE

WEST MAUI GREENWAY › BRAND GUIDE

To ensure legibility, the logo should not be used at a size smaller than 0.75” wide.

A unit of space equivalent to the height of the mountain should be maintained so the logo has enough breathing room.

To ensure legibility, the logo should not be used at a size smaller than 0.5” wide.

A unit of space equivalent to the height of the mountain should be maintained so the logo has enough breathing room. Maui Greenway Brand Guide

WEST MAUI GREENWAY LOGO

WEST MAUI GREENWAY LOGO (WITHOUT NAME)

WHITE SPACE

WHITE SPACE

A Vision for the Greenway

Design visions provide insight to how the greenway path can look upon completion. The following visuals show how users can share the greenway space, and identify some of the path amenities that can make the greenway safe and comfortable.

RAIL TO TRAIL

These images show an example of how the greenway can be separated for those walking and rolling and can include lighting, shade, green infrastructure, and cool pavement.

 Sugar Cane Train car

MAUKA In a mauka alignment where destinations are further apart, space can be shared between all users, and can include areas with vertical and native planting. Approaching Lāhainā Recreation Center

HIGHWAY-ADJACENT

On path sections adjacent to the highway, the shared-use path can be buffered and filled with native plants and lighting, and can include wayfinding and fencing to make the path feel more comfortable.

 Cane haul road near Olawalu

Pa‘u o Hi‘iaka

Jacquemontia sandwicensis

Source: Forest and Kim Starr

Governance

Trail governance is a critical component of any trail system. Trail management structures serve a variety of purposes. They seek and manage funding for trail implementation and maintenance, conduct maintenance, coordinate and sometimes enforce public safety efforts, set and enforce user rules and regulations, and manage programming, among other important services.

There are several public, private, and nonprofit stakeholders that are relevant for the West Maui Greenway. Several of these stakeholders, like Maui MPO, County of Maui Department of Parks and Recreation, County of Maui Department of Public Works, and Maui Bicycling League may be considered as potential participants in the future West Maui Greenway management structure.

Trail Management Structures

There are numerous governance structures that are used for managing and maintaining trails and greenways across the United States. They include:

\ Single governmental organizations such as state or local agencies,

\ Multi-agency collaborations such as cooperative arrangements,

\ Or new entities such as commissions or special districts.

In some cases, nonprofit organizations are responsible for trail operations and maintenance.

There is currently no one agency that has the resources to operate and maintain the West Maui Greenway on its own. A new structure that involves a collaboration between different project stakeholders may serve as the most effective strategy for ensuring the greenway can be reliably built and maintained.

CASE STUDY

KAUA‘ I PATH

(KE ALA HELE MAKALAE)

The Ke Ala Hele Makalae is an existing 7.3-mile (planned 17-mile) path along Kaua‘i’s eastern coastline. The path is managed by County of Kaua‘i Department of Parks and Recreation in partnership with Kaua‘i Path, Inc., a nonprofit organization that helps with cleanups and includes ambassador and volunteer programs for local communities.

The Department of Parks and Recreation's Beautification Division is responsible for maintaining most sections of the path, except for sections that pass through existing parks, which are maintained by the Parks Division. There are two fulltime Beautification Division maintenance workers assigned to the path, as well as one park maintenance administrator. The Beautification Division also receives maintenance support from the Facilities Maintenance Division (carpenters, plumbers, electricians), the department’s tree trimming group, and a private contractor. The department will soon hire a full-time park ranger under its Park Ranger Division who will spend 50% of their time patrolling the path.

While exact maintenance costs for the path are unavailable because they are aggregated with all other maintenance costs, Kaua‘i Department of Parks and Recreation estimates that eight staff in its Beautification Division spend approximately 50% of their time maintaining the path. With an average fulltime equivalent estimate of $55,0001, this equals approximately $220,000 in annual maintenance costs for the facility.

1 https://www.kauai.gov/Portals/0/Finance_ Acct/FY2021-2022_Operating_Budget. pdf?ver=2021-06-03-112020-223

Potential Governance Structure Options for the West Maui Greenway

Because there is no one existing entity that is currently equipped to manage and maintain the West Maui Greenway, Maui MPO and the County should consider creating a new structure that could provide necessary resources for the trail. The following options provide examples of potential structures that could be developed for the greenway. Maui MPO and the County must complete additional analysis of potential costs and operational capacities to determine a recommended governance structure for the greenway.

