HomeMy WebLinkAboutCOM 0203.000 1998-2000
DRAFT'
Feb 24 1999
Please submit comments to any of the following people by March4 1999
Tomoe Nimori, Pulama Ia Kona Heritage Counci] phonelfax 329-3058
Jill Olson, Pulama ]a Kona Heritage Council phone 323-3222 fax 323-2398
Millie Kim, Project Coordinator ph: 969-3114 fax 935-8260 email millie@lava.net
KONA I3ERTTAGE CORRIDOR FEASIBILITY REPORT
submitted to
The Department of Business, Economic Development and Tourism
Community Based Economic Development Program
State of Hawaii
by the
Pulama is Kona Heritage Preservation Council
P.O. Box 398
Captain Cook HI 96704
Comm. N0. ~
FSIe No. L G
Ref. To: NSEDL
Ref. Hate
~~1R 1 7 t ao ~
Executive Summary
This is a feasibility study on [he development of a XONA HERITAGE CORRIDOR for the North and South
Kona regions on the island of Hawaii, with the historic town of Holualoa as a possible staring point.
Due to the convergence of several important factors, most important of which is n sufficient level of
interest and community commitment to maintain its historical character and identity. In combination
with new ways of looking at transportation corridor "enhancements" at the federal level, and the
evolving nature of the visitor industry for the neighbor islands in Hawaii make it an opportune time to
examine the feasibility of a "heritage corridor" for the Kona area.
A "heritage corridor" simply means a hansportation route which has a history, geography culture and
natural features which can 6e clearly understood, described and presented to residents and visitors.
Because of the groundwork of the Kona Historical Society in its 1998 publication A fuide To Oid Rana
and the avmlability of national criteria for designation of scenic and historic byways, it is easy to see
that a proposed 33 mile segment of upland roadway could easily Qualify as a "heritage corridor",
running from Pu'uwa'awa'a in the north on Highway 190, through Holualon on Highway ]80, and
continuing south on Highway 11 to Hookena. This was the old Xona of upland agriculture and ranching,
which moved at a slower puce in the Inst 20 years as sophisticated shoreline resort development rapidly
changed the face of Kona. Shoreline resorts now produce repeat visitors who exceed the number of visits
and length of stay of other islands, drive rental cars, and are seeking local history and cultural learning,
and higher levels of interaction with local residents.
Furthermore, the idea of managed development within agriculturaify zoned land areas is already
sustained in the language of the various planing documents applicable to North and South %ona.
Through community meetings, surveys and interviews, the sense of those in the Holualoa area, one of
the oldest and most in tact villages from the turn of the century, is to adopt measures that will allow
Holualoa and the Kona region to maintain as much of its original character and identity as possible. A
heritage corridor is one way of accomplishing this goal.
Using Holualoa as a starting point, a 5 mile segment is recommended as n heritage site to be further
developed through a road improvement plan which will require working with State and County agencies
in the design and implementation of road improvements that will integrate and highlight pre-selected
historic features as well ns improve traffic flow, safety measures, and contain carefully designed pull
over areas. This will also include the development of an interpretive plan that will collect and compile
historic information to be used on signage, brochures and flyers, marketing information, and other
applications in coordination with roadway improvements. Preservation guidelines should also be
developed for Holualoa village in order to maintain certain optional standards of structural integrity and
design. A beautification plan is also recommended for this upper road section to further integrate native
plants, flowers and signage as part of the educational experience for haveiers on the upper road.
The development of the larger Rona Heritage Corridor need to await future interest among different
communities along the way, as well as await the results of the Holualoa project. With the eventual
development of sufficient linkages around fhe island, there could be a continuing roadway which tells
and maintains, for both residents and visitors alike, the history of the big island through friendly visitor
centers, mini-museums, sigttage for historic sites and features, designated scenic viewpoints, farm and
ranch tours, comfortable and convenient off-highway pull over areas for the enjoyment of scenic vistas
and viewplanes as well as stops at haditional small general merchandise stores. Some recommendations,
however, for near future courses of action are included.
The credit for this initiative belongs to the residents and families of the Xeopu, Waiaha, Holualon and
Kaumalumnlu ahupua'as, and the officers and members ofPULAMA7AXONAHERITAGEPRESERVATlON
COUNCIL, a private nonprofit historic preservation advocacy group for a place called KONA, splendidly
rich in both pre-contnd and post-contact periods of Hawaii's history. It is their hope that this project will
help to encourage and empower other communities on the big island to develop and complete different
parts of what could become an islandwide "heritage corridor".
TABLE OF CONTENTS
page
executive summary 2
I. Introduction and Background
• Study area location 4
• Heritage Corridor concept background 5
• Experience among the States and Hawaii 5
• Economic returns and cultural tourism 6
II. Regional Planning History
• County General Plan 7
• Kona Regional Plan 8
• Other regional and/or state plans 9
III. Economic/Historical Background of the region
• early agricultural economic base, pre contact and post contact 11
• coastal developments and current tourism based economic base 12
• current economic outlooks 13
IV. Proposed corridor and segments
• Proposed corridor 14
• Possible Segments 16
V. Potential character and attractions: Holualoa
• Historic structures and town history 18
• Summer Field School study 19
VI. Recommendations 21
• Holualoa Village 22
• Kona Heritage Corridor 24
APPENDICES
A. Repea[ Visitors and Cultural Tourism 26
B. National Scenic Byways Road Designation Criteria 28
C. Inventory listing of corridor sites 29
D. Kona - An Historic Overview, J.Greenwell, Honolulu 1994 32
E. Community hand-outs (a) Kumiai Survey; (b) Inventory survey 36
F. ISTEA and TEA21 funding 39
North Kona
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Chapter I. introduction and Background
PlanninP area location
Kara has to-o lo»{; ribbon Iti~hways - one above on dw stapes o{two mountains,
Hualalai to the north and Mauna Loa to the south, and a lower one rhos lutlts the shoreline on
the Bid Island o{Hawaii, the larygest o{tlte eight iskands that make up the State o{Hawaii.
Alort{; the hig/u>r road, known as the Co{jee Bek Road, are the coffee {arms urith humble abodes,
overlookirt~ brand panoramas o{the blue PaciTc. The coffee trees thrive alort~ this thin belt
hi~lsway, in spite of virtually {trowirtR out o{lava rocks. Early Asian imnti);rants atltivated the
land artd established the coffee industry through the ups and downs the volatile coffee market.
Many lived in houses o{unpainted wood {ar {rom the main roads without electricity and other
modern conveniences. The ru{bQed individualism, hard work, and rustic IivirtR shaped the unique
character o{the people o(Kona." (May IS, 1995 Francis Y. SoRi, Chairman Board o{Trustees,
Japanese American National Museum, Konauxiena Ht~h School Class of 1941)
The planning area for this "heritage comdor" feasibility report is located along a historic
transportation corridor in the western upland region of the island of Hawaii,
encompassing the North and Sou[h Kona judicial districts. This area is approximately
825 square miles incorporating two large mountain masses, Mt. Hualalai in the northern
to mid region and the flanks of Mauna Loa in the southern region. The resident
population is approximately 30,000 people with population centers at Holualoa, Honalo,
Kahaluu-Keauhou, Kailua, Kalaoa, and Kealakekua in North Kona, and Captain Cook,
Honaunau-Napoopoo and Kealakekua in South Kona. (County of Hawaii Data Book
1995)
Conceivably, a "heritage corridor" could be designated as lazge as a 33 mile north-to-
south length starting at Pu'uwa'awa'a along the "upper" or ma'uka (toward the
mountain) road (Highway 190) to Hookena at the southern tip (State Highway 11). It
could also be as short as the 5 mile distance of this mountain or "ma'uka" (toward the
mountain) Highway at Holualoa.
The longer distance would exhibit several important local history features of the ma'uka
regions (800' - 1000') of old Kona, showing the post contact ranching and farming
lifestyle which developed along old footpaths which crossed ahnpaa'a. The ahapaa'a
is a traditional pie-shaped Hawaiian "district" which ran from the mountain to the sea.
The residents and the resources of the ahapaa'a were the responsibility of local chiefs.
This 33 mile segment was once part of the big island's "belt highway", a state highway
which encircled the island at the upper elevations where most of the settled farming
communities were located. With the advent of coastal resort development and coastal
highway construction, the mountain highway became a secondary commuter and scenic
corridor. The 33 mile segment would run through three different Highway designations
starting with County Highway 190 in the north at Pu'uwa'awa'a, changing to Highway
180 at Palani Junction for 9 miles, becoming State Highway 11 at Teshima's Restaurant
and the Daifukuji Hongwanji Temple and proceeding south to Hookena.
S
Background of "heritage corridor" conceit
The concept of a "heritage corridor" has emerged in the last few years as part of the U.S.
Department of Transportation's initiatives under the Intermodal Surface Transportation
Efficiency Act (ISTEA). This was the result of a (1) comprehensive consideration of the
nation's surface transportation needs for the first time since passage of legislation
creating the interstate highway system in the mid-1950's, (2) heightened awareness of the
broad public participation in driving for pleasure during leisure period by the nation's
recreation and tourism industries, (3) recognition of the opportunities for conservation
and environmental benefits available through improved highway design and management
by recreational and environmental organizations, and (4) important leadership on byways
with the federal administration and the congress. [citation]
Starting in early 1986, the President's Commission on Americans Outdoors expanded its
initial focus on parkway supplements for major interstate arterials, to include a more
comprehensive system of national and regional byways utilizing existing roadways
selected for the scenic, recreational, historic and cultural significance of the corridors
through which they passed. It recommended a national byways system which attracted a
diverse coalition of national transportation, recreation, conservation, tourism and historic
preservation organizations, including the American Recreation Coalition, the American
Automobile Association, the National Tour Association. Scenic America, and others.
[citation]
With the completion of a national interstate highway system, for the first time federal
highway funding could be applied [o "enhancements", such as the acquisition of scenic
easements and scenic and historic sites, and the establishment of scenic and historic
highway programs. Under ISTEA funding, a National Scenic Byways Program was
established in 1991. It resulted in 53 designated National Scenic Byways Program roads,
consisting of 9 "All American Roads" and 44 "National Scenic Byways". None are in
the state of Hawaii.
