Sculpture of Various Immigrant Sugar Workers – Old Kōloa Sugar Mill – (Mālama Kōloa)

Holoholo Kōloa

Corridor Management Plan

March 2014 ii

Photo of Former Senator Inouye and his wife Irene with the Holoholo Kōloa Scenic Byway Local Byway Committee representatives, taken on August 23, 2012.

Front row from left: Sara Bowen, Glenda Nogami‐Streufert, Senator Inouye, Irene Inouye, Representative Dee Morikawa, Jeri DiPietro & Ken Posney

Back row from left: Haunani Kaʻiminaʻauao, Olie Rivera, Senator Ron Kouchi, Monroe Richman & Ted Blake

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(Copyright 2011 Ed. Gross, The Image Group, LLC – Used with Permission)

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Local Scenic Byway Committee Members

Name Organization

Abrams, Louie Mālama Kōloa

Blake, Ted Mālama Kōloa

Bowen, Sara Kauaʻi Natural Resources Planning

DiPierto, Jeri Mālama Māhāʻulepū

Kaiminaauao, Haunani Mālama Kōloa

Kuala, Marty Kōloa Community Association

Richman, Monroe Retired Physician

Nogami‐Streufert, Glenda Community/Consultant

Posney, Ken Mālama Kōloa

Rivera, Olie Kauaʻi ATV Tours

Smith, Terry Poʻipū Rotary

Walker, David West Kauaʻi Businessmen

Advisory Committee

Name Organization

Blake, Hartwell HK Retired County Attorney (Kōloa)

Costa, George Director‐Economic Development‐County of Kauaʻi (Līhuʻe) Kanoho, Sue ‐ Executive Director Kauaʻi Visitors Bureau (Līhuʻe)

Shigemoto, Tom ‐ Vice‐President Alexander & Baldwin, Former County Planning Director (Līhue) Swartman, Michelle ‐ Developer ʻOhana Real Estate Investor (Moloaʻa)

Wichman, Randy ‐ Historian Kauai Historical Society (Kōloa)

Streufert, Siegfried Retired Psychiatrist (Kalāheo)

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Committee Members

Scenic Byways Sponsoring Group ‐ Mālama Kōloa Abrams, Louie President – BOD, PBRA Member Owner, Charlee & Associates (Lāwaʻi) Blake, Ted Executive Director, Community Advocate, former Hotel Sales Manager, Transportation Consultant (Kōloa) Posney, Ken Photographer, MK Executive Committee (Kōloa)

Public Works‐Roads Division/Local Government Rapozo, Lenny County of Kauaʻi – Director of Parks and Recreation (Līhuʻe) Ken Morikawa County of Kauaʻi – Public Works, Westside Road Superintendent (Waimea) Large Property Owners/ Major Developers Crawford, Lindsey Engineer, Kukuiʻula Development (Kōloa) Kaneshiro, Arryl Grove Farm, LLC (ʻOmaʻo) Baldwin, Peter/ Horwitz, John EA Knudsen Trust (Kālāheo)

Business Owners Bowen, Sara Owner, Kauaʻi Natural Resources Consulting (Kōloa) Haviland, Rick Owner, Outfitters Kauaʻi – PBRA Member (ʻOmaʻo) Moore, Chris Owner, Poʻipū Plantation– PBRA Member (Lāwaʻi) Rivera, Olie Owner, Kauaʻi ATV – PBRA Member (Kalāheo)

Tourism and Promotional Groups Bahouth, Chip General Manager, Sheraton Kaua’i Resort (Kōloa) Burgess, Stella Grand Hyatt Kauaʻi Resort & Spa, Cultural Manager (Kōloa) Kjeldsen, Jody Executive Director, Poʻipū Beach Resort Assn (PBRA) (Lāwaʻi)

Civic and Cultural Organizations Brody, Bev Executive Director, Get Fit Kauaʻi (Kilauea) DeGeus, Heather Retired Planner, County of Kauaʻi (ʻOmaʻo) DiPetro, Jeri Mālama Māhāʻulepū (Lāwaʻi) Hammatt, Hal President, Cultural Surveys Hawaiʻi (Kailua, Oʻahu) Kaʻiminaʻauao, Haunani Kōloa Community Association, Professional Photographer HMOK Executive Committee (Kōloa) Kauka, Sabra Educator Island School, Cultural Practioner (Līhuʻe) Kuala, Marty Kōloa Community Association, Retired Business owner (Kōloa) Lindsey, Debbie Principal, Kōloa Elementary School (Kōloa) Murphy, Maureen Arborist ‐ President, Kauaʻi Outdoor Circle (Kōloa) Noyes, Tommy Kauaʻi Path (Wailua) Rowe, Rupert Executive Director ‐ Mālama Kaneiolouma (Kapaʻa) Smith, Terry Vice‐President, Poʻipū Rotary (Kalāheo) Streufert, Glenda Nogami Retired Dean and Professor (Kalāheo) Walker, David Retired Firefighter (Waimea)

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Holoholo Kōloa Scenic Byway ‐ Preface

Holoholo Kōloa Scenic Byway is situated on the South Shore of the island of Kauaʻi in the State of Hawaiʻi. Here, there are many scenic, natural and recreational qualities that travelers along the Byway may experience and enjoy. Along the coastal area of Poʻipū there are popular beaches for swimming, surfing, snorkeling, scuba or sunset watching.

The focus of interest along the Holoholo Kōloa corridor is the region‘s history and the role this area played in helping to shape Hawaiʻi‘s socio‐economic past, present and future. As noted in the book The Kauaʻi Album, “The history of Kōloa is in many ways Hawai‘i’s history in microcosm.”

Travelers on Holoholo Kōloa Scenic Byway will enter the historic Old Kōloa Town (Site #5) and Po‘ipū Beach (Site #16,) Kaua‘i‘s premier resort destination, through a magnificent tree‐formed tunnel (Site #1.) From this starting point, there are multiple routes to experience the points of interest on the Scenic Byway.

On whatever route, stories of the region‘s and Hawaiʻi‘s historic past start to unfold. The native Hawaiian history, archaeology and culture can be seen throughout the area and are the foundation of the historic events that followed. Scattered throughout the Byway are remnants of Pre‐contact ancient Hawaiʻi life in the forms of heiau (Hawaiian temples (Sites #7, #12, #15, #16, 20b and #21)) the Kōloa Field System (agricultural plots ‐ Sites #6 and #13) and culturally‐significant natural geologic features in the forms of peaks, hills, streams, caves, bays and coastal features (Site #2, #6, #8, #10, #14, #17, #18, #19, #20, # 20a, #20b, #20c and #23.)

The native Hawaiians along the Kōloa shore were the first to see the white man in Hawaiʻi. It was in 1778, along Kaua‘i’s South Shore, that Captain James Cook first traveled, landed and made "contact", introducing Hawaiʻi to the rest of the world. His arrival was the beginning of mulple changes in Hawai‘i’s socio‐economic framework.

Kōloa Landing at Hanakaʻape Bay (Site #10) (the Kingdom's first Royal Port of Entry) became the favored and major port of call on the island ‐ because of the ability to maneuver in and out of the anchorage ‐ whatever the wind direction, and the region had ample water and food crops to provision the ships. This led to a series of economic activities that shaped the history of the islands.

One of the first exports from Hawaiʻi was sandalwood trees that grew throughout the islands; exported primarily to China. Sandalwood was a desirable cash crop in Hawai'i because it could be harvested year round and did not have to be irrigated or cultivated. Starting in 1790, trade in Hawaiian sandalwood became an important export item. As trade and shipping brought Hawaiʻi into contact with a wider world, it also enabled the acquisition of Western goods, including arms and ammunition, by the Hawaiian leaders. However, by 1830, the trade in sandalwood had completely collapsed for two reasons. Hawaiian forests were exhausted and sandalwood from other areas drove down the price in China which made the Hawaiian trade unprofitable.

On October 23, 1819, the first group of missionaries from the northeastern United States set sail on the Thaddeus for the Sandwich Islands (now known as Hawai‘i.) There were seven couples sent by the American Board of Commissioners for Foreign Missions to convert the Hawaiians to Christianity. With them were four Hawaiian youths who had been students at the Foreign Mission School, including Prince Humehume (son of Kauaʻi’s King Kaumuali‘i.) In modern times, three churches on Poʻipū Road all trace their roots to the same Christian denomination ‐ Congregational. (Site #5l, #5m and #5n)

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Hawai‘i’s whaling era began in 1819 and replaced the sandalwood trade. At that time, whale oil was used for heating, lamps and in industrial machinery; whale bone was used in corsets, skirt hoops, umbrellas and buggy whips. Whalers, seeking water and food supplies, called at Kōloa Landing (Site #10,) the Island’s foremost port. Kōloa was a center for agriculture and, as such, became the center of activity for Kauaʻi. The whaling industry was the mainstay of the islands’ economy for about 40 years.

Sugar gradually replaced sandalwood and whaling in the mid‐19th century and became the principal industry in the islands. The early Polynesian settlers to Hawaiʻi brought sugar cane with them and demonstrated that it could be grown successfully. In 1835, the first commercially‐viable sugar plantation was started in Hawaiʻi at Kōloa. Other plantations soon followed. Sugar was the dominant economic force in Hawaiʻi for over a century. Several sites along the Scenic Byway highlight the historic past of the sugar economy (Sites #4, #5, #22 and #24.)

Kōloa Plantation was the birthplace of the Hawaiian sugar industry. By 1883, more than 50 plantations were producing sugar on five islands. However, during this growth, a shortage of laborers to work in the growing sugar plantations became a challenge; the only answer was imported labor. It is not likely anyone then foresaw the impact this would have on the cultural and social structure of the islands.

Starting in the 1850s, when the Hawaiian Legislature passed "An Act for the Governance of Masters and Servants," labor shortages were eased by bringing in contract workers from Asia, Europe and North America. There were three big waves of workforce immigration: Chinese (1850,) Japanese (1885) and Filipinos (1905.) Several smaller,t bu substantial, migrations also occurred: Portuguese (1877,) Norwegians (1880,) Germans (1881,) Puerto Ricans (1900,) Koreans (1902) and Spanish ( 1907.)

Sugar changed the social fabric of Hawai‘i. Of the nearly 385,000 workers that came, many thousands stayed to become a part of Hawai‘i’s unique ethnic mix. Hawai‘i continues to be one of the most culturally‐diverse and racially‐integrated places on the planet.

Old Kōloa Town (Site #5) grew up around the Plantation industry. Plantation workers not only labored, lived and shopped on the plantation, they also received medical care. Kōloa's buildings housed plantation stores, services and churches for these people, including Kauai’s first hotel. (Sites #5a, #5b, #5c, #5d, #5e, #5f, #5g, #5h, #5i, #5j, #5k, #5l, #5m, #5n, #5o, #5p and #5q.)

When Hawaiʻi became a U.S. territory, at the turn of the century, it drew adventuresome cruise ship travelers in a tourism boom. Hotels blossomed. But, 1959 brought two significant actions that shaped the present day economic make‐up of Hawai‘i, Statehood and jet‐liner service between the mainland United States and Honolulu. These two events helped guide and expand the fledgling visitor industry.

Tourism is the activity most responsible for Hawaiʻi’s recent economic status and standard of living. Kōloa‐Po‘ipu hosts an organized, supportive Poʻipū Beach Resort Association that organizes and promotes destination marketing and promotion of visitor accommodations/activities on behalf of its membership. Po‘ipū Beach (Site #16) coastal roads, part of the Scenic Byway, have visitor accommodations including hotels, condominium and vacation rental homes. The Visitor Industry remains the primary economic influence in the islands.

Travel the Holoholo Kōloa Scenic Byway; explore and experience the sites and stories of Kōloa’s diverse multi‐cultural historic heritage and Hawai‘i’s past.

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Holoholo Kōloa

Table of Contents

Preface Holoholo Kōloa ‐ Aerial Image vii Local Scenic Byway Committee Members ix Contact Information on Corridor Management Plan xi Holoholo Kōloa ‐ Preface xii Table of Contents xiv The FHWA Requirements for a Corridor Management Plan xvi

Chapter 1 ‐ Introduction Mission 1 Vision 1 An Introduction to the Scenic Byway and its Intrinsic Qualities 2 National and State Scenic Byway Program 3 Intrinsic Qualities on the Holoholo Kōloa 3 Corridor Management Plan Organization 5 Mālama Kōloa ‐ Project Sponsor 6 Scenic Byway Points of Interest 8 Scenic Byway Points of Interest Overall Map 10 Scenic Byway Points of Interest Old Kōloa Town Map 12

Chapter 2 ‐ A Look Back Kōloa’s Role in Helping to Shape Hawai‘i’s Socio‐Economic History 14 Pre‐contact Hawaiʻi 14 Island Leadership 16 Heiau 17 Ahupuaʻa 19 Kōloa Field System 26 Post‐contact Hawaiʻi 30 Kamehameha's Attempts to Conquer Kauaʻi 31 Sandalwood (ʻIliahi) 33 Coming of the Missionaries 35 Whaling 39 Sugar 40 Prince Kūhiō Park 45 Old Kōloa Town 46 Visitor Industry 54

Chapter 3 – Kauaʻi and its South Shore Kauaʻi and Its South Shore 56 Future Land Uses in the Kōloa ‐ Poʻipū Region 66 Koloa‐Poʻipū Land Use Map 67 Historic Preservation 69 Important Agricultural Lands 69 Proposed Developments 71

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Chapter 4 ‐ Transportation Systems & Safety Analysis Transportation Systems 72 Kōloa ‐ Po‘ipū‐ Area Circulation Plan 76 Bicycle and Pedestrian Facilities 83 Public Transportation 85 The Kauaʻi Bus 85 Kauaʻi Trolley 87 Kaua‘i County General Plan – Scenic Roadway Corridors 88 Kauaʻi Mulmodal Land Transportaon Plan 89 Police Records and Discussion with Police 90 Department of Health ‐ Injury Prevention and Control Program (2007‐2011) 91 Traffic Assessment Report for the Proposed Western Byway Road Northern Leg 2010 93 Holoholo Kōloa Scenic Byway Distances Between Corridor Points 94 Local Byway Committee Transportation Priorities/Recommendations 94

Chapter 5 ‐ Marketing Holoholo Kōloa Scenic Byway Marketing Holoholo Kōloa 95 Hawai‘i Tourism Authority 96 Kaua‘i’s Visitor Industry 97 Visitor Satisfaction 99 Hawaiʻi Visitors and Convention Bureau (HVCB) ‐ Kauaʻi Visitor Bureau 101 Poʻipū Beach Resort Association (PBRA) 102 Holoholo Kōloa Marketing Initiatives 103 Existing Marketing of Points of Interest 104 Brand Positioning and Key Messages 110

Chapter 6 ‐ Implementation Strategies Implementation Strategies 112 Goals and Strategies to Implement the Mission and Vision 112 Local Byway Committee Top Management and Priority Actions 114 Local Byway Committee Top Management and Priority Actions ‐ Summary List 116 Local Byway Committee Top Management and Priority Actions (Spreadsheet) 118

Chapter 7 ‐ Points of Interest Summaries Summary Listing of Points of Interest, Followed by 1‐page Summaries of Key Sites 119

Appendices A ‐ References B ‐ Glossary C ‐ Interim Preservation Plan (Draft) D ‐ Local Byway Committee and Institutional Partners Meetings E ‐ Safety Analysis

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The FHWA Requirements for a Corridor Holoholo Kōloa Addresses these Issues in the Management Plan are: following sections of the CMP:

1. A map identifying the corridor boundaries, Several maps illustrate the Corridor Boundaries, location, intrinsic qualities, and land uses in the Intrinsic Qualities and Land Uses along the corridor. Corridor. These are found on pages: vii, 10, 12, 67, 68, 70 and 123.