1. Cooperative arrangement: The first structure option considers a cooperative arrangement in which Maui MPO serves as the lead agency but receives significant support from the County and other entities. In this scenario, Maui MPO would serve as the “champion” for the greenway and would be tasked with identifying resources for trail implementation and future operations.

2. New County division: The second structure considers a new County division dedicated to greenway operations and maintenance. Instead of a cooperative agreement, a formal collaborative entity such as a commission could also be considered; however, this would require additional overhead costs.

Either structure could partner with a nonprofit organization, either the West Maui Greenway Alliance itself or a “Friends of” group dedicated specifically to supporting trail operations and maintenance. While this group does not currently have the resources or capabilities to serve as a true operational partner, there is potential for such a group to exist in the future. The nonprofit group could perform additional resource management and maintenance activities, and provide a format with which to solicit private donations, manage events and programming, and recruit volunteers.

Operations and Maintenance

Trail operations and maintenance refers to both the overall management and operations of the path as well as the day-to-day routine maintenance, such as trash, debris, and graffiti removal; sweeping; and vegetation management. Maintenance also refers to repairs and replacements, such as fixing cracks and potholes or repairing broken railings.

OPERATIONS

There are several operational decisions that need to be made for the West Maui Greenway. These include elements such as public access and use, user rules and regulations, and public safety and security. Certain elements such as flood events, natural disaster management and response, and homelessness will require special consideration.

Public Access and Use

The greenway will serve several types of users of all ages and abilities, including walkers, runners, wheelchair users, casual and new cyclists, and experienced cyclists using the trail for utilitarian and recreational purposes. Certain micromobility devices such as e-scooters, e-bicycles, and Segways may require certain parameters, such as a physical separation of users, to be used safely on the trail. Low-speed electric vehicles such as golf carts may be permitted along certain areas of the trail that provide enough space for clear separation of users along the trail. The future operator of the greenway will need to determine whether these uses should be allowed.

CASE STUDY

DIAMOND HEAD STATE MONUMENT, O ‘ AHU

In 2000, the Hawai‘i Department of Land and Natural Resources began charging a $1 entrance fee for visitors of the Diamond Head trail. In 2003, it added a $5 non-commercial vehicle entrance fee, as well as a $10 to $40 commercial vehicle entry fee. Fees are used to pay for Diamond Head and other state parks’ operating expenses. The state is planning to increase these fees to expand revenue for park operations, and is considering a fee structure based on location, time of day, and travel season to reduce congestion.

Motorized vehicles such as motorcycles should not be permitted on the trail. The West Maui Greenway should include informational or regulatory signs that prohibit motorcycle use.

User Rules and Regulations

User rules and regulations typically vary by trail and by jurisdiction. Trails that serve as transportation facilities are typically open 24 hours per day. Trails that serve primarily as recreational facilities typically operate on similar schedules as parks, closing overnight. Access may be mixed when connections are made to local parks.

Source: dlnr.hawaii

Commercialization

Several West Maui community members have noted their concerns that the West Maui Greenway will bring additional tourists to the area and through their communities, and that the greenway will serve visitors instead of local people. Community members have also noted their concerns that local business interests will use the greenway as a way to profit from tourism. Several strategies can be used to limit commercialization of the greenway.

Strategies to Limit Commercialization

While the West Maui Greenway will be designed to serve both local people and visitors, it will be built to focus on the needs of the local community. The following strategies can be considered to limit commercialization of the greenway.

1. Prohibit organized tours from using the trail, or only permit them during designated off-peak daytime hours such as outside commuting hours.

2. Charge organized groups or individual users user fees to access certain locations of the trail.

3. Charge parking fees for non-residents at access points.

4. Promote visitor education.

5. Organize visitor volunteer cleanups for the greenway (e.g., as part of the Malama Hawai’i Program).

Any fees could be used to fund greenway operations and maintenance.