Local successes in this program resulted in the 1996 Transportation Equity Act for the
21° century (TEA21) which was a significant expansion of the National Scenic Byways
Program. Scenic byway grants were $25M annually and a new National Scenic Byways
Resources Center [o provide technical assistance to byway interests established. This
underscored the success and significance of integrating the preservation of certain
attractions along transportation corridor-related attractions which can serve drivers,
visitors and local communities.
ExQerience among the States and in Hawaii
The value of a national designation is nonmaterial in that it serves to help organize
community and local business interests and opportunities for government funding and/or
special dispensations. Its primary value lies in being able to "market" a distinct product.
It provides an added feature to highlight in a community's marketing efforts to maintain
its own history within an acceptable, manageable economic context.
6
In Hawaii, the Hilo Hamakua Heritage Corridor was established by several communities
in the Hilo Hamakua region of the big island in 1996 to help maintain the history of large
scale sugar plantation life which came to an end in 1993 when the mills were shut down.
Concern grew over the future of coastal villages and towns up and down the rugged
Hamakua coastline, and the fate of the many churches, temples, schools, theaters, general
merchandise stores, bakeries, barber shops, health centers, small hotels, and gasoline
stations that supported the sugar plantations and its workers.
Three factors helped these communities take the next step:
• tourism as the most dominant alternative economic activity on the island
• impetus from the U.S. Dept of Transportation's new initiatives for scenic
byway development under ISTEA in the early 90's
• State community based economic development and cultural tourism grants to
underwrite the exploration and development of a heritage corridor for the
Hamakua Coast segment of Hawaii State Highway 19 on the island of Hawaii.
As acommunity-driven project , a 47 mile segment of this highway is now a locally
designated "heritage corridor". There are brown and white welcome highway signs and
site markers following federal "recreation" state highway signage standards and a "drive-
guide" brochure with maps and descriptions of side roads leading to different plantation
town sites and historic places along the corridor. The brochure also provides information
on visitor information stops, restrooms, and other amenities, and is available at visitor
information kiosks at airports, hotels, museums and travel desks on island.
Economic returns and cultural tourism
The visitor industry profile in Hawaii has undergone a continual evolution and the State
has managed to benefit from each transition that has occurred. Hawaii's current high
numbers of repeat visitors and its impact on neighbor island development as a destination
equal to Waikiki on Oahu, has led to the recognition of current visitor interest in "cultural
tourism", or visitor experiences related to local regional history and higher levels of
interaction with local residents (See Appendix A
To visit a place and learn about its history and see material evidence of its culture is
something visitors have always done. In today's market, however, it is feature of tourism
can be better planned, improved and arranged in ways that greater appreciation and
learning can come for both the visitor and the resident. It must be "real" and not
contrived as today's traveler is much more sophisticated and demanding.
This trend has been particularly helpful to rural areas in the U.S. faced with finding
economic alternatives to agricultural downturns. Because of the State's long standing
tourism industry and recent changes within that industry as well, rural areas suffering
economic instability have recently been recast into new and promising roles within the
State's major industry, tourism.
Chapter II. Regional Planning History
County General Plan
There are several nodes of Medium Density Urban designations along the project corridor. These
are located at Holualoa, Honalo, Kainaliu, Kealakekekua, and Captain Cook. The Medium
Density designation allows "Village and neighborhood commercial and residential and related
functions (3 story commercial; residential - up to 35 units per acre).'
The Commercial Development section of the Land Use Element provides the following profile
for the area:
• North Kona -Commercial activity in the North Kona district is located in Kailua-Kona,
in the Keauhou Resort area and in several wra] village areas along the Mamalahoa
Highway in the mauka areas. -The mauka commercial acivity is geared primarily
toward residents and includes neighborhood general stores, service stations, restaurants.
with some arts and crafrs or specially shops.
• South Kona -Commercial activity in the South Kona district is located in several village
areas along the Mamalahoa Highway in the mauka area and are geared primarily towards
the needs of residents. Due to the terrain and non-confonning uses, commercial strip
development has occurred along the Mamalahoz Highway, though the commercial
activity focused in the Kealakekua-Captain Cook area. Commercial services in the area
include financial and professional services, supermarkets, specialty shops and stores.
hotel and restaurants and service stations.
Surrounding these medium density nodes are low density urban designations which are "Single
family residential in character, ancillary community and public uses, and convenience type
commercial uses." Beyond these urban designations, the vast majority of the land within the
project con•idor is designated Orchards ("Those agricultural lands which though rocky in
character and content support productive macadamia nuts, papaya, citrus and other similar
agricultural products.") or Extensive Agriculture ("Pasturage and range lands.")
The General Plan does not have any specific recommendations or references to Highway 180 or
Highway 1 1 as it winds through the project area. With regard to throughfares and streets, the
General Plan Transportation element contains a general policy which states, "The County shall
encourage the State Department of Transportation to establish special scenic routes within and
between communities."
Kona Regional Phut
The Kona Regional Plan, completed in 1983 does not include any recommendation for
improvements to the section of the Mamalahoa Highway from the junction of the Hawaii Belt
Road in the north to the Honalo junction in the south (Highway 180). The only improvements
recommended that affect the sul?ject area are improvements to Hualalai Road between Kuakini
Highway and the Mamalahoa Highway.
The Land Use flan in the Kona Regional Plan addresses the mauka communities in the following
manner:
"The traditional agricultural area, the coffee belt, is largely planned to retain its existing
zoning. This one to five acre lot size range is suitable for part-time agricultural use. The
only major changes proposed are additional small agricultural lots in the mauka
Honokohau vicinity."
"The area along the old Mamalaoa Highway fi'om Palani Road to Honalo is constrained
by the poor condition of the old road. This factor together with the agricultural potentials
of the area and the ample lands proposed for urbanization elsewhere have resulted in a
recommendation of maintaining the existing zoning pattern."
"South of this area to Kealia lies the older mauka villages of Honalo, Kainaliu,
Kealakekua and Captain Cook. These urban areas will continue to serve the surounding
agricultural uses and function as bedroom communities for the visitor industry related
expansion in Kailua and Keauhou. The growth of commercial industrial uses to serve the
local needs is encouraged so as not to increase the mauka community's dependence on
Kailua for some of their needs. The continued expansion of these services areas is
intended to promote a balanced distribution of services with respect to the residential
development pattern. However, in view of the limited capacity of the Mamalahoa
Highway no major residential expansion is being planned at this time. The proposed
Holualoa-Papa Highway will provide an alternative high-speed access through this area
but this highway is not expected to be completed in the near future. Thus, the existing
rural village atmosphere would continue to evoh~e through small scale low density
residential additions."
The Agricultural Land Use Concept Map Recommendations include the following:
"[n the coffee belt, along the old Mamalahoa Highway from the Palani Road junction
south to Kealia, no changes to the Agricultural zoning designations are being proposed.
These areas which fall on both the mauka and makai sides of the highway have minimum
lot sizes ranging from one (1) acre to five (5) acres. In general, the soils and climate are
suitable for orchard and truck crops. These soils represent categories most capable of
sustaining intensive agricultural uses. As areas of traditional agricultural use from
prehistoric times, these agricultural zones should be maintained for both large and small
scale agricultural opportunities. While the potential exists for these non-agricultural uses,
i.e.. as rural ]ow density residential lots, there is the necessity to maintain the variety of
lots sizes for bonafide farmers who may want to establish small farms in areas where soil
and climate capabilities for intensive agriculture are higher."'
The Residential Land Use Concept Map Recommendations include the following:
"ln the mauka Kona area along the Mamalahoa Highway from Holualoa to Captain Cook
limited residential expansion within the General Plan designated low/medium density
urban areas. Housing types in this area are overwhelmingly single family residential and
incremental expansion on small scale basis would reinforce the rural village atmosphere.
large scale expansion would, however, be disrupti~re of rural village atmosphere and in
conjunction with other small scale additions would overload segments of the road, thus
no e~:pansion of a large scale nature should be approved."
The Commercial Land Use Concept Map Recommendations include the following:
'°Tl~at commercial expansion of the mauka communities from Holualoa to Captain Cook
should be permitted as the need arises. This pattern will allow a better distribution of
commercial services with respect to the residential settlement pattern."
The Kona Regional Plan further states the following:
"]n addition to the community-wide planning embodied in this plan, there will be a
further need for detailed planning of each azea which will identify the specific
infrastructural and development needs of the area, the phasing between and among
infrastructure and land development, and the desired character of the resultant
development. Such detailed planning will form the basis for coordinating public and
private im~estment. until such time as these detailed plans are completed, the regional
plan shall serve as a guide for these areas."
The final note in the Kona Regional Plan states, "Kona is a land of vast resources with an
opportunity to create a living community where the balancing of the use and preservation of these
resources meets community needs. his in this spirit that the Kona Regional Plan has been
prepared and which hopefully will be reflected in thoughtful implementation by all parties."
Other Plans
In preparing the Plan for Kona, Harland Bartholomew & Associates prepared Preliminary Study
No. 3, "Kona History, Historical Sites and The Kona Wav of Life" in 1958. As part of this
preliminary study, specific design objectives were developed to preserve the Kona Way of Life
and are listed as follows:
1. The natural scenery should be protected in all its rugged beauty. In general, man-
made elements should be designed to blend and harmonize with the natural scene.
Opportunities for lookouts and view-points should be developed to enhance the
enjoyment of vistas to the mountains and to the sea; the Kona sunsets are always
beautiful.
2. The distinctiveness of the existing village areas should be emphasized. New
growth should be encouraged to concentrate in existing or in well-defined new
urban areas. Throughout Kona a clear separation between urban (village) and
ir9
rural areas should be established.
Visual emphasis should be provided onh for those man-made architectural
elements which have social. cultural or historical importance. ]f new urban areas
are developed. or smaller villages re-emphasized. distinct vertical architectural
elements would he desirable. This would provide the esthetic emphasis that is
now furnished by the church spire dominant in many Kona villages. To this end
the height of ne~a construction should be I:ept to one or rivo stories.
4. The existing font of built-up areas should he consciously exploited. Natural
irregularities such as provided by abrupt changes in topography and historical
irregularities such as provided by a maze of stonewalls should be treasured and
respected in the design of new developments.
5. The ugly "clutter" of billboards, gas pumps. parked automobiles, overhead wires,
traffic signs that are so typical of modern American community should be
avoided. The basic objective should be to get rid of all possible visual ]fitter.
Parking Tots should be screened from street view.