2. An assessment of the intrinsic qualities and Chapters 2 and 3 discuss the Historic, Cultural, their "context" (the areas surrounding them). Archaeological, Natural, Scenic and Recreational contexts along the corridor. Chapter 7 summarizes each 'Point of Interest;" a summary of the respective intrinsic qualities is noted on pages 8 and 122.

3. A strategy for maintaining and enhancing each Chapter 6 identifies Implementation Strategies of those intrinsic qualities.

4. The agencies, groups, and individuals who are Pages ix and x list the individuals (and the part of the team that will carry out the plan, organizations they represent) that are including a list of their specific, individual responsible to implementing the plan. Chapter 6 responsibilities. Also, a schedule of when and highlights the Implementation Strategies and how you'll review the degree to which those Page 118 illustrates the scheduling and responsibilities are being met. responsibilities

5. A strategy of how existing development might Chapter 6 highlights the Implementation be enhanced and new development Strategies and Page 118 illustrates the scheduling accommodated to preserve the intrinsic qualities and responsibilities of your byway.

6. A plan for on‐going public participation. This is the first priority action item noted by LBC, stated on page 116 and 118.

7. A general review of the road's safety record to Chapter 4 is devoted to describing the Corridor as locate hazards and poor design, and identify part of the overall transportation system. possible corrections. Appendix E is the Safety Analysis; it includes evaluation and recommendations for improvements to the transportation system in the area.

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The FHWA requirements for a Corridor Holoholo Kōloa Addresses these Issues in the Management Plan are: following sections of the CMP:

8. A plan to accommodate commercial traffic Chapter 4 is devoted to Transportation Systems & while ensuring the safety of sightseers in smaller Appendix E Safety Analysis, include safety vehicles, as well as bicyclists, joggers, and matters and accommodation for a variety of pedestrians. users along the corridor.

9. A listing and discussion of efforts to minimize Chapter 4 is devoted to Transportation Systems anomalous intrusions on the visitor's experience and Chapter 6 includes Implementation of the byway. Strategies.

10. Documentation of compliance with all Page 73 specifically states, Hawai‘i law prohibits existing local, state, and federal laws about the billboards in the state; no billboards are control of outdoor advertising. proposed.

11. A plan to make sure that the number and Signage issues are noted in Chapters 5 and 6, placement of highway signs will not get in the dealing with Marketing and Implementation way of the scenery, but still be sufficient to help Strategies tourists find their way. This includes, where appropriate, signs for international tourists who may not speak English fluently.

12. Plans of how the byway will be marketed and Chapter 5 addresses Marketing concerns publicized.

13. Any proposals for modifying the roadway, Chapter 4, Transportation Systems and Appendix including an evaluation about design standards E, Safety Analysis address roadways. and how proposed changes may affect the byway's intrinsic qualities.

14. A description of what you plan to do to Chapters 2 and 3 discuss the Historic, Cultural, explain and interpret your byway's significant Archaeological, Natural, Scenic and Recreational resources to visitors. contexts along the corridor. Chapter 5 address Marketing and Chapter 7 summarizes each “Point of Interest”

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Introduction Holoholo Kōloa Scenic Byway

“The history of Kōloa is in many ways Hawai‘i’s history in microcosm.” Carol Wilcox, The Kaua‘i Album

The tropical paradise of Kaua‘i basks amidst the sparkling blue waters of the Pacific Ocean, about 20 minutes by air from Honolulu. Formed some six million years ago, the island encompasses roughly 550 square miles and is the oldest and northernmost of the main Hawaiian Islands. To visit Kaua‘i is to quickly lose yourself in the quiet majesty of the island’s lush tropical setting and extraordinary cultural and natural heritage. Come, discover the legendary aloha spirit that abounds in this friendly garden island paradise. Kaua‘i’s south shore is a wonderland of diversity and a wealth of historic, cultural and scenic sites.

Mission: Provide resources to our local communities of Lāwaʻi, Kōloa, Weliweli, Paʻa and Māhāʻulepū. To create and sustain unique travel experiences, enhance the quality of life through efforts to preserve and protect our cultural and historical sites. To interpret and promote the intrinsic qualities of our designated Byways. To deliver an economic stimulant to the communities in Lāwaʻi, Kōloa, Weliweli. Paʻa and Māhāʻulepu.

Vision: Holoholo Kōloa strengthens our community (residents and visitors alike) and sense of place by celebrating, promoting and sharing Kōloa’s diverse multi‐cultural historical heritage, through a collaborative, broad‐based community‐participation and decision‐making process.

This Holoholo Kōloa Corridor Management Plan (CMP) is a guide to call attention to and protect the area’s significant historic, archaeological, cultural, natural, scenic and recreational resources. Holoholo Kōloa is situated at Kōloa ‐ Poʻipū ‐ Kukuiʻula, on the south shore of the island of Kaua‘i, in the State of Hawai‘i.

Holoholo Kōloa – Wikimedia Commons

Holoholo Kōloa Scenic Byway Introduction Corridor Management Plan Chapter 1; Page 1

An Introduction to the Scenic Byway and its Intrinsic Qualities

Holoholo Kōloa Scenic Byway is situated in the historic Old Kōloa Town and runs down and through the Poʻipū Beach resort area. This region isd steepe in history and its various points of interest tell the stories of Hawaiʻi's people and its evolving socio‐economic past. Along this corridor are significant historic, archaeological, cultural, natural, recreational and scenic resources.

The point‐to‐point scenic byway corridor includes all lands along the makai (ocean) side of Kauaʻi's South Shore from Māhāʻulepū to Lāwaʻi up to the Tree Tunnel at the Maluhia Road and King Kaumualiʻi Highway intersection. The eastern boundary follows the ridgeline of the Hā‘upu Mountains.

Holoholo Kōloa showcases many examples of all six intrinsic qualities: historic, archaeological, cultural, natural, recreational and scenic. Since “(t)he history of Kōloa is in many ways Hawai‘i’s history in microcosm,” it is the historic intrinsic quality that stands out and is highlighted along the byway corridor.

For nearly a century, agriculture was the state’s leading economic activity. It provided Hawai‘i’s major sources of employment, tax revenues and new capital. Commercial sugar operations in Hawaiʻi started here in Kōloa. Sugar changed the social fabric of Hawai‘i and Hawai‘i continues to be one of the most culturally‐diverse and racially‐integrated places on the globe.

Today, Kauaʻi is a model of cultural exchange, with a contemporary local culture that is grounded in the Hawaiian host culture while embracing elements of Japanese, Chinese, Filipino, Portuguese, mainland United States and other cultures.

The region, and the state, eventually evolved into an economy centered on the visitor industry. Kōloa‐ Po‘ipu host the Poʻipū Beach Resort Association that organizes and supports destination marketing and promotion of visitor accommodations/activities on behalf of its membership. Poʻipū Beach Resort Association serves as a central resource center for Kaua‘i’s Poʻipū Beach area.

Over the past years, Poʻipū Beach’s popularity has grown immensely with visitors and residents alike and several new development projects are under way to meet the growing population and visitor demand. These new developments will enhance the beauty and charm of this coastal town by adding to the already wonderful choices of accommodations, dining, shopping and activities.

Results from ongoing visitor surveys confirms Kauaʻi has the highest level of visitor sasfacon of all the Hawaiian islands ‐ over 80% of the visitors report their visit to Kauaʻi as excellent or above average. According to the “Kauaʻi Product Assessment” prepared for the Hawaiʻi Tourism Authority (HTA), the essence of Kaua‘i’s attraction to visitors lies in its natural resources rather than its developed ones.

The Kōloa and Po‘ipū communities have demonstrated their ability to work together for common goals in the Kōloa – Po‘ipū region. The community has been very successful at garnering media attention and developing the brand for their region.

Holoholo Kōloa gives residents and travelers a look at the historic and socio‐economic evolution of the Hawaiian Islands. Here yman "firsts" took place that ultimately guided this transformation. This is a corridor with many stories to tell, under the backdrop of its impressive scenic beauty. With this byway, you will be able to experience the history and beauty, and many other intrinsic qualities of this area.

Holoholo Kōloa Scenic Byway Introduction Corridor Management Plan Chapter 1; Page 2

National and State Scenic Byway Program

The National Scenic Byways program was created by Congress in 1991. Under the National Scenic Byways Program, the US Secretary of Transportation recognizes certain roads as National Scenic Byways or All‐American Roads for their outstanding qualities.

Through its Department of Transportation, Hawai‘i joined the National Scenic Byways Program in 2009, and participates with other U.S. States, National Parks and other Federal land agencies. Hawai‘i’s Scenic Byways Program showcases roads throughout the state that have an important story to tell to both local residents and visitors.

Hawai‘i is blessed with abundant scenic beauty, diversity of recreational opportunities, unique natural features and rich cultural history. Designation of its community roads with Scenic Byway designation can complement and support a community vision by instilling a sense of community pride, and in fact, the scenic highway itself may become the central focus for community involvement.

Not only do our roads link us to various points on the island, they connect us with the island’s “special places.” They help us identify the community’s scenic, historic and recreational treasures.

For local residents, understanding, respect and caring about these qualities ultimately leads to the opportunities and commitment to care for, protect, preserve and promote them. This strengthens civic pride and makes their community an even better place to live and work.

To visitors, designated Scenic Byways enhance their experiences with heightened awareness of the community’s exceptional resources and unique history.

Scenic Byways offer enhanced educational and interpretive opportunities for residents and visitors about the history, nature and culture of the area. Calling attention to these special places along the roadway also allows residents and visitors to see, experience and learn from the place and its past.

Intrinsic Qualities on the Holoholo Kōloa Scenic Byway

“Intrinsic” means something that belongs to a thing ‐ by its very nature ‐ that is within its essence. The Federal Highway Administration (FHWA), which administers the National Scenic Byways Program, requires a scenic byway to have at least one of six “intrinsic qualities," summarized below:

Historic Historic Quality encompasses legacies of the past that are distinctly associated with physical elements of the landscape, whether natural or manmade, that are of such historic significance that they educate the viewer and stir an appreciation for the past. The historic elements reflect the actions of people and may include buildings, settlement patterns, and other examples of human activity. Historic features can be inventoried, mapped and interpreted. They possess integrity of location, design, setting, material, workmanship, feeling and association.

Holoholo Kōloa Scenic Byway Introduction Corridor Management Plan Chapter 1; Page 3

Archaeological Archaeological 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 for the past.

Cultural Cultural Quality is evidence and expressions of the customs or traditions of a distinct group of people. Cultural features including, but not limited to, crafts, music, dance, rituals, festivals, speech, food, special events, vernacular architecture, etc., are currently practiced. The cultural qualities of the corridor could highlight one or more significant communities and/or ethnic traditions.

Natural Natural Quality applies to those features in 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.

Recreational Recreational Quality involves outdoor recreational activities directly in association with and dependent upon the natural and cultural elements of the corridor's landscape. The recreational activities provide opportunities for active and passive recreational experiences. They include, but are not limited to, diving, surfing, boogey boarding, hiking, sun bathing and canoeing. Driving the road itself may qualify as a pleasurable recreational experience. The recreational activities may be seasonal, but the quality and importance of the recreational activities as seasonal operations must be well recognized.

Scenic Scenic Quality is the heightened visual experience derived from the view of natural and manmade 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 of the landscape ‐‐ landform, water, vegetation and manmade development ‐‐ contribute to the quality of the corridor's visual environment. Everything present is in harmony and shares in the intrinsic qualities.

These intrinsic qualities break into two clusters: "Land" (Scenic, Natural and Recreational,) and "People" (Historic, Cultural and Archaeological)

Sites along the roadway help tell the stories of the land (“‘āina”) and its people from the earliest beginnings of Hawai‘i to today.

Holoholo Kōloa is a collaborative effort among the community, business and government to promote, protect and share the extensive intrinsic qualities along the length of the corridor.

The numerous sites along the scenic byway exemplify these six intrinsic qualities. While the region’s cultural diversity highlights these qualities, there are also many representative features that represent the region’s (and Hawai‘i’s) historic, archaeological, natural, recreational and scenic qualities.

Holoholo Kōloa Scenic Byway Introduction Corridor Management Plan Chapter 1; Page 4

Corridor Management Plan Organization

A Corridor Management Plan (CMP) is a written plan developed by the communities along a Scenic Byway that outlines how to protect and enhance the byway's intrinsic qualities and character that define their byway corridor.

The CMP is a detailed program plan that describe the intrinsic qualities and other resources important to the byway and identify the capital investments, management measures, and funding needs and sources necessary to meet the objectives of the State's program.

This CMP is divided into six chapters and includes several appendices.

Chapter 1 of the CMP serves as a summary Introduction of the overall Corridor Program, discusses the Mission and Vision of the Holoholo Kōloa corridor and summarizes the issues in subsequent chapters of the CMP.

Chapter 2 takes ’A Look Back’ at the changes that occurred in this region, and Hawaiʻi as a whole. The format is in the form of a general chronological timeline, starting with Pre‐contact, then Post‐contact Hawai‘i.

“Contact” in this context is January 20, 1778, the time that Captain James Cook landed at Waimea, Kaua‘i, and Hawaiʻi was introduced to the rest of the world. This chapter focuses on the byway’s most significant Intrinsic Quality – the extensive historic role this region played in the socio‐economic changes that Hawaiʻi has experienced over the many centuries.

Chapter 3 describes the South Shore and present day attributes of the region. Additional historic and other points of interest with intrinsic qualities are noted here.

Chapter 4 is focused on Transportation Systems and Safety along the corridor. Various active State, County and private planning, programs and entities are noted and recommendations from these to improve the utility of the corridor, including aesthetic qualities, are summarized. Multi‐modal means of transportation are discussed, including vehicle, transit, bicycle and pedestrian.

Chapter 5 includes Marketing opportunities and strategies. Specific actions to enhance marketing and awareness of the corridor and it significance in the history of Hawaiʻi are included. Wayfinding and interpretive on‐the‐ground signage is discussed, as well as utilization of technology (“There’s an App for that”) and other means of messaging and promotion.

Chapter 6 highlights the Implementation Strategies of the CMP. A listing of various projects, actions and programs are posted in a matrix noting responsibilities, estimate costs, timeframes and benefits. Finally, there is a summary of the Holoholo Kōloa Consistency with the Scenic Byway Program Purpose and Objectives.