CASE STUDY

HANAKAO ‘ O BEACH, MAUI

In 2019, Maui County Council passed a bill banning commercial activity at Hanakao‘o Beach Park. The bill was supported by local canoe clubs who had been pushed out of their original beaches due to hotel and condo development. After the ban, existing commercial operators had to move their operations elsewhere once their permits expired.

Source: mauiguidebook.com

PUBLIC SAFETY AND SECURITY

The West Maui Greenway will develop a public safety plan to help create a safe environment for trail users. A holistic and sensitive approach to maintenance, public safety enforcement, and programming will reduce the opportunity for crime and create a safe and welcoming atmosphere.

SPECIAL CONSIDERATIONS

There are several special management considerations that will be required for the West Maui Greenway. These include planning for impacts from climate change in select locations, as well as addressing homelessness along the trail.

Disaster Management and Climate Adaptation

Certain sections of the greenway travel through areas that may be subject to wildfires, flooding, and sea level rise, which will continue to increase with climate change in the coming decades. These sections of the trail will require special maintenance considerations in response to these impacts.

Wildfires

West Maui has experienced several wildfires in recent years. Wildfires can damage roads, paths, and trails in impacted areas, and limit access to roadways in the vicinity of the fires. Planting native shrubs and plants can create a more fireresilient greenway that requires less maintenance. The greenway can also potentially serve as an alternate route for emergency vehicles during wildfires when the adjacent highway is clogged by evacuations.

CASE STUDY

SONOMA VALLEY TRAIL

The Sonoma Valley Trail will be a 13-mile Class I bike path along the SR-12 corridor between Santa Rosa and Sonoma, CA. One of the design considerations of the proposed trail is to construct it to withstand emergency vehicles so that it can provide them with an alternate route during major fires. SR-12 became gridlocked with evacuees during recent wildfires, making it impossible for emergency vehicles to get where they needed to go.

Source: parks.sonomacounty.ca.gov

Sea Level Rise and Flooding

The West Maui Greenway corridor includes three areas that are considered susceptible flooding areas during hurricanes.1 These include northwest Maui near Kapalua and Līpoa Point, the area just south of Lāhainā, and the area from Olowalu to Ukumehame. The greenway in these sections may require more frequent closures, more frequent maintenance, and higher maintenance costs than sections that do not commonly flood. The greenway should also provide planned detour routes in the areas that are expected to flood frequently.

In addition, several sections of the West Maui Greenway corridor are within the sea level rise exposure area (based on the SLR-XA 3.2ft scenario). Like wildfires, sea level rise can damage or cut off roads, paths, or trails within exposure areas. This Plan will follow Hawai‘i Sea Level Rise Planning Guidance when addressing these areas.2 For example, the Plan considers an alternative along the existing Honopi’ilani Highway between Olowalu and Ukumehame, that may transition into the greenway once the highway is realigned. This greenway segment can consider strategies such as ecosystem-based adaptation measures to mitigate coastal erosion and reduce flooding impacts.

There is a possibility that the greenway alignment will need to be realigned due to sea level rise in the future. Any management agreement for the greenway should address this possibility.

CASE STUDY

SAN FRANCISCO BAY TRAIL

The East Bay Regional Parks District recently completed a Risk Assessment & Adaptation Prioritization Plan for the San Francisco Bay Trail3 in California. Like sections of Honoapi‘ilani Highway, the San Francisco Bay Trail runs through several areas that are located within sea level rise exposure areas. The Plan identifies a number of nature-based adaptation strategies for the trail, which are tailored to specific areas based on shoreline characteristics and typologies.

Source: mtc.ca.gov

1 https://www.mauicounty.gov/1476/Susceptible-FloodingArea-Maps

2 https://climate.hawaii.gov/wp-content/uploads/2020/10/ Item-3-I-a-Guidance-for-Addressing-SLR-in-CommunityPlanning-in-HI-2.pdf

3 https://issuu.com/wrtdesign/docs/sfbt_raapp_draft_415-2021-issuu

Homelessness

The West Maui Greenway will require operations and maintenance strategies to respond to the needs of all users, including people experiencing homelessness along the trail. While the greenway will be a recreational and transportation facility and is not intended to function as temporary housing, the reality of the homelessness situation in Maui requires a comprehensive strategy for engaging with homeless populations and providing critical services and amenities.