6. Lava rock, Hawaiian hardwoods, and other local materials should be used in
construction. Perhaps sensitive architects operating in Kona can adopt some of
the elements of the "Anti-Bellum" style into Uie design of new dwellings.
7. All historical significant sites should be protected and eventually restored
including stonewalls. Important historical sites should he marked with restrained
plaques explaining their significance.
Although these design objectives for preserving the "Kona Vl~ay of Life'' were developed over
forty years ago they offer a starting point for discussion and may even prove to be valid for the
current residents and communities of the Kona district.
Chapter 111. Economic/Historical Background of the Region
Pre-Contact Economic Base
The accounts of native scholars indicates that the Kona district lras served as the principal place
of residence of the ali'i spanning a period from the 15'h to the 19`" century. The basis for rule
and rank were strongly tied to religious beliefs and as such, the region also served as the location
for major religious structures. -Archaeological evidence and remains suggests a large population
principally residing in villages and shelters along the coast. The Kona district was blessed with
good fishing, a warm climate and access to agriculturally productive land only a short distance
from the coast.
Early voyagers to Kona provide the first written descriptions of land use at the time of western
contact and indicate agriculturally productive areas stretching from mauka Honokohau southward
to mauka Kealia in three or four sub-zones or bands. These subzones are described in the Kona
Regional Plan as follows:
"The coastal band to an elevation of 500 feet was utilized as (in addition to the settlement
clusters) areas for planting marginal or seasonal crops. such as wauke (paper mulberry)
and sweet potatoes.
"The second band or sub-zone ranged in elevation from 500 to 1,000 feet where rainfall
ranged between 30 to 60 inches annually. Breadfruit, sweet potatoes and wauke were the
principal crops of this subzone.
"The third sub-zone ranged in elevation between 1,000 to 2,500 feet with rainfall ranging
between 60 to 80 inches annually. In this sub-zone, sweet potatoes and dry-land taro
were the major cultigens. Field boundazies were planted in ti and sugar cane.
"The highest cultivation sub-zone ranged in elevation between 2.000 to 3,000 feet with
rainfall averages between 80 to 100 inches amorally. Crops included banana and
plantains.
"Bey and this elevation. the forest in an uncultivated state served as a resource area for
timber and food such as ferns in times of famine."
In describing the economic system the Kona Regional Plan states, "The traditional economic
system operated by barter or exchange of goods by the maka-ainana within an ahupua'a on one
level. The collection of goods by the higher ranking I:onohiki and in turn the still higher ali'i
were supported through a system of produce and labor taxes. In this, the ohana (extended family)
of the maka-ainana (commoner) exchanged goods; those living at the shore and engaged in
exploitation of the marine resources exchanged these with family members engaged in
agriculture in the upland."
The Post-Contact Period
The period .Ater the visit and subsequent death of Captain .lames Cook in ] 779 was marked by
tremendous and rapid change in Ha~caiian history. These changes were spurred by the many
visits by foreign wading ships which resulted in the use of foreign anus and war tactics, and the
introduction of caale. sheep, grapes, vegetables and other produce. The arrival of the trading
ships also introduced foreign markets and economies to Hawaii.
The bailer began with basic necessities of food, water and fuel for the trading ships. Later,
export items were developed and included native products such as salt. sandalwood, pork and
rope. Exotic items were introduced and grew to include cattle. sheep, vegetables, oranges and
melons.
As the foreigners began to reside in Hawaii, western land holding concepts of fee simple, lease,
and transfers by individual owners came into conflict with the native Hawaiian concepts. These
conflicts ultimately led to a series of agreements in 1848 between Kamehameha III and the
Council of Chiefs which are now collectively knovm as the Great Mahele. In essence, the king
and chiefs separated their interests in certain lands and established their interests in others. In the
process, divisions and allocations were validated by a series of Land Commission Awards and
patents. The rights and interests of the commoner were also recognized through Kuleana grants.
The Land Commission also validated land holdings of foreigners that had been previously
awarded or sold.
This change in the system of land holding from stewardship b}' the ali'i to one of simple interest
resulted in the establishment of diversified agriculture as the dominant economic force in the
Kona district well into the 20'h century. Over the span of a hundred years, nearly every
commercial agricultural experiment has been tried in Kona. Many of these ventures have
enjoyed temporary success including oranges during the California Gold Rush and cotton during
the Civil War. Others such as sugar cane and pineapple endured for longer periods before
succumbing to the rocky. uneven pockets of soil and the sloping Kona lands which prevented
large scale methods of cultivation. Coffee and ranching are the two major ventures that have
endured and continued over all of these years.
In 1950, 52 percent of the employed persons in Kona listed their occupation as being involved in
some form of agriculture. There were 1,270 persons employed in agriculture out of a total of
2.420 employed workers in Kona. In 1960, there were ],906 persons employed in agriculture out
of a total of 3.89 employed workers. The visitor indusn}'. which consisted of approximately
400 units in and around Kailua, accounted for an estimated 291 employed workers in 1960.
The Emeraina Visitor ]ndust»'
The roles of the visitor industn' and agriculture changed dramatically by the time the 1970
Census data ~~-ere revealed. Persons employed in agriculture was down to 333 while employees
in the personal service. transportation and retail sectors were substantially increased. Agriculture
represented only 9%ofthe total employment while construction (20%), personal services (17%),
and retail trade (10%) had jumped ahead. As such, the structure of the Kona economy had
shifted from an agriculturally based to one based on an emerging visitor industry.
By 1980. the 1+opulation of the North and South Kona dish ices had increased to approximately
20,000 people ~thich represented a groti4h of approximately 11-000 people since 1970. This
rapid increase ma~e than doubled the previous population and ~a~as fueled largely by the grovnh in
the visitor industry. In ] 980 there were 3,437 visitor units in Kona compared to 1,449 in 1970.
B~ 1990. Lie population increased by another ]0.000 to approximately 30.000 people which was
again fueled by the growth in the visitor industry.
Current Economic Outlook
The rapid gro~anh of the 70's and 80's have given way to the economic slump of the 90's that the
entire state has endured. Nevertheless a tremendous inventory of visitor units have been
constructed in the Kona district as well as the neighboring South Kohala district which combined
have:~Ore than 8,000 hotel and resort condominium units serving the visitor industry. In 1997,
the total visitor count for Kona'Kohala coast was 1,023,360 according to Hawaii Visitors &
Convention Bureau (HVCB) statistics. Although the statewide trends have been on the decline.
the Koua/Kohala coast has been showing positive growth over the past three years. With the
increase of direct flights into Kona from Asia as well as the A~'est Coast, the upward trend is
expected to continue.
With the visitor industry as the dominant economic sector in Kona, other sectors including retail
trade. construction and the service industries are reliant on th. health of tourism. Non-tourist
related sectors such as the film industry, diversified agriculture, and science and technology have
shown the potential for growth. The natural resources and gentle climate which once attracted
the a1i`i to Kona still have the same attraction for visitors and residents alike. External market
factors and imerna] socio-economic policies as they relate to promotion, infrastructure
development and land use will determine the extent and direction of development that will occur.
In assessing the state's economy Leroy Laney, professor of economics and finance at Hawaii
Pacific University and an economics consultant for First Hawaiian Bank commented, "If you take
a latg-term perspective and compare the state's four counties, the Big Island would have a
brighter future. In a state that has lackluster performance. it's good." (Hawaii Business,
November 1998) Much of what is positive for the Big Island is happening on the west side,
primarily the Kona/Kohala coast.
Chapter I V Proposed corridor and segments
Why Kona? Between 1980 and 1990 the rate of resident population change in the
County of Hawaii was double (30.7%) that of the State average (14.9%). North Kona
grew from 13,748 residents in 1980 to 25,447 in 1995, an increase of 85%. Sou[h Kona
grew from 5,914 in 1980 to 8,619 in 1995, an increase of 46%. [ 1995 County of Hawaii
Data Book]
This rapid rate of change created alarming shifts in economic activity centers and resident
housing patterns creating growing concerns among long time residents of a loss of a
"Kona way of life" and sense of place. The natural upland corridor was initially the least
touched, particularly in Holualoa, due to the realignment of major road systems
bypassing this area.
In order to determine the appropriate length and features within a designated "heritage
comdor", good guidelines need to be used. Of immediate assistance is the recently
published "A Guide to Old Kona" by the Kona Historical Society (1998) which serves as
a guidebook to historic sites in Kona. These features are strung out along Highway 19
and some of its interconnecting roads running north to south from Puuwaawaa to Milolii.
It recommended that this be used as a starting point in determining the start and finish of
a proposed "Kona Heritage Corridor" since it is something already reseazched and
available as a preliminary "map".
Another source is the 1958 "Kona History, Historical Sites and The Kona Way of Life"
by Harland Bartholomew & Associates, Preliminary Study No. 3.
• The natural scenery should be protected in all its rugged beauty
• The distinctiveness of the existing village areas should be emphasized
• Visual emphasis should be provided for only those man-made architectural elements
which have social, cultural or historical importance.
• The existing form of built up areas should be consciously exploited, particularly in
the design of new developments
• The clutter of billboazds, gas pups, pazked automobile, overhead wires, traffic signs
should be avoided
• Al] historical significant sites should be protected and eventually restored
• All roads should be designed with appearance as a major factor with minor roads
retaining twisting alignments and planted with local species.
• Village centers must be made interesting, lively and intriguing to provide a town
contrast with the vast rural azea with meaningful orientations relative to the oceans,
the mountain mass, and the layout of the urban neighborhood.
Criteria generally used within the visitor industry to accommodate visitor features such as
historic sites and other local history features, particularly along transportation comdors
aze:
tC~
. accessibility: the site or feature should be situated "along" the corridor and/or
within easy access from the Highway with drive time noted if necessary. For this reason,
Ho'okena is designated as the southern ending point rather than Milolii. This criteria also
means having landowner approval or permission or support of heritage related
designations in, on or near their property, e.g. historic structures which are private homes
or on property belonging to an absentee landowner, or cemeteries which may not
welcome tourists walking about unless it is under clear conditions and executed with
respect and appropriate supplicant conduct.