Appendices include a Glossary and Acronyms, Committee Meeting, Safety Analysis, a draft Interim Preservation Plan and References.

Holoholo Kōloa Scenic Byway Introduction Corridor Management Plan Chapter 1; Page 5

Mālama Kōloa ‐ Project Sponsor

Mālama Kōloa was organized in 2010 (acceptance by the IRS as a 501(c)(3) non‐profit corporation was on November 15, 2010. Mālama Kōloa is an "arm" of the Kōloa Community Association and remains active on various community projects.

The initial focus of the group was to assist the community effort to restore, preserve, and maintain the historicity Hapa Road. In 1987, the residents of Kōloa Town undertook a concerted effort to re‐claim Hapa Road for public use and enjoyment (residents have subsequently taken responsibility for Hapa Road in clearing and maintaining the Road since no activity had occurred since 1987). They initiated the Hapa Road Walk (as an annual event for Koloa Plantation Days) from Kōloa Town to Poʻipū, where the Kōgloa Landin is located.

This resulted in a fortuitous confluence of events: 1) the County of Kauaʻi began to focus on its requirement that developers on the east and west of Hapa Road repair, maintain, and preserve the dry‐stack stone walls that delineated the Road; 2) the lava plain over which Hapa Road was built was acknowledged to have been the bread basket of Kōloa (the Hawaiian sugar industry also began in Kōloa in 1835, the same year as the fall of the Alamo, in Texas; Hapa Road ran perpendicular to the railroad berm which was used to move sugar from Kōloa Mill to ships for shipment abroad; 3) the lava plain, now known as the Kōloa Field System was recognized as an archaeological treasure trove and the most unique field system in all Polynesia with amazing hydrological work to irrigate the entire field system; 4) Hapa Road received State of Hawaiʻi designaon in 1993, as a historical site, and County of Kauaʻi designaon in 2008, as a historical path, in recognition of its importance to the history of Kōloa (now a world‐class visitor destination). These official designations did not forestall developers from attempting to breach Hapa Road to permit motor vehicle ingress and egress to their housing developments; and 5) Mālama Kōloa was organized in 2010, to assist the community effort to restore, preserve, and maintain the historicity Hapa Road.

Mālama Kōloa has expanded its efforts and focus to the preservation and maintenance of all things historic and culturally significant to Kōloa and Kauaʻi.

Sponsors the Scenic Byway

• Roads that “tell a story” • Roads with outstanding historic, archaeological, cultural, natural, recreational and scenic qualities that need recognition or protection • Roads that will benefit from a coordinated strategy for tourism and economic development • Roads with scenic, historic, recreational, cultural, archeological, or natural qualities

Participates in Multi‐Modal Plan

The Kaua‘i Multimodal Land Transportation Plan is a project of Kaua‘i County, with funding from the U.S. Department of Transportation. It is being managed by the County Executive on Transportation and is closely coordinated with the Hawai‘i DOT Land Transportation Plan for Kaua‘i and with other ongoing plans. This work dis guide by the Kaua‘i General Plan.

Holoholo Kōloa Scenic Byway Introduction Corridor Management Plan Chapter 1; Page 6

Promotes Kaua'i Trolley, LLC

• Reduce traffic congestion • Increase available parking • Educate riders on culture and history • Improve air quality • Keep visitors on south shore • Covered, open‐air trolley bus tours • Convenient, fun, affordable

Poʻipū Solar Farm

Kauai Island Utility Cooperative (KIUC) signed a contract with Poipu Solar, LLC for a 3‐megawatt (MW) photovoltaic (PV) facility in Koloa on Knudsen Trust land. This large scale solar project, to be developed, owned and operated by an affiliate of AES Solar Power, LLC, once online wille be th largest fully operational PV system on Kauai.

Safe Route to School

The Safe Routes to School National Partnership is a network of more than five hundred nonprofit organizations, government agencies, schools, and professionals working together to advance the Safe Routes to School (SRTS) movement in the United States. SRTS can provide a variety of important benefits to children and their communities, including increasing physical activity, reducing traffic congestion, improving air quality, and enhancing neighborhood safety.

Mālama Kōloa projects and activities within the last 12 months:

• Inventory of 3,200 cubic yards of wall sized stone in MK stockyard. (Rocks were the result of a fine levied on a contractor who breached Hapa Trail's walls with a bulldozer during construction. • Conducts walking tours of Hapa Trail and the Kōloa field system including these large tours; o Kōloa Plantation Days Historic Walk o The Society of Hawaiian Archaeology o Stanford University First Nations Institute Fellows o Numerous private tours • Acceptance of the plan for burial treatment to Burial Council regarding the burial on AES solar farm site in Kōloa, adjacent to Hapa Trail. • Construction and restoration awarded to Mālama Kōloa • Awarded the landscape contract along 1,840 linear feet of the common boundary of the AES solar project and Hapa Trail. Trees, shrubs and ground cover plants will by drought and wind resistant indigenous species native to Kōloa. The National Tropical Botanical Garden Living Collections and Horticulture is assisting • Preparation for annual Historic Hapa Trail Walk, July 23, 2011 kicking off the weeklong activities of Kōloa Plantation Days • Received designation into the Hawaiʻi Scenic Byways Program for Holoholo Kōloa Scenic Byway.

Holoholo Kōloa Scenic Byway Introduction Corridor Management Plan Chapter 1; Page 7

Holoholo Kōloa Scenic Byway Points of Interest ‐ Intrinsic Qualities

The region’s historical significance and cultural diversity highlight the various sites along the corridor; there are also many representative features that exemplify the region’s (and Hawai‘i’s) historic, cultural, archaeological, natural, recreational and scenic qualities. Maps noting these points follow this list.

Point of Interest Heritage Historic Natural Archaeological Scenic Cultural Recreational Trail 1 Tree Tunnel x x x 2 La`aukahi Peak x x x 3 Pu`u o Hewa x x x x x 4 Kōloa Sugar Monument x x x x 5 Old Kōloa Town x x x 5a Kōloa History Center x x 5b Chang Fook Store x x 5c Yamada Building x x 5d Sueoka Store x x 5e Yamamoto Store Courtyard x x x 5f Salvation Army x x x 5g Awa Store x x x 5h Old Phone exchange x x x 5i Okamura Store x x x 5j Nishita Tailor Shop x x x 5k USA Store 5l Kōloa Missionary Church x x x 5m Kōloa Union Church x x x 5n The Church at Kōloa x x x 5o Kōloa School x x x 5p Kōloa Jodo Mission x x x 5q St Raphael Church x x x 6 Waikomo Stream and Kōloa x x x x Field System 7 Prince Kūhiō Park/ x x x x Ho‘ai Heiau 8 Puhi (Spouting Horn) x x x 9 National Tropical Botanical x x x x Gardens 10 Hanaka‘ape Bay x x x x x x (Kōloa Landing) 11 Pa‘u a Laka x x x x 12 Kihahouna Heiau x x x 13 Kiahuna Wahi Pana x x x 14 Luahine Aiapi‘i (Hapa Road) x x x x x 15 Kaneiolouma x x x 16 Manini Heiau at Ho‘oleina x x x x x ka pua‘a (Poʻipū Beach) 17 Keoneloa Bay x x x x x 18 Makawehi x x x x x 19 Pa‘a Dunes x x x 20 Maha‘ulepu x x x x x x x 20a Maka‘uwahi Cave x x x x x x x 20b Wai‘ōpili Heiau/ x x x x x x x Kapunakea Spring 20c Kawailoa Bay x x x x x x x 20d Kalaeokahonu Heiau x x x x x 21 Keolewa Heiau x x x x x 22 Kōloa Sugar Mill x x x 23 Pu‘uwanawana x x x 24 Waita Reservoir x x x x

Holoholo Kōloa Scenic Byway Introduction Corridor Management Plan Chapter 1; Page 8

Holoholo Kōloa Scenic Byway Introduction Corridor Management Plan Chapter 1; Page 9

Map of Holoholo Kōloa Points of Interest

Holoholo Kōloa Scenic Byway Introduction Corridor Management Plan Chapter 1; Page 10

Holoholo Kōloa Scenic Byway Introduction Corridor Management Plan Chapter 1; Page 11

Map of Holoholo Kōloa Old Kōloa Town Points of Interest

Holoholo Kōloa Scenic Byway Introduction Corridor Management Plan Chapter 1; Page 12

Holoholo Kōloa Scenic Byway Introduction Corridor Management Plan Chapter 1; Page 13 A Look Back Kōloa’s Role in Helping to Shape Hawai‘i’s Socio‐Economic History

This Chapter of the CMP is designed to give the reader some historical context of the socio‐economic history of Hawai‘i and the role Kōloa played in helping to shape that history. Specific points of interest along the corridor that played a part of this history are highlighted. As you will see:

“The history of Kōloa is in many ways Hawai‘i’s history in microcosm.” Carol Wilcox, The Kaua‘i Album

The format is in the form of a general chronological timeline, starting with Pre‐contact, then Post‐ contact Hawai‘i. “Contact” in this context is January 20, 1778, the time that Captain James Cook landed at Waimea, Kaua‘i, Hawai‘i and Hawaiʻi was introduced to the rest of the world.

Pre ‐contact Hawai‘i

Before we recount events, we should first understand how Pre‐contact Hawaiians viewed the world around them. In Hawaiian culture, natural and cultural resources were and are one and the same. Native traditions describe the formation (literally the birth) of the Hawaiian Islands and the presence of life on, and around them, in the context of genealogical accounts.

All forms of the natural environment, from the skies and mountain peaks, to the watered valleys and lava plains, and to the shoreline and ocean depths are believed to be embodiments of Hawaiian gods and deities. Earth and nature possessed mana (spiritual life forces) that came from the gods.

It was the nature of place that shaped the cultural and spiritual view of the Hawaiian people. "Cultural Attachment" embodies the tangible and intangible values of a culture ‐ how a people identify with, and personify the environment around them. It is the intimate relationship (developed over generations of experiences) that people of a particular culture feel for the sites, features, phenomena, and natural resources etc., that surround them ‐ their sense of place. This attachment is deeply rooted in the beliefs, practices, cultural evolution and identity of a people.

One Hawaiian genealogical account, records that Wākea (the expanse of the sky‐father) and Papa‐ hanau‐moku (Papa, who gave birth to the islands) ‐ also called Haumea‐nui‐hanau‐wawa (Great Haumea, born time and time again) ‐ and various gods and creative forces of nature, gave birth to the islands.

As the Hawaiian genealogical account continues, we find that these same god‐beings, or creative forces of nature that gave birth to the islands, were also the parents of the first man (Hāloa), and from this ancestor all Hawaiian people are descended.

It was in this context of kinship, that the ancient Hawaiians addressed their environment, and it is the basis of the Hawaiian system of land management and use.

Since ancient Hawai‘i did not have a spoken language and, no written records, exact historical accounts are uncertain.

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 14 Hawai‘i comprises the northern apex of the Polynesian Triangle, the name given an area in the central and eastern Pacific Ocean stretching from New Zealand on the south, to Hawai‘i on the north, to Rapanui (Easter Island) on the east and encompassing several island groups. All of these populations are thought to be descended from a common ancestral society.

Polynesian Triangle – Wikimedia Commons

Generally thought to have originated from the Marquesas Islands, evidence of early existence on Kaua‘i dates as early as 200 A.D. to 600 A.D. By about 1300 A.D., people lived along the Na Pali Coast in valleys and near the shorelines. On the South Shore of Kaua‘i, evidence shows that early fishermen established temporary fishing camps there as early as 200 to 600 A.D.

A highly stratified society evolved consisting of the Ali‘i (ruling class,) Kahuna (priestly and expert class of craftsmen, fishers and professionals,) and Makaʻāinana (commoner class.) Island rulers, Aliʻi or Mōʻī, typically ascended to power through warfare and familial succession.

Pa‘ao (ca 1300,) from Tahiki (Tahiti,) is reported to have introduced a religious and political code in old Hawai‘i, collectively called the kapu system. The social order of old Hawai‘i was defined by very strict societal rules, do’s and don’ts. This intricate system that supported Hawai‘i’s social and political organization directed every activity of Hawaiian life, from birth through death.

The kapu governed every aspect of life in Hawaiʻi. Resource use and conservaon, religious ceremonies, practices of cleanliness and the delineation and interactions of the classes were are directed by kapu.

Hawaiian society was orderly, predominantly rural and interdependent. People knew and respected their place in society and conformed to their respective roles. The society was subsistence‐based.

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 15 Religion governed nearly every element of ancient Hawaiian life. All significant undertakings began and ended with appropriate rituals.

The Polynesian settlers brought with them four primary gods: Kāne (provider of water and other life substances in nature,) Ku (god of war,) Lono (god of peace and fertility of plants and people) and Kanaloa (ruler of the oceans and ocean winds.) There are countless other lesser gods in the Hawaiian universe.

Island Leadership

The historical chronology of events at Kōloa spans more than a millennium. Independent chiefdoms were ruled by a supreme chief, or aliʻi ʻai‐moku (chief possessing an island or district); at times referred to as ali'i‐nui (great chief) to distinguish him from lesser chiefs.

Typically this position was attained by inheritance, as holder of highest rank among the nobility; however it could also be gained by force by a collateral relative or outside invader. The aliʻi‐nui had complete control over his lands and production, as well as the lives of his subjects. He derived these rights from his familial relationship with the Hawaiian gods and was considered one himself.

Ancient Poʻipū was the center of Royal activity for the southern shoreline of Kauaʻi. On these grounds resided high chiefs Kukona (7th aliʻi ʻaimoku) and Manokalanipo (8th) when on the south‐side; and they were kept in paramount chiefly control until the last Prince Keliiahonui, son of Kaumualiʻi (23rd) in the 1830s.

The gracious hero Kukona (7th aliʻi ʻaimoku (high chief or king) of Kauaʻi), whose name in Hawaiʻi became a symbol of the very highest ideals of chivalry in battle, was born in Kōloa and fought his defining battle ats Po'ipū. Hi year of birth is estimated at around 1405.

In the first part of the 15th century, Kalaunuiohua, the ambitious chief of Hawaiʻi who had already conquered three other islands, tried to seize Kauaʻi. He was accompanied into battle by the combined armies and chiefs of Maui, Molokaʻi, and Oʻahu. The war is known as the War of Ka‐welewele. The much smaller forces defending Kauaʻi, led by Kukona and his son Manokalanipo, soundly defeated the invaders after leading them inland and then surrounding them at the shore.

Kukona captured all four chiefs, of Hawaiʻi, Oʻahu, Maui, and Molokaʻi. He had the opportunity to kill them all and assume leadership over the islands. However, he preferred peace and allowed them to return safely home with a promise that they never again make war on Kauaʻi.

This peace lasted for four hundred years, until Kamehameha I made his conquest attempts at the turn of the nineteenth century. This peace was called ka lai loa ia Kamaluohua (The Long Peace of Kamaluohua).

As noted by Fornander (1880): "The war with the Hawaii chief, and the terrible defeat and capture of the latter, as well as Kukona's generous conduct towards the four chiefs who fell into his hands after the battle, brought Kauai back into the family circle of the other islands, and with an eclat and superiority which it maintained to the last of its independence."