The County of Maui Homeless Program Division, in alignment with the Housing First initiative, is dedicated to and focused on ending homelessness in the County of Maui. The division administers the Homeless Coordinated Entry System, which aims to connect chronically homeless individuals with appropriate housing resources and services. The division also serves as the main point of contact for other County departments and partnering agencies to address homeless encampments through outreach services.

The future operator of the West Maui Greenway should partner with the County of Maui Homeless Program Division to coordinate homeless outreach services along the greenway. In addition, in partnership with the division, specific protocol for encampment engagement and maintenance should be developed. An additional approach may be to hire people experiencing homelessness to assist in greenway maintenance.

CASE STUDY

CITY OF DENVER DAY WORKS PROGRAM

The City of Denver, CO, has been providing work experience to individuals experiencing homelessness through its Day Works Program. The program, which began in 2016, provides homeless individuals with opportunities to provide maintenance work for several City departments, including Denver Parks and Recreation, Department of Transportation, Denver Public Library, and Denver Public Works, among others. Program participants are also provided with further employment assistance through meetings with an employment or assistance coordinator on work days.

Source: denverpost.com

MAINTENANCE

Maintenance Tasks

Table 8 outlines typical maintenance tasks for trails that should be considered for the West Maui Greenway. Associated costs will vary depending on the greenway alternative and greenway design typology chosen. For example, segments of the greenway that use an on-street alternative along the existing street network will have lower maintenance costs than segments that use an off-street alternative. In addition, segments of the greenway within the sea level rise exposure area will require greater maintenance needs than others. Relative maintenance costs will be included in the forthcoming Route Prioritization Memorandum.

Type of Maintenance

Routine maintenance refers to the dayto-day regimen of litter pick-up, trash and debris removal, weed and dust control, path sweeping, vegetation trimming, and other regularly scheduled activities. Some routine maintenance may be conducted on a seasonal basis.

Suggested Frequency

Remedial maintenance refers to repairing, replacing, or restoring major components that have been destroyed, damaged, or significantly deteriorated from normal usage and old age. Some items (“minor repairs”) may occur on a 5- to 10-year cycle, such as repainting or replacing signage. Major reconstruction items will occur over a longer period or after an event such as a flood. Examples of major reconstruction include repaving a trail surface or replacing railings and other site elements.

Task Type Suggested Frequency

Trash disposal RoutineDaily Restroom maintenance RoutineDaily

Graffiti removal

Routine Twice weekly; immediately as needed

Litter pick-up

RoutineWeekly

Pavement sweeping RoutineWeekly

Landscape irrigation

Railing and fencing inspection

RoutineWeekly

Inspection Weekly; after rain events

Trail surface, marking and sign inspection Inspection Monthly; after rain events

Public art maintenance

Railing and fencing repair

RoutineYearly

Routine As needed

Basic site furnishings repair/replacement Routine As needed

Safety lighting repair Routine As needed

Call box maintenance Routine As needed

Large debris removal Routine After rain events

Sign repair/replacement Routine 1–3 years

Pavement markings repair/replacement

Pavement sealing; pothole repair

Trail replacement/ resurfacing

Plant trimming/ vegetation management

Routine 1–3 years

Remedial 5 years

Remedial As needed

RemedialBi-annual

Pohinahina

Source:

Prioritization

The West Maui Greenway will be built in phases, based on available funding and ROW approval. To determine which segments should be prioritized for funding and construction, the West Maui Greenway project team developed a prioritization framework based on several criteria:

\ Order of magnitude capital cost

\ Environmental permitting

\ ROW availability

\ Operations and maintenance

\ Opportunities for funding

The criteria were weighted based on their relative importance for construction. ROW Availability and Opportunities for Funding were each given weighted scores due to their importance for

implementation, while the other criteria were left unweighted. Each criterion was scored on a 1–3 scale, with 1 being the lowest performing and 3 being the highest performing. Criteria and metrics are shown in Table 9.

Cost estimates for the greenway (based on greenway typology) and environmental permitting information are included in the Appendix. Segment cost estimates range from $1.3 million to $2.5 million per mile, depending on proposed greenway typologies.