. substantive or significant local historical interest: the site (whether town or
temple) should have sufficient community support and have sufficient interpretive data of
documented validity and significant historical interest to the viewer to be established as
an "official" visitor site
. regular hours/staff: if possible, these is always a desirable feature of any visitor
interest site but difficult to achieve without a focal "visitor information center" from
which to direct visitors to other nearby sites which are not "manned" nor have regular
hours, but where it is permissible to visit, read interpretive signage if any, or take photos.
. visitor amenities: restrooms, information and refreshments are always desirable
and should be combined with a visitor information center dealing with regular hours and
staffmg. These should be identified and made available particularly in areas where public
restrooms are few and far between over long stretches of driving.
A proposed Kona Heritage Corridor. Using the geographic parameters of historic
features in "Guide to Old Kona", a Kona Heritage Corridor is recommended to run a
length of 33 miles along the "old" Mamalahoa Highway from Pu'uwa'awa'a on Highway
190 to Ho'okena at Highway 11. It's initial heritage segment of 10 miles runs through
magnificent volcanic terrain which had at one time, a scenic view point pull-over azea,
prior to leaving the open desert landscape and climbing into the cooler, more forested
ranching uplands. The route of the "old road" continues in the uplands at Highway 180,
while 190 begi8ns to drop down toward sea level and becomes integrated into a network
of coastal highway system carrying the heavier tourism traffic in Kailua-Kona. At this
approximately 800' to 1000' elevation, the old highway snakes its way down through [he
towns of Holualoa, Honalu, Kainaliu, and down the coast south to Captain Cook,
Kealakekua, and Hookena.
This narrow, winding 2-lane paved highway was constructed during Hawaii's territorial
days, constituting a "belt" highway more or less around the island, which basically
followed pre-existing old dirt roads, horse and foot trails. The first 10 miles became a
secondary road (Highway 190) when the new coastal road or Queen Kaahumanu
Highway becomes State Highway 19. The next 9 miles became a secondary mauka road
(Highway 180) when Highway 190 was extended seaward (Palani Road) to join with
coastal State Highway 19, which converts to State Highway 11 at Kailua-Kona town.
This upper elevation agricultural area of the West Hawaii region is essentially the old
"coffee" belt which at one time spanned the entire length of the old government road
from north to south Kona, while beach and coastal areas were sparsely populated holding
occasional fishing villages, with active cattle and commercial loading and off loading at
Kailua bay. Today, much of the current coffee activity center occurs in the south Kona
district, with the north Kona district's upland coffee farms being slowly converted to
residential subdivisions serving housing needs as a bedroom community to workers in the
visitor industry along the Kona coast.
South of Kailua-Kona, all coastal roadways converge back at the 800' level and re join
the old Mamalahoa Highway, becoming State Highway 11, proceeding further south,
through the towns of Honalu, Kainaliu, Kealakekua, Captain Cook, Napo'opo'o,
Honaunau, and Ho'okena.
Seemen[s Segments along this extensive corridor could be determined on the basis of
several criteria. The existing commercial centers (zoned medium density under current
State and County planning documents) could be used. These are based on the region's
agricultural history which allowed certain land uses under agricultural zoning. These are
the usual nodes of commercial centers found along this "corridor", identifiable by their
characteristic cluster of schools, churches, small shops and general merchandise stores,
old theater structures and old hotels.
Based on current zoning, informant interviews, oral histories and commercial mapping
(UH Press), the following locally familiar landmarks and highway corridor focal points
generally emerge. This list should be considered a preliminary one which will change as
more community input is solicited and received. For more detail, see Appendix C.
Pu'uwa'awa'a Pu'uanahulu village
Pu'uwa'awa'a Ranch
Holualoa: Hayashi House
Art Galleries
Kona Hotel
Kimura's Iauhala Shop
Paul's Place (formerly Tanimoto General Store 1880's)
Old Post Office
Others to be determined from community meetings
Honalu: Daifukuji Buddhist Temple
Teshima's restaurant
Honalu Tofu factory
Kainaliu: I.anakila Chapel (1866)
Aloha Theater
Capt. Cook: 1"Hawaiian Episcopal Church
Amy Greenwell Botanical Garden
Kona Historical Society
Central Kona Union Church
Kona Historical Society
Kealakekua Christchurch
Amy Greenwell Botanical Garden
Manago Hotel
1929 Kona Theater
Kealakekua Shopping Center
Honaunau St. Benedict's Painted Church (1902)
Honaunau Elementary School
Bon Brothers (was Kudo Store)
Old Post Office
South Kona Education Association (SKEA) building
Community Theater
Puuhonua O Honaunau National Park
Ho'okena Puka'ana Church
Kealia District
Hookena School
Hawaii Meat Co.
The most important criteria of all, is the level of community support and interest. If
there is little or none, it will be extremely difficult to generate an overall mazketing effort
and coordinated activities to promote and create a welcoming atmosphere. To a great
degree it depends on the level of "community" activity there might be in these several
small communities stretched out along the Mamalahoa Highway.
I ~
Islands of Harval'I
tone ~
v.~ ~d
rr North Kona
1'P~ -{U, r PJ, ~'uwa'mca'~
. Rtma6
l
a , Euo. t.a sum
3 - 1Coru,
~ ontzuka stop
Airport Komo Sion
c, , KalGut Ndlru~laa
~ ~
:l wsn~y
Kunehameha m Road 7bng wo Tong
Cemetery
Keaubou stop
Central
Kona
Road
South
Kona Ha.o,~„~
vw~e
NvU~,oSec~ tuna klfNi}~e (pY~~f7LN
11 'A''` ~~Gt.f (a ol~
O/ "S
- Ca~nrn tau ~.ua u~'<~hv;r.f ~in[ir_ lCi~iS~_ 1~
Chapter V Potential character and attractions: Holualoa
The Holualoa "segment" would be identified as the northernmost 5 mile length starting at
Palani junction where Highways 190 (Palani Road) and 180 (old Mamalahoa Highway or
North Kona Belt road) intersect and ending where Highway 180 intersects with Hualalai
Road which serves as a connector road between Highway 180 at 800' elevation and its
next parallel road the Kuakini Highway at 500' elevation. Moving north to south, it
would cover the following features:
• Palani junction and Mamalahoa highway site: an 1850 Greenwell property site
(present day commercial nursery)
• old Honokohau school site (now Mokua Iani school)
• Onizuka Store (now abandoned)
• Komo Store
• Murata's dress shop
• 1914 tofu shop and factory (Tomce's house)
• First Japanese language school (now Imin County community center)
• Hakoda's general store: back side was Dr. Seymour's old office
• Sakata Blacksmith (now Dr. Toyama's office)
• Ueda House (now coffee place) with separate bath house and out house
• Capt Cook Coffee Service Station (now Ferrari coffee place)
• 1926 Kona Hotel (now Kona Hotel)
• Hayashi House
• Old Theater (now Door of Faith Church)
• Angst Garage (Kona Art Center)
• Old Post Office (Sam Rosen's place)
• Gouveia Butcher Shop
• Holualoa Catholic Church
• Telephone Exchange (Angst owner)
• Dentist house and office
• Cemetery
• old Thurston House (small, yellow house)
• Kimura's House (Lauhala shop at Hualalai connector road intersection)
(based on oral history tour of upper road from Palani [o Hookena with S.Greenwell, S.Mastram,
A.Fujita, S.Chase, M.Kim on 5/11/98)
Historic swctures and history. At one time, there were several general merchandise
stores to service nearby communities along this 9 mile segment including the Onizuka
Store in Keopu, founded in 1933 and operated for 57 years (now closed) and the K.Komo
store, worked by three generations. Full scale immigration of Chinese, Portuguese, and
Japanese laborers in the 19'" century changed Holualoa from a Hawaiian farmland to the
principal agricultural village in North Kona. Newcomers found the steep countryside
usable for growing coffee, cotton, grapes, breadfruit and Kona oranges. For 27 years,
even sugaz was grown in the azea, resulting in plantation camps and the establishment of
Catholic Protestant and Buddhist churches to serve the multi-ethnic community.
'Jo
Holualoa became the headquarters of the Kona Telephone Company, started in the
1890's, and Dr. Harvey Saburo Hayashi from Aomori-Ken, Japan, became Kona's first
full-time resident physician and publisher of the Kona's first newspaper, the Kona Echo.
Dr Hayashi's house is still standing, and would be a central focus for the restoration and
maintenance of Holualoa town as a key heritage site along the Kona Heritage Corridor. .
The town still has a general merchandise store, a post office, several art galleries and
B&B's, some churches and temples, graveyards, and historic sites.
School of Architecture Summer Field School. For two summers, 1998 and 1999, the
University of Hawaii at Manoa's School of Architecture conducted a field school for
architecture students involving an inventory of historic structures at Holualoa town,
which resulted in the measurement, photographing, drawing and otherwise recording and
documenting features of these older buildings. During two separate field courses in the
summer of 1998, students studied and documented existing buildings, structures and sites
of historic significance, including field measurements and drawings, historical research,
photo documentation and preparation of archival drawing to be deposited in the Library
of Congress. [UH Arch 472 (1) and (2) Historic Building Documentation, Instructors:
Spencer Leineweber and Sheree Chase]
Out of the inventory, 5 structures were selected for more in-depth study. One of these is
the "Hayashi House" in Holualoa, the home of the first western trained physician in the
Kona area, Dr. Harvey Saburo Hayashi. Trained in San Francisco, he moved to Holualoa
in 1894 and found poor sugar and coffee farmers living in unsanitary conditions on leased
land from the American Factors Company (AMFAC), Bishop Estate or from local
landowners, living in small houses or run down cottages scattered all over the foothills of
Mount Hualalai and Mauna Loa. Roads were muddy or gravel-laden and Hayashi would
on house calls on horseback. Japanese immigrants lived in Kailua, Holualoa, Kainaliu
Kealakekua, Honaunau, Captain Cook and Napoopoo, having immigrated directly from
Japan during periods of government contract or liberal immigration from 1885 to 1923.
Many Japanese came from other parts of the big island such as Hamakua, Kohala, Kau
and Puna by escaping secretly at night from contract labor conditions on plantations
there. Many ran through dense forests at the foothills of Mauna Kea and Mauna Loa,
crossing over the vast lava desert to the west side of the island.
He founded the first Japanese language newspaper for the island of Hawaii, the god in the
Hawaii (the Yamato Shinbun was started in Honolulu in 1895), intervened in plantation
labor disputes, represented Kona coffee farmers in obtaining payment of contract
workers' savings, organized the first cemetery for immigrants in Kona, and was active in
mutual benefit societies. He organized the first independent language School at Kona,
and his wife was its first teacher.