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 16 Today, people of Kauaʻi proudly proclaim that their island was never conquered over the centuries, even when larger armies attempted to do so. After a prior attempt, four hundred years before, in 1810, King Kaumualiʻi ceded his unconquered kingdom to King Kamehameha I of Hawaiʻi, in an effort to avoid bloodshed negotiated. Few of this world's monarchs can boast of so deep a concern for the welfare of their people.

Heiau

Religion was the paramount aspect of Hawaiian life, permeating daily activity, secular affairs, and every significant event including birth, death, marriage, construction, fishing, agriculture, and war. Also important were regular calendrical celebrations to ensure well‐being and prosperity. All activities were accompanied by the correct rites, ceremonies, and prayers to establish and maintain proper relations with the spirits.

Because life focused on propitiating the gods, Hawaiians built many kinds of temples invoking peace, war, health, or successful fishing and farming. Families worshiped in a family heiau, or at small improvised altars or shrines.

Hawaiians had many kinds of temples (heiau) invoking peace, war, health, or profitable fishing and farming. These structures ranged in complexity from single houses surrounded by a wooden fence to stone‐walled enclosures containing several houses to the massive open‐air temples with terraces, extensive stone platforms, and numerous carved idols in which ruling chiefs paid homage to the major Hawaiian gods.

There were two major orders of heiau: the agricultural or economy‐related or the large sacrificial war temples. The agricultural or economy‐related heiau were dedicated to Lono, where it was believed that offerings of pigs, vegetables and kapa would guarantee rain and agricultural fertility and plenty. The large sacrificial government war temples, luakini, contained altars where human lives were taken when assurance of success in combat was requested or when there was a very grave state emergency, such as pestilence or famine.

At the time of European contact, a multitude of temples still functioned in the islands, and early visitors noted many of these: They [the Hawaiians] have many temples, which are large enclosures, with piles of stones heaped up in pyramidal forms, like shot in an arsenal, and houses for the priests and others, who remain within them during their taboos. Great numbers of idols, of the most uncouth forms, are placed round within, in all directions: to these they offer sacrifices of hogs, cocoa nuts, bananas, and human victims: the latter are criminals only; formerly, prisoners of war were sometimes sacrificed. (William Shaler, "Journal of a Voyage between China and the North‐Western Coast of America, Made in 1804")

The importance of the Kōloa garea durin Pre‐contact time is illustrated by a relatively large number of heiau. A student from Lahainaluna Schools, in 1885, recorded well‐known places in this area and listed 14 heiau and 1 fishing shrine for Kōloa. Of the 14 heiau at least 3 were luakini class (sacrificial,) 2 were poʻokanaka (human head,) 5 associated with fishing, 2 medicinal, 1 agricultural, with 4 of unknown function (Lahainaluna 1885 HMS 43 #17). (Cultural Surveys 1991) Large heiau in Kōloa may date to the 1650‐1795 AD period. (Cultural Surveys 2005)

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 17

(Lithograph of drawing of Ahu‘ena Heiau (Big Island) sketched by Choris in 1816 – Wikimedia Commons)

Several heiau are situated within the Holoholo Kōloa Scenic Byway corridor. Kaneiolouma Heiau (Site #15) and complex is further described in this section concerning the Makahiki. In addition, Hoʻia Heiau (Site #7), which will be further described in discussion of Prince Kuhio, later in this section, Kihahouna Heiau (Site #12), Manini Heiau (Site #16), Waiʻōpili Heiau (Site #20b) and Keolewa Heiau (Site #21) and are along the corridor.

Kihahouna Heiau (Site #12) is a walled temple that once stood 130 feet by 90 feet. The name Kiahuna is a more recent version of the name Kihahouna. Literally translated the word "Kiahuna" means, "the key to a hidden secret."

The heiau was dedicated to four gods of great significance to ancient Hawaiians: Kāne; Hulukoki, a bird god; and Ku‐hai‐moana and Ka‐moho‐alii, two shark gods. Three hala‐lihilihi‐ula trees situated on the outside of the naupaka hedge mark the heiau perimeter.

The Kihahouna Heiau is also a part of the Kōloa Heritage Trail, a route that leads through the Kōloa‐ Poʻipū Beach area highlighting culture, history and natural beauty.

Manini Heiau (Site #16) was another heiau of Kōloa. It stood near the beach. The heiau was for the gods of the sea, Kuhaimoana and others. On the nights of Kāne (the night when the moon rose at dawn of day) these fish‐gods came up to the beach. (The heiau is no longer visible.)

The explanation of the heiau use states spirits took possession of their keepers; then these men went into the heiau to drink awa. The people were accustomed to doing this in the olden days.

On each night of Kāne in every month, the drum was as beaten to proclaim a kapu on the beach. Men were not allowed to go to the beach at night lest they step on the fish (gods). (Lahainaluna School, cited from Kikuchi 1963:85) (Cultural Surveys 1991)

Wai‘ōpili Heiau (Site # 20b) is located near Makauwahi cave. In a 1974 surface survey archeologists recognized the heiau as “undoubtedly the most important site” known at that time along the southeast Kaua‘i coast, and rated it in the state’s “Valuable” category—i.e., significant sites in excellent condition

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 18 that are good examples of a feature type. They recommended the heiau be “stabilized and/or restored” and described its unique qualities:

This temple is only one of 4 major heiau, in good condition, which still exist between Hanapepe and Māhā‘ulepū (in fact, if one were to continue up the east coast of the island of Kaua‘i the next comparable temple would be those in and around the State Park at Wailua)…The large pāhoehoe slabs used in the construction of the south wall is unique as is the stone “tower” near the corner of the south and west walls. Wai‘ōpili is also the only remaining temple in the ahupua‘a of Māhā‘ulepū. ((Ching et al 1974) NPS 2008)

Keolewa Heiau (Site #21) (the shifting sand) is situated along the Hā‘upu ridge line on the peak of Hāʻupu. According to chants, Keolewa can only be seen as a bird in the sky (above the clouds).

Hā‘upu means a sudden recollection; the mountain is known for its ability to jolt a memory, or alternatively, open a view to the future.

The small heiau atop Mt. Hā‘upu is dedicated to Laka, the goddess of hula, Mt. Hā‘upu ‐ Keolewa Heiau (Site #21) at Summit (NPS) whose kinolau (embodied form) lives in the wild and sacred plants of the upland forest that are used by hula practitioners.

Both the heiau and the wooded area at Hā‘upu’s summit are known by the place name Keolewa, which appears in a variety of prayers, chants and oral traditions. ((OHA 1998) NPS 2008)

Ahupuaʻa

The traditional land use in the Hawaiian Islands evolved from shifting cultivation into a stable form of agriculture. Stabilization required a new form of land use and eventually the ahupua‘a form of land management was instituted.

This ahupua‘a land use system consisted of vertical landscape segments from the mountains to the near‐shore ocean environment (what we typically refer to as watersheds, today) and into the ocean as deep as a person could stand in the water. For hundreds of years since, on the death of all mō`ī (kings or queens), the new monarch re‐divided the land, giving control of it to his or her favorite chiefs. The common people never owned or ruled land.

In general the Hawaiian ahupua'a was self‐sufficient. A sustainable community originated in interdependence between the land and the people. Resource use was carefully balanced to sustain the resource, support the chiefs, ensure sufficient for the people, and protect the land and water.

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 19 Each ahupuaʻa in turn was ruled by a lower chief, or Aliʻi ʻai. He in turn appointed an overseer, or konohiki. The konohiki served as general manager responsible for the use of an ahupuaʻa as a resource system. He in turn was assisted by specialists, or luna. For example, the luna wai was responsible for the fresh water flow and irrigation system.

By sharing resources and working within the rhythms of their natural environment, Hawaiians enjoyed abundance, with leisure time for recreation especially gdurin the harvest season. This lifestyle also encouraged a high level of artistic achievement.

Hawaiians devoted themselves to competitive sport and martial arts as well as expression through dance, chant, and crafts such as kapa (tapa), creating rich traditions that have survived to the present.

As elsewhere in Hawaiʻi, stewardship of the land and its resources was maintained through the kapu system, which likewise governed most aspects of social interaction and maintained a strict hierarchical societal structure.

Notably, however, Kaua'i was less restrictive regarding towards women than other localities. For example, Kaua'i women ate foods unrestricted and could participate in heiau activities and war.

Private land ownership was unknown, but in general the land tenure of the makaʻainana (commoners) was stable. They paid weekly labor taxes and annual taxes to the konohiki, or local overseer, who collected goods to support the chief and his court. The konohiki supervised communal labor within the ahupua'a and also regulated land, water and ocean use.

Most of the people were farmers, a few were fishermen. Tenants cultivated smaller crops for family consumption, to supply the needs of chiefs and provide tributes. Kapu (restrictions/prohibitions) were observed as a matter of resource and land management. Access to resources was tied to residency and earned as a result of taking responsibility to steward the environment and supply the needs of Aliʻi. The social structure reinforced land management.

Dwellings were thatched structures designed primarily for protection against inclement weather. Floors of the houses were raised platforms of lava rock, with small pebbles layers over. Pili grass was strewn about and all of this was covered with woven lauhala mats. Most activities (i.e. cooking and eating) took place outdoors.

In a typical village, houses were built close to production fields and were of several types. These include, in order of importance: • Hale aliʻi, the house of the chief, used as a residence for the high chief and meeng house of the lesser chiefs. It was built on a raised stone foundation to represent high social standing. • Hale papaʻa, the house of royal storage. • Hale ulana, the house of the weaver, where craftswomen would gather to make baskets, fans, mats and other implements from dried pandanus leaves. • Hale noho, the living house, sleeping and living quarters for the family unit. • Imu, the communal earth oven. Dug in the ground, it was used by men to cook the entire village's food including pua'a or pork.

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 20

Ahupua‘a model after Luciano Minerbi 1999, slightly modified. Note the five biological resource and production zones from mauka to makai: wao nahele, wao kanaka, kahakai, kai and the kahawai (stream ecosystem). (Mueller‐Dombois)

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 21 Shaped by island geography, ahupuaʻa varied in shape and size (from as little as 100 acres to more than 100,000 acres.) A typical ahupuaʻa was a long strip of land, narrow at its mountain summit top and becoming wider as it ran down a valley into the sea to the outer edge of the reef. If there was no reef then the sea boundary would be about one and a half miles from the shore.

Each ahupuaʻa had its own name and boundaryn lines. Ofte the markers were natural features such as a large rock or a line of trees or even the home of a certain bird. A valley ahupuaʻa usually used its ridges and peaks as boundaries.

People living in one ahupuaʻa were free to use whatever grew wild in that ahupuaʻa. But a resident of one ahupuaʻa could not take anything from another ahupuaʻa. Boundaries were important and people carefully learned their locations.

In ancient Hawaiian times, relatives and friends exchanged products. The upland dwellers brought poi, taro and other foods to the shore to give to kinsmen there. The shore dweller gave fish and other seafood. Visits were never made empty‐handed but always with something from one's home to give.

Ahupuaʻa contained nearly all the resources Hawaiians required for survival. Fresh water resources were managed carefully for drinking, bathing and irrigation. Wild and cultivated plants provided food, clothing, household goods, canoes, weapons and countless other useful products. Many land and sea creatures utilized for food also provided bones, teeth, skin and feathers for tools, crafts and ornamentation.

There are five major biological resource zones in an ahupua‘a. These are the wao nahele (upland/inland forest zone;) the wao kanaka (the agricultural zone;) the kahawai (the stream ecosystem;) the kahakai (the coastal zone) and the near‐shore kai (ocean,) i.e., the ocean in front, including the coral reefs where present.

Trees for canoes, house building, idols, etc came from the forest zone. Below the forest, in the Upland area, bamboo, ti and pili grass for thatching houses and were collected. Within the coastal area and valleys, taro was cultivated in lo‘i; sweet potato, coconut, sugar cane and other food sources thrived in these areas. The shore and reefs provided fish, shellfish and seaweed.

Sophistication in the traditional Hawaiian land use practices becomes evident from the way island areas were divided vertically, often in units of watersheds, and horizontally, in zones of ecosystem significance.

Furthermore, the functionality of the individual zones was well understood as to their bioenvironmental potential. Wherever possible, the zones were modified by enhancing their natural ecosystem services. (Mueller‐Dombois)

Early Hawaiians did not cluster in villages, but lived in scattered hamlets – typically along a stream or along the shore. Today, rock ruins are event in and around the town of Kōloa to the ocean.

Holoholo Kōloa is situated within five of the ancient ahupuaʻa, from west (left) to east (right,) Lāwaʻi, Kōloa, Weliweli, Pāʻā and Māhāʻulepū. The following map notes the general locations of the ahupuaʻa. Present day Kōloa town is in the notch noted along the Kōloa‐Weliweli boundary (about mid‐way up.)

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 22 Literal translation of the ahupuaʻa in the Scenic Byway corridor area are:

Lāwaʻi (waʻi) day to end [fishing taboo] Kōloa long cane with a crook Weliweli respectful, as of the word of the chief Pāʻā dry, rocky Māhāʻulepū and falling together

Google Earth Image with DBEDT GIS Data Noting Ahupua‘a at Holoholo Kōloa, Prepared by Ho‘okuleana LLC

In the image above, you can see the geographic features (ridge peaks and cinder cones) that were used in ancient times to delineate the ahupua‘a boundaries. La‘aukahi Peak (Site #2) delineates the boundary between the ahupua‘a of Kōloa and Weliweli.

La‘aukahi Peak (Site #2) is representative of the other geologic features that the ancient Hawaiians used in identifying the various ahupua‘a. (In today’s reference, La‘aukahi Peak (Site #2) is noted as the peak with the smaller radio tower on it (to the left of the larger tower.)

As historian Marion Kelly has said, the ahupua‘a “was the basic land unit, most common and most closely related to the religious and economic life of the people.” In the term ahupua‘a, the words ahu (stone altar or stone mound) and pua‘a (pig), are combined.

The pua‘a was a carved wooden image of a pig head (a form of Lono.) These stone altars served as border markers and deposition places for offerings to the agricultural god Lono and a high chief (ali‘i nui), who was the god’s representative.

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 23 The Makahiki festival punctuated the yearly farming cycle in ancient Hawai`i. Celebrating harvest and Lono, the Hawaiian god associated with rain and fertility, Makahiki marked a temporary halt to activities of war and many other daily routines. Beginning in late October or early November when the Pleiades constellation was first observed rising above the horizon at sunset, the Makahiki period continued for four months.

Makahiki was a time to gather and pay tithes to chiefs who redistributed the gifts of the land, a time to cease farming labors and a time to feast and enjoy competitive games.

The highest chief of the island acted as host to Lono during Makahiki, performing ceremonies to mark the beginning and end of the festival. The chief collected gifts and offerings – food, animals, kapa, cordage, feathers and other items – on behalf of Lono and redistributed them later amongst lesser chiefs and their followers. The chief declared the kapu on Modern Representation of Ahupua‘a marker Photo: Young produce and the land which was observed as the Lono figure was carried around the island perimeter in a clockwise direction.