Prioritized Segments

Segment 5, from Lāhainā Recreation Center to Olowalu, was divided into two segments for the purposes of prioritization. For prioritization, Segment 5 runs from Lāhainā Recreation Center to Launiupoko Beach Park, and Segment 6 runs from Launiupoko Beach Park to Olowalu. The prioritization segments are as follows:

1. Līpoa Point to Maui Preparatory Academy

2. Maui Preparatory Academy to Lāhainā Civic Center

3. Lāhainā Civic Center to Keawe Street

4. Keawe Street to Lāhainā Recreation Center

5. Lāhainā Recreation Center to Launiupoko Beach Park

6. Launiupoko Beach Park to Olowalu

7. Olowalu to Lāhainā Pali Trailhead

Order of Magnitude

Environmental

Score based on typology

Overall, Segment 5 from Lāhainā Recreation Center to Olowalu scored highest for prioritization. This is due to its relatively low cost, strong opportunities for funding, ROW availability, and relatively lower need for future operations and maintenance. Segments 6, 4, and 7 also earned high scores with 4 and 7 receiving nearly identical scores. Segments 1, 2, and 3 scored as lower priority with 1 and 3 scoring identically due to higher costs, future operations and maintenance needs, more uncertain ROW availability (Segments 2 and 3) and lower opportunities for funding (Segment 1).

Results are shown in Figure 43.

1 (highest cost) – 3 (lowest cost)

Permitting score1 (highest need) – 3 (lowest need)

ROW Availability Score based on landowner (lowest support) – 3 (highest support)

Operations and Maintenance (O&M)

Score based on anticipated O&M needs based on typology

1 (highest need) – 3 (lowest need) 1

Opportunities for Funding Score based on anticipated greenway demand/proximity to residential areas 1 (lowest demand) – 3 (highest demand)

Order

ROW

Operations

Opportunities

Overall

Lower Performing Lower Performing Goals Criteria Higher Performing Higher Performing

Opportunities for Funding

Funding the West Maui Greenway will require reliance on local, private, state, and federal funding sources. These sources are typically competitive, and are constantly changing, but can fund the implementation of the greenway’s facilities, ongoing maintenance, and greenway programming. In each funding source description a circle indicates if the source funds capital improvements, operational costs, or both.  Capital  Operational Costs

FEDERAL FUNDING SOURCES

Federal funding to Hawai’i from the Federal Highway Administration and the Federal Transit Administration is flat through 2040. The state is expected to receive $2.8 billion from the federal infrastructure bill, with Maui County receiving about 2.4% of this funding.

RAISE Grants. Previously known as the BUILD and TIGER grant, the RAISE grant funds the building and repair of transportation networks. Available through the US Department of Transportation, the RAISE grant allows sponsors at the state and local levels to obtain funding for multimodal, multijurisdictional projects that are more difficult to support through traditional funding initiatives. 

House Transportation and Infrastructure Committee Appropriations. The House Transportation and Infrastructure Committee invites Members of Congress to request funding for projects in their communities. Project funds can be used for planning, final design, and construction projects. Eligible projects include bicycle and pedestrian infrastructure projects that increase access, strengthen multimodal connections, reduce greenhouse gas emissions, and enhance environmental justice. 

Transportation Alternatives Set-Aside. The Transportation Alternatives Set-Aside provides funding for a variety of transportation projects such as pedestrian and bicycle facilities; construction of turnouts, overlooks, and viewing areas; community improvements such as historic preservation and vegetation management; environmental mitigation related to stormwater and habitat connectivity; and recreational trails. The Infrastructure Investment & Jobs Act (IIJA) recently increased the funding available to state departments of transportation by 70%. The program is administered by Hawai‘i Department of Transportation. 

Safe Streets and Roads for All (SS4A). This program funds initiatives that prevent roadway deaths and serious injuries and can be used to carry out items in support of creating safety action plans and in implementing infrastructure including installing pedestrian and bicycle networks, transforming roadway corridors, and improving the safety of intersections. Up to $1 billion is available for fiscal year 2022. 

Congestion Mitigation and Air Quality Improvement Program. The annual Congestion Mitigation and Air Quality program provides over $8.1 billion in funds to state departments of transportation, MPOs, and transit agencies to invest in projects that reduce emissions from transportation-related sources. The IIJA recently increased this program by 10%. 