The Hayashi House consists of two parts, the originally swcture built in 1898 and
adjacent to it, a 1915 addition. It is primary, rock foundation, one story structure in
current residential use, located on the Mamalahoa Highway at TMK 7-6- 04-13. Its
construction is simple vernacular, wood posts and exterior walls, made of painted vertical
6"wide board and 1"wide batten. It has a gable roofline parallel to the street with exposed
~-r
rafters and a double pitch corrugated roof. There is a outset full width lattice porch with
railing, with wood and glass windows both sliding, fixed and jalousie. There is a single
entry of paired paneled wood doors.
The report cites "integrity" ratings on this structure "high" as far as district status,
location, setting, design, materials. The house is presently rented out by its owner,
Lillian Towata, the l2'" and youngest child of Dr. and Mrs. Hayashi.
Based on the following criteria, give buildings were selected for more in depth work:
• Integrity: the least amount of structural change over the years
• Availability: access to the site, support from landowner
• Age and associated history: significance of age and completeness, validity of
associated history
• Diversity of buildings: how does the collection of selected sites contribute to a
representative example of types of structures, i.e., residential, commercial,
religious
• Inventory Sheet: initial inventory information sufficiently warrants further work.
The following buildings were selected for further measurement with consent by
individual landowners:
1. Dr. Harvey Saburo Hayashi Residence, first western trained Japanese physician,
original home ca. 1898 Courtesy Lillian Hayashi Towata
2. Dr. Kaname Nakamaru, Residence, ca. 1920 and office ca. 1420. First Japanese
dentist in Kona. Conrtesy Dr. and Mrs. Kent Nakamaru
3. Telephone Exchange & Post Office ca. 1915 Courtesy Christian & Lisa Twigg-
Smith
4. Holualoa Post Office, ca. 1900 (moved to current site in 1937) Courtesy Sam Rosen
5. Keopu Hongwanji Mission ca. 1912 (Keopu Kumiai Building) Courtesy Keopu
Kumiai Association, Gilbert Fukumitsu, President.
?;L
Islands of Hawaii
(1c(ui( .~ywyy ~ t~(If,
, ;i.t':
;~;y.,
~s_c..
NYC
~z°.rs~°~'' • , North Kona
® ~lt6v~OB~- . Pu uuzt'a:uu'u
• Palani Road (Highway 190/180) KunCb
• old Honokohau school site a ,
rw:
cif w f~.e~ +w .u:.
• Onizuka Store (now abandoned) 'tT.;;i"=' ~ •
r
• Komo Store ~ ~ Nina Lath Street
~~R•
• Murata's dress shop
,a
• 1914 tofu shop and factory (Tomce's house) Anna ' zului STurE
Int'1 ~
• First Japanese language school AsYpur! Hy~,~yj 'no .Store
• Hakoda's general store Kulluu ~ ~O~ a(alva
6a O vwn
• Sakata Blacksmith (now Dr. Toyama's office) Y Matnalahoa
• 1 }I(ghw~y
• Ueda House (now coffee place)
};amchameha IH Road Tung IVv Tong
• Capt Cook Coffee Service Station Ce(rtelery
• 1926Inaba (Kona) Hotel Keauhuu 5lUre
• Dr. Hayashi's House Central
Kona
• Old Theater (now Door of Faith Church)
• Angst Garage (Kona Art Center) N:tpoopoo
Road
• Old Post Office (Sam Rosen's place)
• Gouveia Butcher Shop
• Holualoa Catholic Church
• Telephone Exchange (Angst owner)
• Dr. Nakamaru's Dentist office
• Cemetery Jouth
• old Thurston House (small, yellow house) Kona /(o~okena
• Kimura's (Hualali Rd/Hiway 180) Village
23
Chapter VI Recommendations
As local residents themselves see changing landscapes and seek to maintain the character
and identity of places their grandparents and family friends have built, the convergence of
the repeat visitor's interest in Hawaii's rural areas rich in local history require residents to
do more for themselves and for their visitors. Heritage corridors is one approach that
paves the way for development of visitor information centers combined with mini-
museums, convenient and well planned road side pull off areas situated at well marked
and interpreted heritage sites (cemeteries, temples, historic structures, roadside features
of historic interest).
Of importance are several guidelines which emerge from a review of the region's
planning history and documents. Some of these are:
• The County shall encourage the State Department of Transportation to establish
special scenic routes within and between communities. County of Hawaii General Plan,
TranspoRation element.
• In addition to the community-wide planning embodied in this plan, there will be a
further need for detailed planning of each area which will identify the specific
infrastructural and development needs of the area, the phasing between and among
infrastructure and land development, and the desired character of the resultant
development. Such detailed planning will form the basis for coordinating public and
private investment..." Kona Regional Plan, 1983
• In the mauka Kona azea along the Mamalahoa Highway from Holualoa to
Captain Cook limited residential expansion within the General plan designated
]ow/medium density urban areas. Housing types in this azea are overwhelmingly
single family residential and incremental expansion on small scale basis would
reinforce the rural village atmosphere. Large scale expansion would, however, be
disruptive of rural village atmosphere and in conjunction with other small scale
additions would overload segments of the road, thus no expansion of a large scale
nature should be approved Residential Land Use Concept Map Recommendation, Kona
Regional Ran 1983.
• The existing rural village atmosphere would continue to evolve through small scale
]ow density residential additions Land Use Plan, Kona Regional Plan 1983
• In 1983, no changes were proposed to the minimum agriculture lot sizes of one (1) to
five (5) acres along the old Mamalahoa Highway form the Palani Road junction south
to Kealia. With soils and climate suitable for orchard and truck crops in an area
representing traditional agricultural use from prehistoric times, it was recommended
that these agricultural zones be maintained for both large and small scale agricultural
opportunities. While the potential for non agricultural uses such as rural low density
residential lots was recognized, it was deemed necessary to maintain the variety of
lots sizes for bonafide farmers who may want to establish small farms in areas where
~I
soil and climate capabilities for intensive agriculture are higher..." Agricultural Land Use
Concept Map recommendation, Kona Regbnal Ran 7983.
Current trends and statistics.
• The repeat visitor to the island of Hawaii is especially attuned to "cultural tourism".
Repeat visitors to Hawaii prefer the neighbor islands and are primarily from the
mainland United States and Canada who are seeking opportunities to learn about local
history and experience higher levels of interaction with local residents.
• Good b~ "Accidental Tourist". This local history and higher level of interaction
with local residents occurs is more accessible in rural areas than urban, but much of it
needs to also be organized on the part of the "host" culture in terms of present
accurate information in a format understandable to a "visitor" and in a way that brings
benefits directly back to the host community. Today's visitors are far more
sophisticated than the "accidental tourist" of the past, who stumbled across a
remarkable piece of local history only because a local resident had the time to take
this visitor "exploring".
• Island of Hawaii Visitor Profile. Today's repeat visitor the island of Hawaii loves to
read, uses the Internet, stays at B&B's or comes on an air/hotel package and rents a
car, is on his or her 6°i trip, has a high level of familiarity with the island and its
towns, has favorite sites and restaurants which are always revisited, knows what to do
and where to go and is always seeking to Team more about this place they like so
much.
• Kona Heritage Corridor qualifies. Historic towns and sites along the 33 miles of the
proposed Kona Heritage Corridor discussed herein sufficiently meet national and
local suggested criteria for designation as sites constituting heritage nodes along a
"heritage transportation corridor", with specific emphasis on one "node", Holualoa,
as a pilot project site requiring specific courses of action to maintain its local
historical landscape, identity and character.
Holualoa Villaee. The most important task for the establishment of Holualoa village as a
corridor heritage site is the development of a Road Improvement Plan. At the same time,
corollary work needs to be done on deve]oping preservation guidelines relatign to
structural integrity and ways to assist landowners who are inerested in maintaining such
guidelines, as well as an interpretative plan which will pull together all available and
pertinent information for later uses in signage, informational flyers and brochures, other
printed informational literature about Holualoa. A beautilivcation plan is also
recommended as means of plannign and implementing a restoration of public landscaping
and resonation of native plant populations of earlier years along the old road.
Road 1 ~rovement Plan. The 5 mile stretch between Palani junction on the
Mamalahoa Highway or "belt" road, is a narrow and winding road carrying heavy
commuter traffic in morning and evening hours. In most places there are no shoulder
areas to pull over, much less park and walk to nearby historic sites even if these were
well marked. signage design and development for this stretch of a heritage corridor
would need to be done in conjunction with road improvements which coordinate and
enhance pre-designated silos. stops, and sosnic pull oven along the way. Irnprovement in
traffic design and flow as wep es parking to accotnmodate safety needs a8 well as visitor
coavenienoe is tteeded at the village center c on roads with narrow or po shoulders with
no parallel pathways or aignage. Rest slope or small parking areas read to be developed
as it rotates to historic sites and places, or town improvements around the general stast,
the Post Officc, and rho Hayashi house that are integrated into a prodetemilned overall
design thettre for the center of Holualua town.
Highway 380 is a cottaty road, and the Coanty Ihpartrnent of Public Works' mission ie
road maintenance and repair. It is not charged whit design and exxution of
improvements m vehicular movement in safer and more convenient pattema for drivers
and residents is the Holtialoa area. A major design project will be required involving a
parAtership with the County im developing specially designed road improvements
integrating historic Teatures, siguage and visitor information stops and gull overs as part
of the roadwork progrem. Thd+e is aced for bout state and county cooperation in
developing a small mgioual roadway plant such as thin since much morn is involved rhea:
the usual and txtatomary road mpair and maintenance, sad morn sources of funding can
be tapped into under a partnership within a special improvement district framework, a
heritage preservation district guideline, or soonic byways initiative. Faders! funding wifl
be Headed (see Appendix re i$TEA sad TF1121)
Establish historic preservation guidclinoa will
help Holwloa bother define what kind of future changes will be enhance or take sway
from abet is already there in terms of its local history, presently standing historic
structures, end other heritage sites and places. Building on the University of Hawaii
School of Architecture data base of ~gaificant, historic structures, historic preservation
,guidelines esa be developed is terms of types of permitted architectural styles and
designs within the historic framework of rho village aroa.