Over the course of several days, Lono's retinue stopped at the boundary of each ahupua‘a where gifts of the district had been collected. Once all the tribute to Lono and the chief was collected, communities gathered to celebrate with feasts and games. Chiefs and commoners competed, as well as those trained as athletes.

Both men and women participated in the competitions; games included ‘ulu maika (a type of bowling), foot races, marksmanship with pahe‘e or short javelins, puhenehene, wrestling and hula dancing.

Hula – under guidance of the goddess Laka, sister to Pele – offered many chants and dances composed specifically for Makahiki. They honored Lono, the chief, Kane (the god most closely associated with taro), and were meant to invoke rain and fertility.

In addition to the games and circuit of the Lono figure, the chief observed further religious ceremonies. Makahiki rituals were the most festive of the Hawaiian religion and included dramatic pageants and other acted‐out scenes.

Once the proper rituals and ceremonies were performed, normal life resumed and the farming cycle began again.

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Engraving of Makahiki Games (D. Young)

Kaneiolouma complex (Site #15) is one of the places where games were held. As noted by Henry Kekahuna in his 1959 mapping of the Kaneiolouma complex, the Kaneiolouma heiau at Po‘ipu had three main sections (religion, agriculture and aquaculture (fish ponds.))

On the East side, there is a large sports arena where Hawaiian games such as forearm wrestling, or uma, wrestling, or hakoko, and deadly grappling, or lua, were carried on. On the South side, there is a large fishpond where special fish intended only for the ali‘i were raised. The Waiohai spring is the center of this fishpond. (Hui 2010)

The Kaneiolouma Heiau complex is considered sacred to the Hawaiian culture and an important historic landmark to the residents of Kauaʻi. Currently under the jurisdiction of the County of Kauaʻi and known as the Poʻipū Beach Park Mauka Preserve, the stewardship group Hui Mālama O Kaneiolouma has cleared 70% of overgrowth in the Kaneiolouma Kahua Complex and is working to maintain and rehabilitate this complex as a public cultural preserve. (Hui 2010)

The amount of monumental Hawaiian architecture represented here has the potential of yielding important information regarding ancient temple religion, agriculture and fishpond management.

Extensive walled enclosures, alters, numerous bases for temple images, shrines, taro patches, irrigation ditches, a series of large fishponds, house platforms, extensive cooking areas, and terracing throughout make this complex ideal for rehabilitation. (Hui 2010)

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 25

Aerial of Site with Kekahuna Map superimposed (Image: County of Kaua‘i Kane‐I‐O‐Lo‐U‐Ma Heiau Complex) Site #15)

Kaneiolouma Aerial (Photo: Hui Malama o Kaneiolouma) (Site #15)

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 26 Kane‐i‐olo‐u‐ma is translates as Kane‐who‐drove‐and‐pushed. Kāne is a principal god and associated with fresh water and it is his relationship with the other gods that brings forth. life Lono, the god of agriculture, along with Kāne’s help, insures a life cycle and abundance to all animal husbandry and crops. Kanaloa, the god of the sea, also needs Kāne’s help in order to insure a life cycle for the fish. This is significant as these three components are represented here at Kaneiolouma. (Hui 2010)

The Kaneiolouma and agricultural site complex is part of a huge complex of agricultural and habitation sites ranging from Kōloa town to the coast of Poʻipū and ranging from the Weliweli area westward to Kukui‘ula Bay and the Kōloa Field System (Site #13.) Most of the estimated 1000+ features have been destroyed. This site complex offers the only archaeological area that is not on private land. Eventually, this complex may be the only such accessible complex on the entire south shore of the Kōloa District.

Culturally, the temple and agricultural site area becomes a heritage place, a marker for the Native Hawaiians to identify with their prehistory and their ancestry. For all ethnic peoples of Hawaii, this is one of the few sites at Poʻipū that is readily accessible and with cleaning; preservation and maintenance can serve as an interpretive park (1989 National Register of Historic Places Registration Form). (Hui 2010)

Kōloa Field System

Prior to 1848, the common people never owned land. Tenants cultivated smaller crops for family consumption, to supply the needs of chiefs and provide tributes. Early Hawaiians lived near the coast; however, most of their sustenance came from inland.

When studying the cultural setting in Hawai‘i, it is important to focus on the ahupua‘a. These land units generally extended from the mountain to the sea and contained most of the resources that a settlement would require for its subsistence, distributed at various elevations.

The traditional land use in the Hawaiian Islands evolved from shifting cultivation into a stable form of agriculture around 1200 AD. Stabilization required a new form of land use. It is widely believed `Umi a Līloa (ʻUmi,) the ruler of the Island of Hawaiʻi, was the first rrule to create the ancient Hawaiian land division, according to a chiefly management system, nearly 600 years ago.

Through warfare and alliances with other chiefs, ʻUmi gained control of Hawaiʻi Island and made himself the Aliʻi nui, or high chief, for the whole island. ʻUmi divided his island into separate moku, or districts. These moku were subdivided into smaller sections called ahupuaʻa. ʻUmi’s system of dividing his island was copied by chiefs on the other islands. Like Hawaiʻi, the mokupuni, or islands, of Kauaʻi, Maui and Oʻahu were divided into moku.

Evidence indicates the Kōloa area was forested to the shore before the arrival of the first Polynesians. When they started to settle in this area, they cleared the land for agriculture by burning. Because rainfall is low in this area, the early Hawaiians constructed sophisticated irrigation systems for growing taro and other crops. Ultimately, the Kōloa Field System (Site #6) of agriculture was established with formal growing areas and irrigation system tapping off of Waikomo Stream (Site #6).

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 27

Kōloa Field System Photo – (Local Byway Committee)

Beginning possibly as early as 1450, the Kōloa Field System (Site #6) was planned and built on the shallow lava soils to the east and west of Waikomo Stream. The Kōloa Field System is characterized as a network of fields of both irrigated and dryland crops, built mainly upon one stream system. Waikomo Stream was adapted into an inverted tree model with smaller branches leading off larger branches. The associated dispersed housing and field shelters were located among the fields, particularly at junctions of the irrigation ditches (ʻauwai). In this way, the whole of the field system was contained within the entire makai (seaward) portion of the ahupuaʻa of Kōloa stretching east and west to the ahupuaʻa boundaries.

The field system, with associated clusters of permanent extended family habitations, was in place by the middle of the 16th century and was certainly expanded and intensified continuously from that time. Long ʻauwai were constructed along the tops of topographic high points formed by northeast to southwest oriented Kōloa lava flows.

These ʻauwai extended all the way to the sea. Habitation sites, including small house platforms, enclosures and L‐shaped shelters were built in rocky bluff areas which occupied high points in the landscape and were therefore close to ʻauwai, which typically ran along the side of these bluffs (Hammatt et al 2004). From A.D. 1650‐1795, the Hawaiian Islands were typified by the development of large communal residences, religious structures and an intensification of agriculture. (Cultural Surveys 2005)

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 28 C‐shaped shelters are considered shelters from the elements by the archaeologists. Hawaiians predicted weather accurately for the coming three days. Observing the cloud activity at Hāʻupu gave Hawaiians an indication when there will be rain in the hills and at Poʻipū. Midden discovered at these shelters lends to the belief of these being shelters. Many considered these observation shelters to predict rainfall in the hills of Kōloa, in preparing for the needed water to get to the ʻauwai below.

The Kōloa Field System is unique in a number of ways; its makeup and design tells us much of the pre‐ contact world and the ingenuity of the ancients with respect to planning, architecture, agriculture and social system. Kōloa Field System was in use through 1850 AD.

A complex of wet and dryland agricultural fields and associated habitation sites occur in the lava tablelands of the makai portion of Kōloa ahupua'a on the south coast of Kaua'i. Although soil deposits are thin and the land is rocky, plentiful irrigation water was available. (Hammatt)

This agricultural system, which at its peak covered over 1,000‐acres extending from the present Kōloa town to the shoreline, was first thought to be a development that occurred later than the major valley systems. Recent research shows its inception, expansion, and intensification is contemporaneous with or earlier than the origin of the other documented agricultural networks on Kaua‘i and other islands. (Hammatt)

Its elements include parallel and branching ‘auwai, terraced lo‘id an dryland plots. Later intensification includes aqueducted ‘auwai, irrigated mound fields and subdivision of lo'i and kula plots. The Kōloa Field System, at its apex in the early 19th century, represents one of the most intensive cultural landscapes in Hawai‘i. (Hammatt) Remnants of this Kōloa Field System still remain in parts of the region.

Kōloa Field System (Site #6) – Map Noting Auwai Irrigation (Photo: Hal Hammatt)

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 29 Impressive descriptions of the Koloa Fields were provided by the first seafaring Europeans to set eyes on the Koloa ahupua'a from Hanakaʻape Bay. In January 1778, Captain Cook wrote: "What we saw of their agriculture, furnished sufficient proofs that they are not novices in that art. The vale ground has already been mentioned as one continuous plantation of kalo and a few other things, which all have the appearance of being well attended to.

The potato fields and spots of sugar cane or plantains on the higher grounds are planted with the same regularity ... The greater quantity and goodness of these articles may also perhaps be as attributed to skilful culture as to natural fertility of soil."

Bernice Judd, writing in 1935, summarized most of what was known of the traditional Hawaiian life of Kōloa: In the old days two large 'auwai or ditches left the southern end of the Maulili pool to supply the taro patches to the east and west. On the kuaunas [embankments] the natives grew bananas and sugar cane for convenience in irrigating. Along the coast they had fish ponds and salt pans, ruins of which are still to be seen. Their dry land farming was done on the kula, where they raised sweet potatoes, of which both the tubers and the leaves were good to eat. The Hawaiians planted pia (arrowroot) as well as wauke (mulberry) in patches in the hills wherever they would grow naturally with but little cultivation. In the uplands they also gathered the leaves of the hala (screwpine) for mats and the nuts of the kukui (candlenut) for light (Judd 1935:53). (Cultural Surveys 2005)

Post‐contact Hawai‘i

Hawaiian lives changed with sudden and lasting impact when in 1778, Captain James Cook and his crew arrived. Contact changed the course of history for Hawai‘i when they made the first western contact with Hawai‘i. Cook named the archipelago the Sandwich Islands in honor of his patron, the First Lord of the Admiralty, the Earl of Sandwich.

Cook's crew first sighted the Hawaiian Islands in the dawn hours of January 18, 1778. His two ships, the HMS Resolution and the HMS Discovery, were kept at bay by the weather until the next day when they approached Kaua‘i’s southeast coast.

On the afternoon of January 19, native Hawaiians in canoes paddled out to meet Cook’s ships, and so began Hawai‘i’s contact with Westerners. The first Hawaiians to greet Cook were from the Kōloa shore.

The Hawaiians traded fish and sweet potatoes for pieces of iron and brass that were lowered down from Cook’s ships to the Hawaiians’ canoes.

Cook continued to sail along the coast searching for a suitable anchorage. His two ships remained offshore, but a few Hawaiians were allowed to come on board on the morning of January 20, before Cook continued on Captain James Cook Wikimedia Commons in search of a safe harbor.

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 30 On the afternoon of January 20, 1778, Cook anchored his ships near the mouth of the Waimea River on Kaua‘i’s southwestern shore. As they stepped ashore for the first time, Cook and his men were greeted by hundreds of Hawaiians who offered gifts of pua‘a (pigs), and mai‘a (bananas) and kapa (tapa) barkcloth.

Cook went ashore at Waimea three times the next day, walking inland to where he saw Hawaiian hale (houses), heiau (sacred places of worship), and agricultural sites. At the time, the region was thriving with many thatched homes as well as lo‘i kalo (taro patches) and various other food crops such as niu (coconuts) and ‘ulu (breadfruit).

Discovery & Resolution along Kauaʻi's South Shore depicting the Māhā‘ulepū Coast (Site #20,) with Mt. Hā‘upu (Site #21) as its focal point ‐ Drawn by William Ellis – 1778 ‐ (Believed to the first image by westerners of Hawaiʻi) (Wikimedia Commons)

After trading for provisions, gathered water and readied for sail, Cook left the island and continued his search of the “Northwest Passage,” an elusive (because it was non‐existent) route from the Pacific Ocean to the Atlantic Ocean. On January 17, 1779, Cook returned to the Hawaiian Islands, sailing into Kealakekua Bay on the island of Hawai‘i. Less than one month later, on February 14, 1779, Cook and several of his men were killed in an encounter with the natives on the shoreline of Kealakekua Bay.

From the time of contact, until the end of the century, ships called at Waimea nearly every year for water and provisions. For a time it was the favored port of call on the island. However, captains learned that the exposed anchorage at Waimea was dangerous with kona (south‐westerly, versus the typical north‐easterly tradewinds) winds came up, threatening to ground the moored ships.

Ultimately, it was this occasional weather pattern that causes the decline of Waimea as the favored port on the Island of Kauaʻi and the rise of Kōloa Landing (Site #10) to take its place. Ships calling to Kōloa Landing steadily increased and by 1830 it became widely recognized as the major port on the island. In addition to the ability to maneuver in and out of the anchorage, whatever the wind direction, the Kōloa region had ample water and food crops to provision the ships that called.

Kamehameha's Attempts to Conquer Kauaʻi

During this era of western discovery, King Kamehameha I was attempting to gain control of the Island of Hawaiʻi and eventually unify the Hawaiian Islands under his rule. In 1784 Kamehameha began a war of conquest, and with his superior use of modern weapons and western advisors, he subdued all other chiefdoms, with the exception of Kaua‘i, by 1795.

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 31

Kaua‘i and Niʻihau were ruled by King Kaumualiʻi. He was born in 1780 at the sacred royal Birthstone at Holoholokū Heiau in Wailua.

When English Captain George Vancouver visited Waimea, Kaua‘i in 1792, he met the young Kaumuali‘i, who was twelve years old at the time. Arriving at Waimea Bay on March 9, 1792, Vancouver was impressed by Kaumuali‘i’s friendliness and intelligence.

In February of 1796, when William Robert Broughton arrived at Waimea, Kaua‘i on the Providence, Kaumuali‘i and rival Keawe were fighting to control Kaua‘i. Keawe had apparently gained control in the Waimea region, and he boarded the Providence, but hurried to shore when he saw the approaching fleet of Kaumuali‘i, who then spent the night aboard the ship.

King Kamehameha I launched his first invasion attempt on Kaua‘i in April of 1796, having already conquered the other Hawaiian Islands, and having fought his last major battle at Nu‘uanu on O‘ahu in 1795. Kaua‘i’s opposing factions were extremely vulnerable as they had been weakened by fighting each other.

About one ‐fourth of the way across the ocean channel between O‘ahu and Kaua‘i, a storm thwarted Kamehameha’s warriors when many of their canoes were swamped in the rough seas and stormy winds, and then were forced to turn back. Some of the advance troops made it to Kaua‘i and were killed when they reached shore. Kaua‘i remained unconquered.