Highway Safety Improvement Program. The Highway Safety Improvement Program is offered every one to two years. Projects on any publicly owned road or active transportation facility are eligible, including bicycle and pedestrian improvements. The program focuses on projects that explicitly address documented safety challenges through proven countermeasures, are implementation-ready, and demonstrate costeffectiveness.

Healthy Streets Program. Authorized by the IIJA, the Healthy Street Program provides grants to state or local governments to reduce flooding, improve air quality, and mitigate urban heat island effect. Eligible projects include expanding and maintaining tree canopy and deploying Smart Surfaces (i.e., reflective and/or porous pavements).

Carbon Reduction Program. Authorized by the IIJA, the Carbon Reduction Program ($6.4 billion) is a new US Department of Transportation program aimed toward funding projects that support a reduction in transportation emissions. Eligible projects include bicycle and pedestrian infrastructure. 

Rivers, Trails, and Conservation Assistance Program (RTCA). The Rivers, Trails, and Conservation Assistance Program is the community assistance arm of the National Park Service. The assistance that the program provides is not for infrastructure, but rather building plans, engaging public participation, and identifying other sources of funding for conservation and outdoor recreation projects. Funding could be used to support education, such as interpretive signs and programming, or stakeholder engagement for ROW acquisition and future planning phases. The program does not provide monetary grants; instead, it offers professional services and technical assistance. 

Neighborhood Access and Equity Grants. Authorized by the Inflation Reduction Act in August 2022, these grants aim to make roads safer for all modes of transportation. The purpose of the grant is to reconnect communities that have highways running through them. Funds can be used to redesign highways for all modes, build trails and bike lanes, provide transit connections, install green infrastructure, reduce urban heat islands, and build safety features. 

STATE FUNDING SOURCES

The State Highway Fund is composed of fuel taxes, vehicle registration fees, motor vehicle weight taxes, rental and tour vehicle surcharges, and motor vehicle inspection fees. The amount of this funding varies annually but is projected to increase at approximately 0.50% per year. Maui receives $10.5 million per year from an additional rental car surcharge, which is based on the number of rental car vehicles on the island.

Hawai‘i State General and Special Funds. As mentioned previously, the State receives the majority of its revenue from taxes and fees. The State has a General Fund, which accounts for all resources not specifically set aside for special purposes. Remaining expenditures are accounted for through Special Funds, which include highway construction and maintenance, environmental management, tourism, and economic development, among other services. The State could potentially consider allocating a portion of its budget to the West Maui Greenway. 

Safe Routes to School. Hawai‘i Department of Transportation manages the Safe Routes to School program in the state, which is funded through fines from traffic violations. The program works to make taking active transportation to school fun, safe, and convenient for students and parents. Eligible funding is available through the Safe Routes to School program for any activities that increase the safety and convenience of students walking and biking to school. 

Electric Vehicle and Alternative Fuel Surcharge. In 2019 Hawai’i legislators passed a bill that charges owners of electric and alternative fuel vehicles a registration fee of $50, which is in addition to the annual $45 vehicle registration fee. This surcharge serves as a partial replacement of the gas tax, and is expected to provide $1.2 million for Maui through 2039. 

LOCAL AND PRIVATE FUNDING

The proposed Maui budget for fiscal year 2023 is $1.187 billion, which includes revolving and special funds, transfers between funds within the County, anticipated grant revenue, and other revenue from sources outside the County.5 Portions of a future budget can potentially be allocated for future West Maui Greenway operations and maintenance.

General Excise Tax Surcharge. County governments have the option to charge an increase in the general sales tax, which can then be used for transportation improvements and projects. Currently Maui County does not implement a general excise tax surcharge, but the County can request that the legislature provide the opportunity in the future. 

Community Facilities Districts. Community facilities districts are special tax districts that can be used to fund public facilities including bikeways and pedestrian facilities. Property owners can propose a community facilities district to the Maui County Council and, if it is adopted, will pay taxes to the district to fund the construction of the public facilities. While Maui has passed an ordinance allowing community facilities districts,none have been created. 

Paid Parking Revenue. Maui County completed a Parking Action Plan in 2018, which recommends paid parking in areas of Lāhainā Town. This fee could generate over $1 million per year, which could be used to fund mobility improvements in the area. 