This study should also include tbe pros and coos of imposing a apeaai design district for
purposes of imposing certain zoning and building code restrictions and/or variances to
address proposed uses that could bt in Iteeping with what the community has determined
to be rho preferred character and iderrtity of the area. This would allow certain triads of
local-and state tax inceativea to sustain a prefeaed design feature cr theme for the area,
and qualify for possible federal tax credits. 'them are federal tax credits equal to ZO% of
the coat of rohaMlitating a historic structam or non histerie strnetttre built before 1936. Irt
'most cars, "certification" is regaimd, i.e., listed on tht natioaat register of Historic
Places and of state or local goverruawt historic register.
Holusloa Interoredve Ran. Them is need to continue the colleotiun and
compilation of historio information regarding the difleront aspects of Motualoa town, and
to document this information in a source publication R•hich can be used iA the futum for
auhaequent research, development of iaterpmtarive signege, flyers and brochures, and
other fdtow up publications for the marketing of Hduaka.
Put of this ineludes diacusaions by 1'ularna la Kona with the Hayashi family of Holualoa
regarding the possible eetablishrnent of a smell visitor infotmelion center and mini-
muaetun is a small section of the Hayashi Hottsa. Welcome oemen uador federal'I'EA-
21 funding category Report Language: to be eligible the tourist or welcome cantor
(whether new feality or exrsrang facility) does trot !rave to bo on a designated acetic or
historic byway, but there must be a clear link to sonic or historic sites (I,gIWAj It would
serve as a stopping point for visitom with restroom fsctilities and secondary map
information, specific information about the Hayashi family and the Hayashi house
through exhiMts, momentos and publications, end other sales items each ae local crafts
and products. Information could be obtained rogarding other features of interest in the
atea,'iaclading!ocal sites each as places to see temnanU of the Kona Feld System.
. One of the recommettdatioas of the 1958 "Kona
History, Iiistoriral Site aad the Kona Wey of Life" study was the idea of retaining the
twisting alignmena of minor roads and pleating with local species. A beautltLcation plan
for the proposed 5 mik length would aooomplislt ilia. The Kona t7utdoor Cirole at one
time heel proposed beeatification plans for this arcs and should be encouraged to pursue
such plans in cogjnndion with the mad improYCanent and interpative plan. All etfotts
intertwine in determining distinctive heritage sites eloag a specific sa+etch of highway,
which will also integrate beautificafion features (titder clearing, planting screens,
setbacks, eecJ with spec read improvements to enbsmee theme sites and features.
The 1983 Kona Regional Plan recommended '.hat
further detailed plerming of each area would be needod tb identify the specific
infrasttuctural and development needs of the area, the phasing between and among
infn+tructure and land development, and the desired charaacter of the resultant
deveopmem. Such detailed planning will form the bads for ceordinating anbl}e and
prlVate 1nYeatIIrent.
In keeping with ilia suggestion, it is difficult to make any specific recommendation
mgarding the "next steps" for the development of rhea oven!! Kona Heritage Comdor,. It
is sometling that will need to be pursued by individual areas in their owo planmuv for
spec infraatrtretarai and development needs of its area, and the desirx+ character it
would tike to sustain or achieve for itself. 7'he usual next step is the development of a
corrdor "management plan", or a heritage corridor "strategic plan", as was developed by
and for each individual community in the Aamakua region.
However, to even begin to develop a "corridor management plan" would :equine the
sapport and co»senaua of the communities of interest, business associations, historical
and educatioael grotrpe, etc. up and down the 33 mils stretch of the proposed Kona
Heritage Corridor. However, in the meantime, other possible courses of a~Ion can be
.pursued. F,ech of these, however, again roquiros a lead orgmtixation willing to organise
and solicit input and detormine level of interest among the different groups involved and
affected.
t~
$ome imatediate or Hoar term saggestions include the development of a drvo guido
which identifies or cotabines existing varieties of brochures and drive guides (Kona
(toffee Drive Guide, e.;., into a sintntiar one which vrimarilv nova the diYfemnt histori c
sites and merchant businaases along the proposed upper highway corridor from
l'uuwaawaa to Hookena. It would require an organization such as Pulatna to conduct a
survey of business intatest and solicit contributions toward the development of such a
guide if an interest is then. S the iatet+eat in not there, it is not worth pursuing.
However, the Kona Iiistottioal Soaety's publication on which the 33 mile corridor length
is based. in itself could be converted to a convenient drivo-guide that would incorporate
some of the business centers aloe=the way.
gther options could also be pursued, whether collectively or individually on a community
by community basis. These wutaes of action ate good to koep in mind in the
conaideradon of i»fraatructutal planning end design on a comtnttniry by comtttunity basis
along this proposed lengm of highway.
• Consider application for national and/or Afl American Hyway deaignstion
• Consider app6radon for state and federal historie rogiater for certain corridor
landmarks
• Support conduced Ag 1- 5 sera taming, and maintaining current medium density
zones village areas along the 33 mile highway length, and emsuro rite growth rates
and diroations suggested in the 19d3 Kona Regional Plea
• Support the continuation other recottnnendations of the 19ECi Kona Regional
Plan.
1+~
-••yc.m~r~sr`
APPENDIX A Repeat Visitors and Cultural Tourism
The high repeat visitor number in Hawaii. April 1998, saw an increase in repeat visitors
and a drop in first-timers. From both directions combined, nearly 59% were repeaters, up
5.1% over the previous April, and 41% were first timers, down 6.4%. Of the repeat
visitors, 65% were westbound travelers, up 3.2% from last April, and among eastbound
arrivals, repeaters constituted nearly 48% in April, up 5.1% from the previous April
(HVCB data. Overall, westbound arrivals were up 10.9% over April 1997 eastbound
arrivals were down early 8%. (Honolulu Advertiser 6/3/98) While the State overall has
suffered losses in Asian visitor counts due to recent economic problems in Asian
countries, Waikiki and Oahu has taken the brunt of it as these destinations cater to `Yrst
time" and Asian visitors, while neighbor island visitor numbers have managed to stay
positive.
Bia Island Visitor Profile The HVCB reports over 1.2 million visitors on the big island
in 1997, with over 70% coming and going out of the Kona airport. This does not include
visits originating within the State of Hawaii. A 1998 survey showed that of those visiting
the big island, 64% had previously traveled to the State, and of these, the highest
percentage (35%) had visited 6 or more times. Of those visiting the big island, 38% were
repeat visitors with more than 40% on their 5`" or more visit. 64% stay at hotels and 22%
in condos with the highest percentage (39%) staying more than seven nights, the longest
length of stay in the State.
Other data from the Hawaii Visitors and Convention Bureau has shown that the type of
visitor on the big island of Hawaii tend to be avid book readers, joggers and gardeners,
who enjoy outdoor interests such as hiking, climbing, reef walks, picnics and bazbecues,
walking tours, sung and boogie boarding. Their preferred statewide attractions include
the Honolulu Aquarium, the Zoo, the Botanical Gazdens, Pazker Ranch, Mauna Kea
Observatory, Kauai Lagoons, swap meets and flea markets.
The average head-of-household income is $86,400 (1994 figures). This visitor has the
second highest income level of four visitor group clusters identified by the HVCB. They
are well educated (average education level 4 y ear college) and older ([he average party
head is 45.8 years old); highly likely to be professionals (doctors, lawyers, brokers,
educators); ]east likely to stay exclusively in a hotel; spends $136 a day, and are usually
independent travelers or on a package air travel trip. This group is also interested in
cycling, finance and investing, pets, domestic travel, and isdiet-conscious. They are also
collectors and photographers, play musical instruments, enjoy nature walks, do floral
arrangements, are culturally oriented, like to visit museums and galleries, are more prone
than others to mail order catalogues, and aze interested in science and technology. They
have an appreciation of fine wines, gourmet foods, entertaining, cruises and foreign
travel.
('ultural Tourism and Economic Return. Interest in cultural tourism takes visitors more
to those places mentioned above, i.e., museums, craft fairs, exhibits, lectures and
festivals. A 1997 study by the Hawaii Museums Association found that museums are a
major asset to tourism by attracting visitor who stay loner, spend more and make a
greater contribution to the state's economy. Hawaii's 94 museums and cultural
attractions generate a total impact of $339 million economic output, 5,000 jobs and
$142.5 million in household income for Hawaii's people. Museums are defined as an
organized institution, open to the public, which acquires, conserves, researches,
communicates and exhibits, for the purposes of study, education and enjoyment, the
material evidence of man and his environment (Economic Impact of Hawaii's
Museums and Their Role in Tourism, Hawaii Museums Association, September 1997)
At the national level, research conducted by a national nonprofit organization known as
Scenic America ("Scenic Byways Benefit local Economy" white paper 1998) states in
part that a good scenic byway program is one [hat protects the visual environment and
encourages economic development and tourism and that an increasing number of studies
show real economic benefits to identifying, protecting and promoting scenic byways.
From a 1982 study by the Tennessee Department of Transportation, the goal was set and
accomplished, to encourage one-third of the visitors to the state to say an additional one-
half day, which would generate another $196,020,000 annually for the State's economy
through [he creation of a state Scenic Parkway Program. Surveys have shown that 43%
of American adults drive for pleasure, making it American adults' second favorite
recreation activity, behind only walking. ,
The Blue Ridge Parkway in Virginia and North Carolina have also provided significant
benefits for neazby communities. In 1987, parkway visitors spent about $1.3 billion in
counties contiguous to the parkway. According to the Southeastern Research Institute,
those expenditures resulted in about $98M in tax revenues and supported more than
26,500 jobs in that region.
The 1994 American Traveler Survey asked 28,000 Americans where they'd most like to
vacation. The leading domestic destinations were Alaska, Hawaii, Maine, Vermont,
Colorado, Washington, and Montana -all known for protecting their outstanding natural
beauty.
APPENDIX B National Scenic Byways Road Designation Criteria
Location criteria suggested by the National Scenic Byways Program (NSBP) incorporate the
needs of the traveler with byway strategies, the communities of people who live in and near the
byway, and of those who may interact with and potentially benefit from travelers. The NSBP
philosophy is that byways should be conceived by, shaped, and managed to serve the
community or communities through which they pass. "Intrinsic" qualities are defined by
NSBP as "features that are considered representative, unique, irreplaceable, or distinctly
characteristic of an area." These six intrinsic qualities are archeological, cultural, historic,
natural, recreational, and scenic.