In 1804, King Kamehameha I moved his capital from Lahaina, Maui to Honolulu on O‘ahu, and continued planning an attack on Kaua‘i. Kamehameha’s forces for this second invasion attempt included about 7,000 Hawaiians along with about 50 foreigners (Europeans). Kamehameha (Art by Herb Kane)

Kamehameha’s troops were armed with muskets, as well as eight cannons, 40 swivel guns, and other Western weaponry. Kamehameha’s massive fleet of double‐hulled canoes was accompanied by 21 armed schooners.

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 32 Kamehameha’s second attempt was thwarted again when an epidemic, thought to be typhoid or dysentery, swept through the population, killing thousands of native Hawaiians. The sickness delayed for a second time Kamehameha’s goal of conquering Kaua‘i.

In a renewed effort for a large‐scale attack on Kaua‘i, Kamehameha began assembling a formidable armada of sailing ships in Waikīkī, using foreigners to construct the vessels.

The invasion never took place. In the face of the threat of a further invasion, in 1810, Kaumuali‘i decided to peacefully unite with Kamehameha and join the rest of the Kingdom of Hawaiʻi.

The agreement with Kaumualiʻi marked the end of war and thoughts of war across the archipelago.

After King Kamehameha I died in 1819, Kaumuali‘i pledged his allegiance to Liholiho, Kamehameha's son and successor. In 1821, Liholiho (King Kamehameha II) anchored his royal ship Ha‘aheo o Hawai‘i (Pride of Hawai‘i) in Waimea Bay, and invited Kaumuali‘i aboard. After boarding the ship, Kaumuali‘i was taken prisoner and the ship sailed for O‘ahu. Mahiole (feather helmet) believed to be the gift of Kamehameha I to King Kaumualiʻi for agreeing to peaceful settlement (Wikimedia Commons) On O‘ahu, the powerful former queen Ka‘ahumanu, married Kaumuali‘i to ensure the monarchy’s control over Kaua‘i. Kaumuali‘i passed away on O‘ahu in 1824, ceding the island to the Kingdom of Hawaiʻi upon his death.

Before Captain James Cook made contact with Hawai‘i in 1778, the islands were isolated from most other parts of the world. Thereafter traders discovered large forests of sandalwood and began an export trade with the Orient. Whaling vessels soon made Hawaiʻi a favored provisioning center. Then, sugar covered the landscape ‐ these segments of Hawaiʻi's socio‐economic timeline follow.

Sandalwood (ʻIliahi)

Sandalwood (ʻiliahi) has been highly prized and in great demand through the ages; its use for incense is part of the ritual of Buddhism. Chinese used the fragrant heart wood for incense, medicinal purposes, for architectural details and carved objects.

Sandalwood was first recognized as a commercial product in 1791 by Captain Kendrick of the Lady Washington when he instructed sailors to collect cargo of wood. From that point on, it became a source of wealth in the islands until it was finally exhausted. The wood was shipped almost exclusively from a few recognized harbors on the lee side of the islands.

Sandalwood was a desirable cash crop in Hawai'i because it could be harvested year round and did not have to be irrigated or cultivated. While trade in Hawaiian sandalwood began as early as the 1790s, by 1805 it had become an important export item.

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 33 Sandalwood trade was a turning point in Hawai‘i, especially related to its economic structure. It moved Hawai‘i from a self‐sufficient economy to a commercial economy. This started a series of other economic and export activities across the archipelago.

In 1811, an agreement between Boston ship captains and Kamehameha I established a monopoly on sandalwood exports, with Kamehameha receiving 25% of the profits. As trade and shipping brought Hawaiʻi into contact with a wider world, it also enabled the acquisition of Western goods, including arms and ammunition.

Sandalwood (branches in foreground above the underbrush) (Wikimedia Commons)

Kamehameha used Western cannon and guns to great advantage in his unification of the Islands and also acquired Western‐style ships, buying the brig Columbia for a price of two ship loads of sandalwood in 1817.

Between about 1810 and 1820, the major item of Hawaiian trade was sandalwood. King Kaumualiʻi held the sandalwood monopoly on Kauaʻi and Niʻihau, Kōloa Landing (Site #10) served as a prominent port of export. Kamehameha I held the monopoly for the rest of the island chain. Kamehamehay rigidl maintained control of the trade until his death in 1819, at which time his son, Liholiho, took over control.

When Kamehameha died, although Liholiho should have inherited all of Kamehameha's lands, the chiefs wanted the revenue from the sandalwood. By persuading the king to give them control of the royal sandalwood monopoly, they effectively removed any regulation of the harvest or sale of the wood. Trade continued at an accelerated rate following Kamehameha's death.

In America, the Panic of 1819 (the first financial crisis in the United States) made it difficult for traders to obtain sandalwood for the China trade. However, because the Hawaiian chiefs had become enamored

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 34 of items of foreign manufacture, the islands provided an open market for goods like rum, clothing, cloth and furnishings. Foreign traders shipped these goods to the islands, exchanging them for sandalwood, which continued to be in demand in China.

In December 1826, the kingdom of Hawaiʻi enacted its first written law — a sandalwood tax. Every man was ordered to deliver to the government 66 pounds of sandalwood, or pay four Spanish dollars.

This period saw two major famines as ʻiliahi was harvested to the point of commercial extinction in Hawaiʻi forests. The common people were displaced from their agricultural and fishing duties, and all labor was diverted to harvesting sandalwood.

By 1830, the trade in sandalwood had completely collapsed. Hawaiian forests were exhausted and sandalwood from India and other areas in the Pacific drove down the price in Canton and made the Hawaiian trade unprofitable.

Coming of the Missionaries

The history of Christianity in Hawaiʻi begins with Henry Opukahaʻia, a native Hawaiian from the Island of Hawaiʻi who in 1809, at the age of 16, boarded the sailing ship Triumph anchored in Kealakekua Bay and sailed to the continent. On board, he developed a friendship with a Christian sailor who, using the Bible, began teaching Opukahaʻia how to read and write. Once landed, he traveled throughout New England and continued to learn and study.

With his new reading skills, came a new view of religion. Opukahaʻia’s life in New England was greatly influenced by many young men with proven sincerity and religious fervor who were active in the Second Great Awakening and the establishment of the missionary movement. These men had a major impact on Opukahaʻia’s enlightenment in Christianity and his vision to return to Hawaii as a Christian missionary. By 1817, a dozen students, six of them Hawaiians, were training at the Foreign Mission School to become missionaries to teach the Christian faith to people around the world.

He improved his English by writing the story of his life in a book called Memoirs of Henry Obookiah (the spelling of his name, based on its sound.) The book about his life was printed and circulated after his death. It inspired 14 missionaries to volunteer to carry his message to the Sandwich Islands. Opukahaʻia died suddenly of typhus fever in 1818.

On October 23, 1819, a group of missionaries from the northeast United States, set sail on the Thaddeus for the Sandwich Islands (now known as Hawai‘i.) There were seven couples sent by the American Board of Commissioners for Foreign Missions to convert the Hawaiians to Christianity. Two Ordained Preachers Hiram Bingham and his wife Sybil and Asa Thurston and his wife Lucy; two Teachers, Mr. Samuel Whitney and his wife Mercy and Samuel Ruggles and his wife Mary; a Doctor, Thomas Holman and his wife Lucia; a Printer, Elisha Loomis and his wife Maria; a Farmer, Daniel Chamberlain, his wife and five children. Of those who sailed on the Thaddeus, only Samuel Ruggles had met Opukahaʻia face‐ to‐face.

Along with them were four Hawaiian youths who had been students at the Foreign Mission School, Thomas Hopu (Thomas Hopoo,) William Kanui (William Tennooe,) John Honoliʻi (John Honooree) and Prince Humehume (son of King Kaumuali‘i and also known as Prince George Kaumuali‘i (Prince George Tamoree.))

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 35 The Four Hawaiians Who Returned on the Thaddeus (Wikimedia Commons)

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 36 Humehume was born about 1797 to Kaua‘i’s King Kaumuali‘i and a commoner wife. In January 1804 an American trading ship arrived at Kauaʻi. Since the landing of Captain James Cook on January 1778, the port of Waimea had been a known stop for European and American ships in the Pacific. King Kaumualiʻi paid Captain James Rowan to take his son, Humehume, aboard to get an education in America.

He arrived in Providence Rhode Island in July 1805. The money given to the boy’s guardian to pay for his education was either squandered or lost. Humehume eventually enlisted in the U.S. Navy and was wounded during the War of 1812.

Humehume later worked in the Boston Navy Yard and then studied at the Foreign Mission School in Cornwall, Connecticut.

After 164 days at sea, the missionaries first arrived in Hawai‘i at Kailua‐Kona, on the Island of Hawaiʻi on April 4, 1820. The Thurstons remained in Kailua‐Kona, while their fellow missionaries went to establish stations on other Hawaiian islands. Hiram Bingham, the leader of the group, went to Honolulu to set up a mission headquarters; Whitney and Ruggles accompanied Prince Kaumuali‘i on his return to Kaua‘i.

On May 3, 1820, Humehume returned to Kaua‘i and was reunited with his father after many years apart. Humehume arrived on Kaua‘i aboard the Thaddeus, the same ship that brought the First Company of American missionaries to the Hawaiian Islands.

Sybil Bingham, wife of Hiram, records in her Journal:

The brethren, Whitney and Ruggles, arrived this morning, from Atavi (Kauaʻi) after an absence of eight weeks, wither they went to accompany George Tamoree (Kaumualiʻi) home. They bring a fair report of the lands, with a pressing invitation from the king for some of the Mission family to take up residence with him and his people.

It does appear as if the voice was from that Island, "Come over here and help us".

Whitney and Ruggles established a mission station at Waimea, Kaua‘i in 1820. Waimea was the capital city, located at the mouth of the Waimea River. Later companies of missionaries established missions in in Kōloa on the South Shore and Wai‘oli on the North Shore.

Hiram Bingham was on a preaching tour of the island of Kaua‘i in 1824, shortly before King Kaumuali‘i died. Kaumuali‘i had been living on Oahu for three years. Bingham spoke to him just before coming to Kaua‘i. Bingham writes:

“We found Kaumuali‘i seated at his desk, writing a letter of business. We were forcible and pleasantly struck with the dignity and gravity, courteousness, freedom and affection with which he rose and gave us his hand, his hearty aloha, and friendly parting smile, so much like a cultivated Christian brother.”

When the king died, Bingham said a gloom fell over Kaua‘i.

In 1834, the Reverend Peter Gulick was sent out from the first mission station at Waimea on the island of Kauai to establish the second mission station in Kōloa. The congregation was organized in April 1835

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 37 with twelve members. They held services in native grass houses. Later in 1837 a new large meeting house with glass windows was constructed. The membership then increased to 125.

The early missionaries of the American Board of Commissioners for Foreign Missions taught their lessons in Hawaiian, rather than English. This is partly due to the need to become literate in Hawaiian, but also because the mission did not want to create a separate caste of English‐speaking Hawaiians. In later years the instruction ultimately was in English.

The Kōloa mission grew as the port of Kōloa grew. Once a sleepy fishing village, Kōloa expanded with whaling and the sandalwood trade. While Waimea remained as the early capital of Kaua‘i, Kōloa became its economic center.

Waimea, Kaua‘i in the 1820s (just west of Kōloa) noting Bingham ‐ Wikimedia Commons

The Rev. Gulick helped to organize the Protestant mission schools in 1841 when children for the first time began to attend daily classes. There were four schools with five teachers and an attendance of 225 children. Before the name Dole became synonymous with pineapple, it was known as the first school in Kōloa (Kōloa School (Site #5j.)) Daniel Dole, the first principal of Punahou School, left and moved to Kaua‘i to start the Dole School, which later became Kōloa School, the first public school on Kaua‘i.

When Captain Cook first visited the Hawaiian Islands, Hawaiian was a spoken language but not a written language. Historical accounts were passed down orally through chants and songs. The development of the written Hawaiian language in the early part of the nineteenth century was started by the Protestant missionaries who arrived in Hawai‘i, starting in 1820. A committee of some of these missionaries (Hiram Bingham, C. S. Stewart and Levi Chamberlain) worked on the development of the Hawaiian alphabet.

By 1826, missionaries selected a 12‐letter alphabet for the written Hawaiian language, using five vowels (a, e, i, o, and u) and seven consonants (h, k, l, m, n, p and w). The Hawaiian language uses two special

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 38 diacritical marks. The kahakō ('macron' consisting of a horizontal line over the vowel) lengthens the pronunciation of the vowel on which it is placed. The ‘okina ( ʻ ‐ glottal stop) signifies a clean break between two vowels. The written Hawaiian language developed by the missionaries was modeled after the spoken language, attempting to represent the spoken Hawaiian sounds with English letters.

Whaling

The whaling industry replaced the sandalwood trade. As the sandalwood industry declined, Hawai'i became the base for the north‐central Pacific whaling trade. Hawai‘i’s whaling era began in 1819 when two New England ships became the first whaling ships to arrive in the Hawaiian Islands.

Whalers, seeking supplies called at Kōloa Landing (Site #10;) it continued its foremost role on the island as a port and supply station. Kōloa was a center for agriculture and as such became the center of activity for Kauaʻi.

Rich whaling waters were later discovered near Japan and soon hundreds of ships headed for the area. The central location of the Hawaiian Islands between America and Japan brought many whaling ships to the Islands.

At that time, whale oil was used for heating, lamps and in industrial machinery; whale bone was used in corsets, skirt hoops, umbrellas and buggy whips.

Whalers needed food and the islands supplied this need from its fertile lands. Whalers’ aversion to the traditional Hawaiian diet of fish and poi spurred new trends in farming and ranching. The sailors wanted fresh vegetables and the native Hawaiians turned the temperate uplands into vast truck farms. There was a demand for fresh fruit, cattle, white potatoes and sugar. Hawaiians began growing a wider variety of crops to supply the ships.

The whaling industry was the mainstay of the island economy for about 40 years. For Hawaiian ports, including Kōloa Landing (Site #10,) the whaling fleet was the crux of the economy. More than 100 ships stopped in Hawaiian ports in 1824. Over the next two decades, the Pacific whaling fleet nearly quadrupled in size and in the record year of 1846, 736 whaling ships arrived in Hawai‘i.

Whaling was most profitable on Kauaʻi from the mid‐1830s to about 1861. Fortunes were founded upon industries related to it and these were the forerunners of the money interests that were to dominate the economy of the islands for a century to come.

And then swiftly whaling came to an end. In 1859, an oil well was discovered and developed in Titusville, Pennsylvania; within a few years this new type of oil replaced whale oil for lamps and many other uses – spelling the end of the whaling industry.

Although Hawai‘i’s commercial whaling is gone today, the humpback whales continue to visit the islands, including off shore of Poʻipū Beach (Site #16.) In the summer, humpbacks are found in high latitude feeding grounds in Gulf of Alaska in the Pacific where they spend the majority of the time feeding and building up blubber that they live off of in the winter. From December to late‐May, the humpback whales migrate to calving grounds in Hawaiian waters.