Trust for Public Land Acquisition Support. The Trust for Public Land helps structure, negotiate, and complete land transactions to create parks, playgrounds, and protected natural areas. The trust works with willing landowners and then conveys land or easements to public agencies at or below fair market value. In most cases, the trust does not charge public agencies a fee for staff time or costs. 

National Fish and Wildlife Foundation Acres for America Grant Program. The Acres for America grant program works to conserve fish and wildlife habitat, protect public lands, provide access to outdoor recreation, and ensure the future of local economies that depend on outdoor recreation, forestry, or ranching. The program supports bicycle and pedestrian trails projects. 

Doppelt Family Trail Development Fund. Launched in 2015 by the Rails-to-Trails Conservancy, the Doppelt Family Trail Development Fund supports organizations and local governments that are implementing projects to build and improve multi-use trails. The fund awards approximately $85,000 per year to several qualifying projects through a competitive process.

Private Donations/Fundraising Events. A greenway nonprofit could solicit individual and corporate donations for the trail through various fundraising activities. Races and walks, such as bicycle races, half-marathons, and 5K runs and walks, provide additional opportunities to raise money for West Maui Greenway operations and maintenance through registration fees and donations.

Adopt-a-Greenway. Corporate and community Adopt-a-Greenway programs could potentially provide the trail with resources for needed maintenance work, such as keeping it free of litter and other debris. Local businesses can adopt a section of the greenway, providing them with a sense of ownership and the opportunity to prominently display their names. Although this is not a comprehensive solution to trail maintenance, it serves as a way to enhance central operations and provide committed partners with a way to give back to their communities. 

Tour User Fees. If commercial tours are permitted on the greenway, the West Maui Greenway can consider charging a fee for use of the greenway, which could be used for the greenway’s operations and maintenance costs. The fee structure would need to be determined to ensure it applies to commercial operations only, and keeps the greenway free and open for local residents. 

Next Steps

The West Maui Greenway has received excellent support in past planning documents and throughout the West Maui Greenway master planning process. Because it has been identified in previous efforts like Maui Vision Zero Action Plan, the Hele Mai Maui: Long-Range Transportation Plan 2040 and the West Maui Community Plan it is well-positioned for design, environmental clearance and implementation funding. With the greenway master plan approved, the project is ready to pursue funding opportunities, like the Federal Highway Administration (FHWA) Transportation SetAside program or the Safe Streets For All (SS4A) program, and move the West Maui Greenway to the next phase of development, which will be preliminary engineering and environmental clearance. Based on the project prioritization earlier in this chapter, the segment from Lāhainā Recreation Center to Launiupoko Beach Park is best suited for the first phase of implementation. Therefore the lead agency for this next effort should proceed using the following steps:

Seek funding for environmental clearance and preliminary engineering for the segment

Identify segment owner/operator and define the ongoing maintenance responsibilities

Start the process over on another segment(s)

In parallel with the environmental clearance phase, the lead agency can proceed with certifying Rights of Way (ROW) by confirming easements, property acquisitions and/or license agreements to operate the greenway on affected parcels

6Once a construction delivery method is determined, the lead agency can proceed with issuing a Request for Proposals or Request for Qualifications to select a consultant (in the case of Designbid-build) or a general contractor (in the case of Design-Build or CMGC) and proceed with completing final Plans and Specifications and Construction Cost Estimates (PS&E) to seek final permits for constructing the the first greenway segment

The lead agency can decide on construction delivery methods like:

a. Design-Bid-Build

b. CMGC (Construction Management General Contractor)

c. Design-Build

Given the complexity of the corridor implementation, the most appropriate construction delivery methods are likely Design-Build or DesignBid-Build

Once the project is environmentally cleared, the owner/ operator is identified, ongoing maintenance responsibilities are defined, and the ROW is certified, the lead agency should seek funding for priority segment implementation

Historically, greenway projects are well-equipped to leverage builtwork. With the segment constructed between Lāhainā Recreation Center and Launiupoko, the project lead agency can complete path counts, intercept surveys, and monitor user patterns to use as effective data to pursue additional funds to complete the remaining greenway segments. Once the first segment is constructed, the lead agency is well-positioned to seek funds to implement more of the remaining greenway segments.