Archeological: Archeological quality involves those characteristics of the scenic byways
corridor that are physical evidence of historic or prehistoric human life or activity that are
visible and capable of being inventoried and interpreted. The scenic byway corridor's
archeological interest, as identified through ruins, artifacts, structural remains, and other
physical evidence, have scientific significance that educate the viewer and stir an appreciation
of the past (FHWA Policy 5.18.95)
Cultural. Cultural quality is evidence and expressions the customs or traditions a
distinct group of people. Cultural features including, but not limited to, crafts, music, dance,
rituals, festivals, speech, food, special events, vernacular architecture, etc. The cultural
qualities of the corridor could highlight one or more significant communities an/or ethnic
traditions. (FWHAPolicy5.18.95)
Historic. Historic quality encompasses legacies of the past that are distinctly
associated with physical elements of the landscape, whether natural or man made, that are of
such historic significance that they educate the viewer and stir an appreciate of the past.
Historic elements and features may include buildings, settlement patters, and other examples
of human activity which can be can be inventoried, mapped, interpreted. They possess
integrity of location, design, setting, material, workmanship, feeling, and association. (FHWA
Policy 5.18.95)
Natural. Natural quality applies to those features of the visual environment that are in
a relatively undisturbed state. These features predate the arrival of human populations and
may include geological formations, fossils, landform, water bodies, vegetation, and wildlife.
There may be evidence of human activity but the natural features reveal minimal disturbances.
(FHWA Policy 5.18.95)
Recreational. Recreational quality involves outdoor recreational activities direct
associate with independent upon the natural and cultural elements of the corridor' landscape.
The recreational activities provide opportunities for active and passive recreational experiences
and could include downhill skiing, rafting, boating, fishing, and hiking, driving. (FHWA
Policy 5.18.95)
Scenic. Scenic quality is the heightened visual experience derived from view of natural
and man made elements of the visual environment of the scenic byway corridor. The
characteristics of the landscape are strikingly distinct and offer a pleasing and most
memorable visual experience. All elements the landscape -landform, water, vegetation, and
man made development -contribute to the quality of the corridor's visual environment.
Everything present is in harmony and hares in the intrinsic qualities. (FHWA Policy 5.18.95)
~1
Appendix C
Kona Lieritege Corridor Inventory of possible altos
• Palani junctior, and Mamalahoa highway site: an 1850 Grcenwell property sift
(pr~veni day cotnwetcial nursery)
• dd Konokohap school site (now Mokva Iani school)
• f)<uzuka Store (now ahatndoned)
• Komo Store
• Morale's dress shop
• 1914 tofu shop and factory (Tomoe's house)
• First Japanese language school (now Irma County community center)
• Hsdcoda's general store: back side was Dr. Seymour's old ofl3ee
• Sokoto Blacl~amitl? (now Dr. Toyama'a atlIce)
• Ueda House (now coffee place) with separau bath house sect out house
• Copt Cook Coffee Service Station (now Fertari coffee place)
• 1926 Kona Hotel (now Kona Hotd)
• Hayashi House
• 01d Theater (now Door of Faith Church)
• Aagat Garage (Kowa Att Center)
• Old !'oet l7ffice (Sam Roaea's place)
+ Gouveia Butcher 3hup
• Hdualoa Catholic Church
• Telephoce Faxchange (Angst owner)
• Dentist house and otlice
• Cemetery
• old Thttrstoa House (ffipall, yellow house)
• Kimuue's House (I.auhala shop at Hualalai connector road intersection)
• Doris Place (general storo)
• new brides (upland flooding)
• UCC Hawaii coffee
• red thatch manka - old'congregational style
• Dogkey Mill (1• coffee coop in 195.1)
• County Bane Yard
• H1I junctutn et kesehou
• breeditttit tttc line: meuka of this line was taro; nlakai was breadfruit
• dd Kesohon School
• dd Pbat Office
• Kaldd St. connector to Hl l
• dd poi ahoy (mauka)
• Chinese cemetery (ruanka)
• Keeahou Store (sells everything end eves tiros bicycles)
• Kato Dairy
• Traaafer Station
• Sugai CaLfea
• Highway 180 joins H11 at Daifuknji Temple (early Buddhist tanple)
• Teshima's restaurant
• Honalu Tofu factory
• Kainaliu -busy commercial center with Honalu during WWII because of military
training camps in Waimea (Tarawa) in prepazation for Pacific campaign
• Aloha Theater - in 1931 this was the southern end of "Kona"; it used to be a store
and was the northernmost point for southern traffic in the "old days"; Kainaliu
used to be known for its specialty stores; a 1946 fire destroyed most of the town's
buildings so very few swctures are pre-40's
• Kona Light and Power site; provided electricity until 1934
• Captain Cook town
• Akana Store (green white)
• McDonald's and Gas Stations: "generics"
• Credit Union building (moongate roof design)
• 1stHawn Bank
• Public Library
• Central Kona Union Church -dates back to the 1850's; presently provides
services in Ilocano and Japanese languages
• Kealakekua - J.D.Paris church; predecessor (A.S.Baker) build wooden churches
• Kamigaki Market
• Bakery
• Antique store
• Kona Historical Society: (at Kalukalu) ranching exhibit and dairy operations;
membership growth from 25 [0 800; IMS grant in '95 made it the permanent
home of touring exhibit on coffee; 22 years old; J.Olson has tape of 1° nigh[ mtg;
oral histories on stores project was completed documenting 81 stores along the
upper highway
• Baybook House -was Ag teacher in old days
• Grass Shack -was small general store (Japanese owned)
• mauka -series of cowboy settlement areas
• Todd's Hill: dairy and merchandising store; Isabella Bird (Six months in the
Sandwich Islands) stayed at Todd's Hill Hotel.
• Konawaena HS road
• Christchurch
• Volcano/Kealakekua Bay Highway Sign
• Napoopoo road
• Uchida Farm (mauai side of Hwy 11; KHS guided tours only)
• Kealakekua Bay Road tum off
• Amy Greenwell Botanical Garden (was an area where a Scotsman named Brooner
had a coffee plantation of about 88 acres, and later sublet parcels [o Japanese
families for independent coffee growing)
• Manago Hotel
• 1929 Kona Theater
• Kealakekua Shopping Center
• Noguchi's coffee -one of the earliest coffee mills in the area (mauka)
• McCoy Plantation tum off -remnant road returns to Hwy
• WingHing Coffee and General Store
• Middle Keei road at Napoopoo
• Coffee shack - makai
• Keei - mauka
• Kona Stop & Shop
• Honaunau Elementary School
• Bon Brothers (was Kudo Store)
• Old Post Office
• South Kona Education Association (SKEA) building -was Japanese language
school
• Community Theater
• Puuhonua O Honaunau
• Higashi Store (was Poi factory)
• Puukaha Church
• Kealia District
• Hookena School -Albert Akana, Principal
• Hawaii Meat Co.
(based on oral hisfory tour o/upper road hom Palani to Hookena wRh S.Greenwell, S.Mastram, A.Fu~Ra,
S.Chase, M.Kim on 5/71/98)
Appendix D Kona - An Historic Overview, by J.Greenwell, Honolulu 1994
Taken from: Kona In History: A Guide to Resources
Compiled and Annoted by Helen Wong Smith
Edited by Linda K. Menton
Sponsored by the History and Humanities Program of the State
Foundation on Culture and the Arts in cooperation with The Kona
Historical Society, Honolulu, 1994
3"~
KONA - AN HISTORIC OVERVIEW
by Jean Greenwell
The Polynesians who first discovered the Hawaiian Islands surely found the Kona coast
a welcoming one. Everything necessary to support life could be found here. The weather was
moderate with enough rain on the fertile upland slopes to raise crops. The calm waters were
ideal for reef and off-shore fishing.
Many of the ancient ali'i (chiefs) made Kona their main place of residence. Umi-a-Liloa
united the island of Hawaii under one rule in the late fifteenth century. He moved the seat of
power from Waipi'o Valley to Kona. He was followed by numerous ruling chiefs who also chose
to make Kona their primary headquarters.
Kalaniopu'u was the highest-ranking chief on the island in 1779 when Captain James
Cook and his men sailed into Kealakekua Bay aboard the Discovery and the Resolution. At
Hikiau Heiau, near Napo'opo'o, Lono, the Hawaiian god of the Makahiki, an ancient festival
beginnning about the middle of October and lasting about four months, was worshiped. Here
Cook was treated by the kahuna (priests) in a style appropriate for a high ali'i and some
speculate perhaps a god. Across the bay from Hikiau Heiau where the kahuna gathered, was
the village of Ka'awaloa which was home to the ruling ali'i at the time. Captain Cook met his
death at Ka'awaloa at the hands of Hawaiians during a confrontation concerning a stolen
cutter. Today Kealakekua Bay and the area around it is a state historical park.
Kealakekua Bay became one of Hawai'i's most frequently visited ports in the late
eighteenth century. Explorers such as George Vancouver found safe anchorage in its waters.
Vancouver, who made three trips to Hawaii between 1792 and 1794, became friends with
Kamehameha I. With the king's permission, Vancouver landed the first cattle at Kealakekua
Bay in 1793. The cattle multiplied over the years and became the original stock for many of
the ranches in Kona and on the island of Hawaii.
Over the years numerous battles were fought along Kona shores. The battle of
Moku'ohai in 1 782 took place in the ahupua'a (land division) of Ke'ei near Kealakekua Bay. This
encounter between Kamehameha I and the chief, Kiwalao, was the first battle Kamehameha
fought in his drive to conquer all the islands. His victory over Kiwalao became the foundation
of all his subsequent power. The Kona chiefs who supported Kamehameha at this time
remained faithful to him throughout their lives; they and their descendants helped shape
Hawai'i's future.
In 1 81 2, after uniting all the Islands under his rule, Kamehameha prepared to move his
court to Kona. This was swell-planned move and many preparations were made to accom- 3
modate his retinue. Since the last eruption of Hualalai in 1801 destroyed the large fishpond of
Pa'aiea, a major food source for the area, Kamehameha put his advisor, John Young, in charge
of repairing and enlarging the fishponds of Kiholo and others along the North Kona coast.