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 39 Humpback whales are the favorite of whale watchers, as they frequently perform aerial displays, such as breaching (jumping out of the water), or slap the surface with their pectoral fins, tails or heads. The humpback whale is on the endangered species list, but efforts to protect them have increased their overall population.

Humpback Whale – Wikimedia Commons

Whaling also introduced the concept of "hiring on" for a long period of time. Just as sailors signed on for a voyage that normally lasted years, so were workers indentured for work on the burgeoning sugar plantation industry.

Sugar

Sugar gradually replaced sandalwood and whaling in the mid‐19th century and became the principal industry in the islands until it was succeeded by the visitor industry in 1960.

The early Polynesian settlers to Hawaiʻi brought sugar cane with them and demonstrated that it could be grown successfully. Since it was a crop that produced a choice food product that could be shipped to distant markets, its culture on a field scale was started as early as 1800 and has continued uninterruptedly up to the present time.

Sugar‐cane farming has maintained for itself the distinction of being the number one farm crop of the Islands. It gained this prestige without great difficulty because sugar cane soon proved to be the only available crop that could be grown profitably under the severe conditions imposed upon plants grown

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 40 on the lands which were available for cultivation and, consequently, Hawaiian farmers were forced by nature, if not by choice, to concentrate on the cultivation of sugar cane. (HSPA 1947)

Early sugar planters shared many challenges: trade barriers, shortages of water and labor, and the lack of markets for their sugar.

Cutting sugar cane by hand, Kaua‘i, ca. 1910. KHS archive photo by Ray Jerome Baker

The first sugar to be made in Hawai‘i is credited to a man from China. The newspaper Polynesian, in its issue of January 31, 1852, carried this item attributed to a prominent sugar planter on Maui, L. L. Torbert:

“Mr. John White, who came to these islands in 1797, and is now living with me, says that in 1802, sugar was first made at these islands by a native of China, on the island of Lāna’i. He came here in one of the vessels trading for sandalwood, and brought a stone mill and boilers, and after grinding off one small crop and making it into sugar, went back the next year with his fixtures, to China.”

The first commercially‐viable sugar plantation, Ladd and Co., was started at Kōloa on Kaua‘i. On July 29, 1835, Ladd & Company obtained a 50‐year lease on nearly 1,000‐acres of land and established a plantation and mill site in Kōloa.

It was to change the face of Kaua‘i (and Hawai‘i) forever, launching an entire economy, lifestyle and practice of monocropping that lasted for over a century. A tribute to this venture is found at the Kōloa Sugar Memorial (Site #4) in Old aKōlo Town (Site #5).

Kōloa Sugar Mill changed locations over the years, remnants of an earlier mill are at the Kōloa Sugar Memorial (Site #4); the Old Kōloa Mill, built in 1841, is at the intersection at the bottom of Maluhia Road, as you enter Old Kōloa Town, and is the only structure in Kōloa listed on the National Register of Historic Places. The latest Kōloa Sugar Mill (Site #22,) that closed in 1996, can be seen in the distance to the east of the corridor.

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 41

Kōloa Sugar Mill (Site #22) (Photo: Wikimedia Commons)

Hawaiians were hired to work on the plantation. This had far‐reaching affect on the social and economic make‐up of the local society. This introduced the concept of independence for the Hawaiians. Workers were paid directly and no longer had to pay a tax to the chiefs. Workers were initially dpai with coins.

Coin in sufficient quantity to pay the workers was difficult to come by in the 1830s. In response, Kōloa Plantation initiated the use of script as payment to workers; these were redeemable for purchases at the plantation's store. This addressed the coinage shortage, but also directed the plantation workers to buy from the plantation‐owned store. Initially, script was simply a notation of denomination and signature of the owner on cardboard.

However, due to counterfeiting, in 1839, script was printed from engraved plates, with intricate waved and networked lines. This more formal Kōloa Plantation script became the first paper money in Hawaiʻi. Not only was this script accepted at the Ladd & Company store, it became widely accepted by other merchants on the island.

Ladd & Company Paper Money (Image: doylenewyork.com)

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 42 Sugar was the dominant economic force in Hawaiʻi for over a century, Kōloa Plantation was the birthplace of the Hawaiian sugar industry. Other plantations soon followed Kōloa. By 1883, more than 50 plantations were producing sugar on five islands.

Kōloa Plantation set other standards that endured throughout the islands for over 100‐years. In addition to the plantation‐owned general store, housing was provided for workers. Barrack‐type buildings or individual homes had space for workers to plant a garden. The company dairy sold milk to plantation workers. Medical services were provided.

Hawai‘i’s economy turned toward sugar in the decades between 1860 and 1880; these twenty years were pivotal in building the plantation system. Hawaiʻi had the basic natural resources needed to grow sugar: land, sun and water. A century after Captain James Cook's arrival in Hawaiʻi, sugar plantaons started to dominate the landscape.

What encouraged the development of plantations in Hawaiʻi? For one, the discovery of gold and rush of settlement of California opened lucrative avenues of trade in the Pacific. Likewise, the Civil War virtually shut down Louisiana sugar production during the 1860s, enabling Hawai‘i to compete in a California market that paid elevated prices for sugar.

In addition, the Treaty of Reciprocity ‐ 1875 between the United States and the Kingdom of Hawai‘i eliminated the major trade barrier to Hawai‘i’s closest and major market. King Kalākaua was determined to keep his realm from reverting to a subsistence economy by furthering the advancement of agriculture. Through the treaty, the U.S. gained lands in the area known as Wai Momi, meaning "water of pearl," (Pearl Harbor, now known as Joint Base Pearl Harbor‐Hickam) and Hawai‘i’s sugar planters received duty‐free entry into U.S. markets for their sugar.

However, a shortage of laborers to work in the growing (in size and number) sugar plantations became a challenge. The only answer was imported labor.

Starting in the 1850s, when the Hawaiian Legislature passed "An Act for the Governance of Masters and Servants," a section of which provided the legal basis for contract‐labor system, and continuing to the end of World War II, labor shortages were eased by bringing in contract workers from Asia, Europe and North America.

There were three big waves of workforce immigration:  Chinese 1850  Japanese 1885  Filipinos 1905

Several smaller, but substantial, migrations also occurred:  Portuguese 1877  Norwegians 1880  Germans 1881  Puerto Ricans 1900  Koreans 1902  Spanish 1907

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 43

Sculpture of Various Immigrant Sugar Workers – Kōloa Sugar Monument (Site #4) – Wikimedia Commons

It is not likely anyone then foresaw the impact this would have on the cultural and social structure of the islands.

Sugar changed the social fabric of Hawai‘i.

The sugar industry is at the center of Hawaiʻi's modern diversity of races and ethnic cultures. Of the nearly 385,000 workers that came, many thousands stayed to become a part of Hawai‘i’s unique ethnic mix.

Hawai‘i continues to be one of the most culturally‐diverse and racially‐integrated places on the globe.

For nearly a century, agriculture was the state’s leading economic activity. It provided Hawai‘i’s major sources of employment, tax revenues and new capital through exports of raw sugar and other farm products.

The sugar industry was the prime force in transforming Hawaiʻi from a traditional, insular, agrarian and debt‐ridden society into a multicultural, cosmopolitan and prosperous one. (Carol Wilcox)

The sugar plantations were Hawaiʻi’s first stable economy. Unlike the sandalwood traders who stripped the forests or the whalers who killed the animals into near extinction, sugar replenished itself.

Five major companies gradually emerged to provide marketing, supplies and other services for the plantations and eventually came to own and manage most of them. They became known as the Big Five:  Alexander & Baldwin ‐ started by Samuel Alexander and Henry Baldwin, sons of missionaries. Their daring irrigation project sent water 17 miles from the rainy slopes of Haleakala to 3,000 dry sugar cane acres in central Maui.

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 44  Theo H. Davis ‐ a British firm that became a maritime shipping company and branched into the sugar trade.  Castle & Cooke ‐ founded by missionaries, which originally sold sewing machines, farm tools and medicine in Hawaii. It later bought stock in sugar plantations and focused on sugar companies.  C. Brewer ‐ founded by James Hunnewell, an officer on the Thaddeus, that brought the original missionaries to Hawai‘i in 1820. He returned in 1826 to set up a trading company, which was itself later traded to Capt. Charles Brewer, who gave the lasting name.  Hackfeld & Company ‐ a German firm that later became American Factors (Amfac.) It was started by a young German selling goods to whalers, who came to manage sugar growers’ businesses.

Growing sugar requires water, lots of it. Plantations developed intricate collection and distribution system of flumes, ditches, tunnels and reservoirs. Kōloa was water poor and depended on excess water from its neighbors. Constrained by the lack of surface and groundwater sources, Kōloa concentrated on developing water storage. The Kōloa Marsh (above the present Kōloa Town) was an ideal location for a reservoir. Ultimately, a 2.3‐billion gallon capacity reservoir (Waita Reservoir (Site # 24)) was constructed (second in overall size to Oʻahu's Lake Wilson with 3‐billion gallon capacity.)

Waita Reservoir (also referred to as Hauiki Reservoir, Marsh Reservoir or Kōloa Reservoir) Waita Reservoir (Site #24) ‐ (Goggle Earth ‐ Young) initially built in 1906 and expanded in 1931, covers an area of approximately 525‐acres. The water source was supplied by the Wilcox Ditch and Kōloa Ditch (Waiahi‐Kuia Aqueduct.) This enabled irrigation of over 70‐percent of the fields.

Located on private property, Waita Reservoir (Site #24) not only provides irrigation to local agricultural ventures, through private fishing charter arrangements it is also a popular bass and other sport fishing location on the island.

Prince Kūhiō Park

Born on March 26, 1871 Jonah Kūhiō Kalanianaʻole Piʻikoi (grandson of Kaua‘i King Kaumuali‘i and the cousin of King Kalākaua and Queen Liliuokalani) was prince of the reigning House of Kalākaua when the Kingdom of Hawai‘i was overthrown in 1893. Prince Jonah Kūhiō Kalaniana‘ole Piʻikoi, last royal heir to the Hawaiian throne, Delegate to Congress for ten consecutive terms and tireless worker for native Hawaiian rights, was born along the Poʻipū coast at Kukui‘ula and grew up in Kōloa.

Kūhiō was often called Ke Ali‘i Maka‘āinana (Prince of People) and is well known for his efforts to preserve and strengthen the Hawaiian people. While a delegate of Congress, he spearheaded the effort in the passage of the Hawaiian Homes Commission Act that provides lands for native Hawaiians. In 1919

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 45 he also introduced the first bill asking that Hawaii become a state. Prince Kūhiō restored the Royal Order of Kamehameha I and established the Hawaiian Civic Club.

The foundation of his royal home and fishpond is part of Kūhiō Park. The Ho‘ai Heiau (Site #17) is also located here toward the back, left side. Prince Kūhiō Park is more like a shrine, it’s a serene tribute to Kaua‘i's past.

Prince Kūhiō’s Birthplace (Prince Kūhiō Park) (Site #7) (www.aloha‐hawaii.com/hawaii/prince‐kuhio)

Old Kōloa Town

Old Kōloa Town (Site #5) grew up around the Plantation industry, attracting people to come work there from many different countries. Plantation workers not only labored, lived and shopped on the plantation, they also received medical care. Kōloa's buildings housed plantation stores and services for these people, including Kauai’s first hotel. Kōloa was the center of agriculture and, as such, became the center of activity for Kauaʻi.

Kōloa Town supported the thriving sugar plantations; in fact, in Hawaiian, "kō" means sugar and "loa" translates to long, referring to the long‐jointed sugar cane of this region. Today, Kōloa region has transformed into a leading resort destination, drawing visitors from across the globe who wish to take in the area’s scenic vistas, pleasant climate and diversity of cultural and historical sites.

One thing you will note within the core of Old Kōloa Town is that most of the buildings are on one side of the road and the other side is relatively vacant. That has to do with the land ownership in this area.

The land north of Kōloa Road to Kōloa Gap is Knudsen Trust land and was in sugar cane until recently. Most of the developed property immediately south of Kōloa Road is owned by the Smith‐Waterhouse Family Partnership. As you headn dow the hill toward the ocean it is largely Knudsen Trust land once again.

In 1982, Hurricane ʻIwa damaged many of the older structures in the town and a group called Kōloa Town Associates (KTA) persuaded the Smith‐Waterhouse Family Partnership to grant the group a long‐

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 46 term lease on the property comprising the core of the town. The stated intention was to restore the historic structures in this part of Kōloa. As the project progressed over a two‐year period starting in 1983, some of the historic buildings were torn down and new structures were built, generally similar to the original structures.

The wooden walkway along Kōloa Road in front of the buildings was added to facilitate tourist shopping. Some attention was paid to exterior features such as false fronts to give an appearance from the street similar to the original. Kōloa Town Associates named the resulting group of new buildings "Old Kōloa Town" and leased them to businesses catering to tourists.

Following are some of the buildings/institutions that are within Old Kōloa Town (Site #5); these buildings help to tell the stories of the area (the listing starts with the Kōloa History Center, then generally on the eastern side of, K ōloa road then goes down Po‘ipū Road:)

Kōloa History Center (Site #5a) is a place to stop to get a deeper learning experience about Kōloa's history. In here, one can get a glimpse of the Old Kōloa Town. Photographs and artifacts of planters reveal the past of the oldest sugar plantation in Hawaii. Of course, the sugar industry has been replaced by other booming industries such as tourism. But the Old Kōloa Town's sugar plantations were the beginnings of Kōloa's rise to prominence. Kōloa History Center (Site #5a) (Photo: gohawaii.about.com)

Chang Fook Store (Site #5b) (sometimes called Chang Fook Kee, kee meaning store) is next on the east. It was started by the Changs in the 1920s as a general store, but it is most fondly remembered as the bakery it became in the 1930s. In 1983‐1984 the building was leveled and rebuilt, but resembles the original.

The Yamada Building (Site #5c) next to Sueoka Store originally had been built in 1921 but was razed and rebuilt. The front along Kōloa Road is similar to the original, with a shed roof behind a false front that is articulated into three bays by four pilasters and trim boards above a canopy along the entire front. It had various tenants over time, including Tadao "'Barber" Kawamoto, who gave haircuts to the music of a wind‐up Victrola. He set up shop in 1932 and remained until 1983. Because of Tadao's long occupation and ownership of the Yamada Building (its original name,) it is often called The Kawamoto Building.

The building that is now Sueoka Store (Site #5d) was previously occupied by Mitsunami Store and the Bishop Bank. Mitsunami Store did not survive long and in 1927 Mankichi Sueoka leased Mitsunami's

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 47 space from Dr. Waterhouse. The Bishop Bank was renamed First Hawaiian Bank and moved down the street in 1935 and Sueoka took over the whole building. He purchased the property in 1943 and improved the building. The 1920s architecture that remains is interesting. The false front is distinguished by an articulating ogee curve and angled top, and a corrugated metal canopy is cantilevered over the sidewalk. Sueoka Store is the only privately owned business on the Kōloa Road frontage.