Kamehameha also had his farm lands, called Kuahewa, prepared for planting. These farm lands
t
-°1'~
were located a few miles above Kailua and stretched over some of the best agricultural land ~n
Kona. Kamehameha then settled his court on the land of Kamakahonu in the ahupua'a of
Lanihau at Kailua, Kona. Kamakahonu was destined to become one of the most famous places
in Hawaii, for it was there that Kamehameha spent his last years and it was there that he died
in 1819.
Following his father's death, Kamehameha's son, Liholiho, became king. A short time
later, encouraged by his mother and his dead father's favorite wife, Ka'ahumanu, Liholiho
broke a long standing kapu (taboo) by sitting down with the women to eat. This incident took
place at Kamakahonu and was called the feast of "free eating" or 'ai noa. This symbolic act
destroyed the traditional kapu system. Heiau and sacred images were destroyed. Christian
missionaries, who were already on their way to Hawaii, would find a culture in flux, with many
of its old ways and its old gods destroyed.
Of course there were many of the kahuna and some of the people and ali'i who were
not in favor of the action taken by Liholiho. Kekuaokalani, Liholiho's cousin, who had been given
charge of Kamehameha's war god, Kuka'ilimoku, did not want to see the end of the kapu
system. He gathered his supporters at Ka'awaloa. Liholiho's faction was led by his prime
minister, Kalanimoku. The adversaries met and fought with clubs, rocks, and spears in the
traditional way as well as with guns. Kekuaokalani and his wife Manono were shot on the
battlefield at Kuamo'o, where their graves can still be seen.
In April 1820, American Protestant missionaries landed at Kailua. They received
permission from Liholiho, Kamehameha II, to stay in Hawaii for one year. Later that year
Liholiho and his chiefs left Kona. The missionaries who had been stationed in Kailua followed thet
king to Oahu. John Adams Kuakini, brother of Ka'ahumanu, was given complete charge of the ~
island of Hawaii. Like Kamehameha I, Kuakini also chose to make Kamakahonu his principal
residence. He created a fort out of the ancient Ahu'ena Heiau at Kamakahonu and continued
to govern with the same absolute power as the chiefs of old. In 1823 the missionaries
returned to Kailua where, with the support of Kuakini, they set about building churches and
schools throughout the Kona area.
It was a missionary, Samuel Ruggles, who first planted coffee in Kona in 1828. This crop
proved to be ideally suited to Kona's volcanic soil and temperate climate. In time coffee would ~
come to play an important role in Kona's economy. Over the years attempts would be made to
grow pineapple, sugar, tobacco, oranges, macadamia nuts, and avocados but coffee reigned ?
supreme. Coffee is still grown in Kona today with major emphasis on estate and gourmet
varieties.
Following the Great Mahele (land division) in 1848 between Kamehameha III and his
chiefs, over 800 kuleana (small property) awards were made to Hawaiians in Kona. Thousands
of acres of government land were later sold to Hawaiians as well as to foreign residents.
Sizable ranches and coffee plantations were established as a result of these land sales and by
the leasing of large ahupua'a from the chiefs.
Kona's lands also supported a variety of other enterprises. These included dairies
which were built in the cooler mauka (inland) areas and were maintained mostly by Portuguese
immigrants who made and sold butter. Hides from goats and wild cattle were also a source of
income from the mauka lands. Sheep were raised for their wool until the mid-1880s. In time a
demand for beef made cattle ranching a profitable undertaking and herds were improved with
the introduction of new breeds. Large acres of land both mauka and makai (toward the sea)
were fenced and pasture improvements were made.
The large coffee plantations established in the mid-nineteenth century were found to
be unprofitable. Eventually many small family coffee farms took their place. These farms were
worked primarily by Japanese immigrants who had left the sugar plantations in other parts of
the island to settle in Kona.
The next chapter in Kona's economic history, tourism, began in 1928 when Kona's first
major hotel, the Kona Inn, was built by the Inter-Island Steamship Company. Land use changed
gradually at first. Then with the construction of an airport, improved roads, and better
communication with the rest of the island, as well as fresh water development, change became
more rapid. Today condominiums, hotels, golf courses, business offices, homes and shopping
centers cover much of the coastline properties, and golf courses have begun to appear on
pasture and agriculture lands in the uplands. However, despite this extensive development
many of Kona's historic sites and much of its recorded past are easily accessible to those who
would take the time to learn about this important district which encompasses so much of
Hawai'i's history
Bibliography
Barrere, Dorothy B. Kamehameha in Kona: Two Documentary Studies. Pacific Anthropological
Records No. 23: Department of Anthropology, Bernice Pauahi Bishop Museum, 1975.
Fornander, Abraham. An Account of the Polynesian Race: Its Origin and Migration Vol. II. Tokyo,
Japan: Charles E. Tuttle Company, 1969.
Goto, Y. Baron. "Ethnic Groups and the Coffee Industry in Hawaii." The Hawaiian Journal of
History XVI (1982).
li, John Papa. Fragments of Hawaiian History. Translated by Mary Kawena Pukui. Honolulu:
Bishop Museum Press, 1959.
Kuykendall, Ralph S. The Hawaiian Kingdom, Vol. 1, 1778-1854: Foundation and
Transformation. Honolulu: University of Hawaii Press, 1938.
Macdonald, Gordon A., Agatin T. Abbott, and Frank L. Peterson. Volcanoes in the Sea. Honolulu:
University of Hawaii Press, 1983.
Pukui, Mary Kawena, and Samuel H. Elbert. Hawaiian Dictionary. Revised and Enlarged Edition.
Honolulu: University Press of Hawaii, 1986.
Stearns, Harold T. Geology of the State of Hawaii Palo Alto, California: Pacific Books, 1 966.
/~~;,,,,i,,,,/,InAC E~e)M~t.Vltit~iLl, Si4/,MP~.r
pULAMA IA KONA Heritage Preservation Council is embazking on a feasibility study to
designate Mamalahoa Hwy from Palani Junction to Keauhou as a Heritage Corridor. We
need your input and parnnpation to ensure that the Heritage Condor reflects your family
goals.
WHAT IS A HERITAGE CORRIDOR?
A Heritage Corridor is a place where its history, geography, culture, and natural features
are clearly understood, described and presented to residents and visitors.
A Heriwge Corridor will create a sense of place for those who have lived in Kona and tell a
story to future residents and visitors.
The County General Plan ,Dept. of Transportation and Dept. of Planning regard our
Kumiai area as primarily agricultural. Keeping in mind that "agricultural" doesn't always
mean small farms as we know it, please complete the following:
1. Do you want Mamalahoa Hwy to stay the same for our grandchildren to enjoy and
appreciate their family history?
2. What would you suggest for improvements (what is good for the area) to Mamalahoa
that goes through our Kumial?
3. Do you think that more businesses should be allowed along Mamalahoa Highway? Yes_
No If yes, what kind of business?
4. Do you feel that the agricultural designation for the area should be continued? Yes
No Should we allow more intensive urban development such as smaller
residential lots and additional commercial development? Yes_No_
Additional questions/comments
Please attend a Community Meetine of Pulama IA Kona Heritage Preservation Council on
Wednesday. Febrvarv 24. 1999 at 7:00 PM at the Imin Center. We will report on your
responses and bring you up to date on the feasibility study of a Heritage Corridor.
You are also invited to Pulama's Annual Mtg. at the Brew Pub on Wed. Jan. 27 at 5:30 PM
Please indicate your kumial: Keopu_Waiaha Holualoa Kaumalumalu_
Your signatwe is optional.
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APPENDIX F
ISTEA and TEA2l federal funding
ISTEA. Problem of 20% match commitment by state or local government. Under the
U.S. Department of Transportation's Federal Highway Administration (FHWA), ISTEA
expenditures as of January 1998 for Transportation Enhancement amounted to $2.8
billion and was distributed in the following categories
38% Bike and pedestrian improvement
17% Historic transportation facilities
15% Landscaping
14% Rail-Trails
6% Historic preservation
4% Scenic/Historic acquisition
3% Scenic/Historic Hwy improvements
1% Archeology
1% Runoff Mitigation
TEA-21. Under the National Scenic Byways Grants Program, eligible projects include:
3. Planning, design, or development of a State scenic byway program
• Development and implementation of a comdor management plan
• Safety improvements to a state scenic byway, national Scenic Byway or All-
American, due to the increased traffic due to designation
• Construction projects of facilities; pedestrians and bicyclists; rest azea, turnout,
shoulder improvement, passing lane, overlook or interpretive facility
• Improvement to byway that will enhance access to an area for the purpose of
recreation, including water related recreation
• Protection of intrinsic qualities in areas adjacent to the byway
• Development and provision of tourist information
• Development implementation of a scenic byway marketing program
For Holualoa, a concerted effort toward developing a road improvement plan in
partnership with the County to meet the matching fund qualification for placement on the
State Transportation Important Project list (TIP). The proposal could include any number
of items which would qualify for TEA 21 or ISTEA funds, such as the development and
provision of tourist information, the development of a scenic byway marketing program,
achieving safety improvements to existing roadways, planting enhancements,
construction of turn outs and shoulder improvements, overlooks and interpretive facility.
Under the ISTEA requirements below, County commitment for 20% funding of the
several items that would be needed to make the necessary design and preservation
planning improvements outlined herein would have to be met, unless State CIP dollars
would also be acceptable as a matching source for ISTEA or TEA 21 funds. Much
groundwork with local congressional offices, state and county transportation program
staff, and US Federal Highways Administration will be necessary to sort out the
informaiton necessary to prepaze a proposal that would at least qualify for the State's TIP
list.
ISTEA requirements (1993 state and federal information):
a. In Hawaii, the sponsor of the project must be a government agency who must first put
up the required amount of money, and who will be "reimbursed" 80% of it if
approved and who will be responsible for the 20% in compliance with all federal aid
procedures and requirements. This is usually a county government entity. In the case
of Hawaii County, it would be the Dept of Public Works or the Dept of Planning.
b. Is the proposal on the State's transportation Improvement program (TIP) for the
project period. This is a requirement of ISTEA funding and could only occur after
county and/or state commitment of 20% funding is achieved.
c. What will be the purpose of the funding, how will it be related to transportation, i.e.,
where will enhancement funds be used relative to the public highway
d. How much is being requested, over what time period, what is the costlbenefit analysis
e. Is the proposal consistent with the Statewide Transportation Plan, County of Hawaii
general plan, and other government authority with activities affected by the proposal
f. What is the level of community support