Yamamoto Store Courtyard (Site #5e) (5356 Kōloa Road) was established at the turn of the century as a plantation camp store and later, a general store with service station. The original owner, Mr. Yamaka, also had a small hotel to the rear of the property, called The Kōloa Hotel. eTh large Monkey Pod tree that was planted by Howard Yamamoto in 1925 still stands today adjacent to the store.

The Yamamotos began to operate their store in the 1920s and sold candy and soft drinks to movie patrons of the Kōloa Theater which was across the street on the former mill site. Crack seed, coconut candy and whole dried abalone were the special favorites of school children who would stop for after school snacks. Nicknamed the Monkey Pod Store for the large tree that shadows the building, the store was well‐known for its fishing supplies, including poles. The Yamamoto family lived in a small wooden frame building next door to the Salvation Army building. The historic store, then the oldest commercial building in Kōloa, was torn down in 1983 and replaced with a slightly larger but similar structure designed to be a tourist shop and leased to Crazy Shirts.

The antique Texaco “visible gas” spump date back to the 1920s was completely restored and stands in the exact location it once stood years ago. Next to the pump is a statue of Mr. Freitas by Reems Mitchell. These two are popular in print ads of Kōloa Town, and is a fixture most associate with Old Kōloa Town.

Yamamoto Store (Site #5e) (Image: Wikimedia Commons) Long considered the hub of the Kōloa community, the Kōloa Hotel is generally believed to be Kauaiʻi’s first hotel. It was probably constructed at the turn of the century and used specifically as a lodging place for the numerous traveling salesmen, also known as drummers, who worked for large mercantile agencies on O‘ahu. These salesmen would arrive at Kōloa Landing (Site #10) after an often rugged ocean trip by steamer and rowboat. The would take their samples to each plantation camp store and sometimes even fan out from house to house in outlying communities. The Kōloa Hotel was leased by Yamamoto and Sons until their retirement in 1982.

The Salvation Army Chapel (Site #5f) was built in 1906 and though repaired several times, is still essentially the original building. The inside has remained unchanged over the past century.

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 48 Awa Store (Site #5g) ‐ The Kahalewai Building is on Kōloa Road in front of "The Old Paint Shop.” The original building was put up by Dr. Waterhouse in 1927 (Kahalewai means "the water house.') It first contained a small post office at the west end, a general store operated by the Ornellas' in the middle and a tailor shop at the east end. Later on, it held Mr. Iwai's watch‐repair shop, Mrs. Tanaka's beauty shop, a Filipino's tailor shop and Dulce's Dress Shop. During World War II, the entire building except for the post office was taken over as an Army bakery. Salvation Army (Site #5f)

For almost thirty years after that, Awa Store was the sole occupant. Johnny Awa was Chinese and had the best "crack seed" in town. He carried so much general merchandise only he could find anything in the store. The Kahalewai Building was razed and rebuilt. Fortunately, the interesting design ofe th front on Kōloa Road was retained. It has a shed roof behind its false front and four bays defined by Tuscan pilasters. A hipped canopy of corrugated metal extends over the four bays. The building today is occupied by tourist‐oriented shops and a pharmacy.

The Telephone Exchange (Site #5h) was in the small building on the north side of Kōloa Road, opposite the existing Chevron station. The first telephone was installed on the island in 1880 by George N. Wilcox to link Dr. James Smith, the only physician on the island, to Lihuʻe. The system was extended in Lihuʻe and elsewhere but did not reach other residents of Kōloa, the hospital/dispensary and plantation officials until 1900. During the thirties telephones were still rather rare in town and nonexistent in the worker camps. Radio telephone service to the other islands and the mainland was available from the Kōloa exchange in 1931. The exchange closed in 1948 and is now a modest Spa/Salon.

Okamura Store (Site #5i) was originally built in 1905 by Masuichi Okumura on land leased from Kōloa Plantation. The general merchandise store was on the first floor, the Okumura family lived one th second floor. At that time, there was only a small plantation store in Lāwaʻi.

Nishita Store (Site #5j) was originally a plantation house dating from around 1920. It was the home of the Kataokas, with his furniture and upholstery shop in the front and family living quarterse in rear. Th property was sold and Masato Nishita and his wife, Tokie, moved into the property in 1930. Masato was a tailor who enjoyed a reputation as the best one in town. Tokie sewed and had ladies who lived nearby do piecework. The tailor shop was in the front for over 40 years.

USA Store (Site #5k) was originally a plantation house built in about 1920 by Kōloa Plantation. Later in that decade, Dr. Waterhouse purchased the property and leased it to Toko Usa, a Japanese immigrant, who lived in it with his picture bride from Japan. Toko had worked in the fields for many years past his contract until he had saved enough to lease the house and open a store in the front part of it. Usa Store

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 49 carried groceries and assorted household items: a sign in the window advertised "Bicycles and Diamond Rings." At the start of World War II, a friend suggested the Usas capitalize the name, USA, to give the store a patriotic connotation.

Three churches on Poʻipū Road all trace their roots to the same Christian denomination ‐ Congregational ‐ and all have affiliated with different denominations since. Missionaries from New England arrived in 1820, formally establishing Kōloa as their second mission station on Kauaʻi in 1834. Meetings began in people's homes, moved to a grass hut.

In the early days, church was an all‐day affair. Some parishioners traveled more than 20‐miles by horse and buggy to attend services that were held in Hawaiian and English at The Church at Kōloa. Afterwards, they spread picnic lunches, caught up on news and relaxed together.

Kōloa Missionary Church (Site #5l) on the east side of Kōloa Road occupies the homestead of an early medical missionary on Kauaʻi, Dr. James W. Smith, who arrived in 1842 and was the only physician on Kaua'i for over 40 years. He was ordained in 1854 and served as pastor. His son, Dr. Jared Smith, expanded the home and later it passed on to a grandson of Dr. J.W. Smith's, Dr. Alfred Herbert Waterhouse.

Dr. Waterhouse arrived in Kōloa with his wife Mabel in 1907. The Waterhouses lived in the home for nearly 40 year. Dr. Waterhouse was the Kōloa Plantation physician until 1933 and then operated a clinic from the house until his death in 1948.

The Smith‐Waterhouse home was torn down and the present church was constructed in 1955.

Kōloa Union Church (Site #5m) (3289 Poʻipū Road) In 1854, Dr. Smith was ordained as a Christian minister and formally installed in the Hawaiian Church. His ordination to the Christian ministry was the first on Kauaʻi. A devastating storm in 1858 destroyed the Kōloa Meeting House. Immediately, materials and funds were collected to reconstruct the church; the service of dedication was held in 1859. Kōloa Union Church (Site #5m) (Photo: ucucc.org) During the course of the years the Hawaiian population of Kōloa diminished fast and was no longer predominant. In the meantime, other ethnic groups migrated to the island of Kaua`i.

Through the years arrangements were made to bring in people from Puerto Rico, China, Japan and the Philippines to work in the sugar and pineapple fields.

The Kōloa Union Church was formally organized in October 1923 with twenty‐four charter members. A constitution was drawn and accepted. The church became affiliated with the Kauai Evangelical Association on October 22, 1923 and the Rev. Royal G. Hall served as the pastor until 1924.

In 1928 the church was remodeled through the generous donation of Mr. G. N. Wilcox, one of Kauaʻi's leading citizens. A lease for the land was made by the Hawaiian congregation to the Kōloa Union Church

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 50 for 25 years. A separate church and a parsonage were built by Mr. Wilcox for the Hawaiian congregation who wanted to conduct their own language ministry.

The Church at Kōloa (Site #5n) (3269 Poʻipū Road) The Reverend Peter J. Gulick began the mission in Kōloa in 1834. With no official house of worship, they lived closely with each other in thatched houses and worked on the idea of building a church of their own. In 1837, they built a chapel on the premises where the current church now stands. Its original dimensions where 95 feet in length by 40 feet in width with an 8 foot lanai that went completely around the chapel.

The chapel served the congregation until 1859 when it was torn down to make way for a new frame building. This undertaking was carried to completion through the energy and devotion of Reverend James W. Smith, M.D. He served as a missionary, pastor and doctor from 1842 to 1887. This new and improved church served the congregation for 70 years. It stood as a silent witness to all of the changes which have occurred in the islands over the years.

It was recorded in the Missionary Herald of 1860 that this church stood on the high ground and could be seen from far out to sea, forming a landmark which ships used for navigating as they approached port. In 1929, the church underwent repairs and was given a New England style finish. The ʻōhiʻa (Hawaiian wood) timbers hewn by the Hawaiians in those early years are still supporting this church in their former positions, with the exception of a few timbers. The Church at Kōloa (Site #5n) (Photo Kōloachurch.com)

Kōloa School (Site #5o) (3223 Poʻipū Road) was established in 1877 and was the first government public school on Kauaʻi. It sits on the site of the state's first commercial sugar plantation.

When the Gulicks moved from Waimea to Kōloa in 1834, they established the second missionary station on Kauaʻi. Near their home they started a small school for Hawaiian children in a thatch structure; their home burned down in 1837.

After that, they built a more substantial adobe home where the Kōloa Church parsonage is now and an adobe chapel where Kōloa Church stands today; both had thatch roofs. In 1841, the Gulicks built a second school of the same materials a short distance mauka of the present Kōloa School. Although Gulick started the first two schools in Kōloa, neither is regarded as a forerunner of Kōloa School because students were taught in Hawaiian. Gulick's second school closed in 1884 when English became the official language of instruction.

Students then attended Daniel Dole's "English school," next door. His 1855 school is regarded as the start of Kōloa School. In 1860, Dole built an English day school on the spot where the Kōloa Public and School Library is now.

Dr. James W. Smith also played an important part in education during the early years. In 1861, Dr. Smith headed the group who petitioned the kingdom's Board of Education in 1877 to establish Kōloa School as the first government school on Kauaʻi to teach in English. When the petition was approved, he became the first commissioner of Kōloa School.

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 51

Kōloa School (Site #5o) 1917 ‐ (State Archives)

The main building burned down in 1973, so "temporary" portable classrooms were brought in that are still in use today. The library was finished in 1976 and tile cafeteria soon afterwards. In 1982, the seventh and eighth grades were transferred to Kaua'i High and Intermediate School in Lihuʻe, since then its official name has been Kōloa Elementary School.

The Dole home site is now occupied by a mortuary on the east side of Poʻipū Road. Although the home no longer exists, a lot of history happened in this immediate area. Dole's son Sanford was raised here; attended his father's school next to the home and, ultimately, became President of the Republic Hawaiʻi, then first governor of the Territory of Hawaiʻi.

Dole's old house burned to the ground in 1907. The tropical style of the mortuary is somewhat reminiscent of the Dole home with a covered lanai, but without the second story.

When Japanese immigrants came to Kōloa they brought their religion, Buddhism, with them. The Buddhist temple was an integral part of the lives of the Japanese of Kōloa, providing a place to worship, study their language, learn martial arts and participate in social events. Even today, the entire community looks forward to O‐Bon season in summer, when temples honor the memories of their dead with festival dances and lit memorial candles sent out to sea.

Of three Buddhist sects established in Kōloa, two remain: Kōloa Jodo Mission (Site #5p) and Kōloa Hongwanji Mission, located next to the post office. Both built their temples in the same year, 1910. The Hongwanji temple burned down in 1994, but the mission remains. The Jodo Mission brought temple carpenters from Japan to build the interior of the larger of its two temples. Its ceiling is inlaid with wooden tiles, each a different blossom, hand‐painted by a Japanese artist who gave them as a gift. The altar image is of Amida Buddha. Amida means eternal life and infinite light.

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 52

Kōloa Jodo Mission (Site #5p) The first Catholic missionaries came to the Islands in 1827 and Honolulu had the first chapel in 1828. Saint Raphael Catholic Church (Site #5q) was founded by Father Arsenius Walsh in Kōloa on Dec. 25, 1841, the first Catholic church on Kaua‘i and a place of worship for immigrant plantation workers from the Kōloa Plantation.

The church cemetery is the burial site of some of Hawaii's first Portuguese immigrants.

Saint Raphael Catholic Church (Site #5q)

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 53 Visitor Industry

When Hawaiʻi became a U. S. territory (June 14, 1900,) it drew adventuresome cruise ship travelers in a tourism boom. Hotels blossomed, including Waikiki’s oldest surviving hotel, the Moana Hotel, in 1901.

Then, according to published accounts, the tourists stopped coming ‐ possibly because Honolulu was swept by bubonic plague in 1899 and 1900. There were reports that Los Angeles was anticipating a bumper crop of tourists for the winter of 1902. Competition had already begun. Over the decades, promotional efforts grew and so did the number of tourists.

In 1941, a record year, in which 31,846 visitors arrived, World War II brought an abrupt end to tourism in Hawaiʻi. Three years later, the Chamber of Commerce began bringing it back to life with a Hawaiʻi Travel Bureau (HVB,) which concerned itself with leaving a friendly Territorial impression on the servicemen who were soon to go home.

An important priority was to get the ocean liner Lurline back in the passenger business after her wartime duty. It cost Matson $19 million, but in the spring of 1948, with an exuberant welcome by some 150,000 people and an 80 vessel escort arranged by the HVB, she steamed into Honolulu Harbor to reclaim her title as "glamour girl of the Pacific."

In 1948, American President Lines resumed plying the Pacific and scheduled air service was inaugurated to Hawaiʻi.

1959 brought two significant actions that shaped the present day make‐up of Hawai‘i, Statehood and jet‐liner service between the mainland United States and Honolulu (Pan American Airways Boeing 707.) These two events helped guide and expand the fledgling visitor industry in the state into the number one industry that it is today.

Pan American 707 at Honolulu Airport – Postcard (eBay)

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 54 Tourism exploded. Waikiki began to build up (and up). Sheer numbers eroded some of the personal touch like a lei greeting for every arriving visitor.

Steadily during the 1960s, 70s, and 80s the millions of tourists added up, and the HVB and Hawai‘i learned to cope with the problems of success. The yearly tourism total reached nearly seven million people in 1990.

Tourism is the activity most responsible for Hawaiʻi’s current economic growth and standard of living. Although many emerging industries – such as technology, film, health & wellness, professional services, specialty products and others – show great promise for the future, economy and standard of living will probably depend on the activity generated by visitor activity for years to come.

At the same time, the visitor industry has major impacts on almost every aspect of Hawaiʻi's economy, physical infrastructure, natural resources and even social and cultural lives.

Kōloa‐Po‘ipu host an organized, supportive Poʻipū Beach Resort Association that organizes and supports destination marketing and promotion of visitor accommodations/activities on behalf of its membership. Poʻipū Beach Resort Association serves as a central resource center for Kaua‘i’s Poʻipū Beach area, also known as Kaua‘i’s sunny south shore.

Likewise, the statewide Hawaiʻi Tourism Authority (HTA) serves as a critical bridge linking government and private sectors, the visitor industry, visitors and island communities, and aims to contribute successfully to a good quality of life for residents through tourism.

Tourism is the most impactful and immediate way to fix Hawai‘i’s struggling economy. In this rapidly changing market, the Hawai‘i Tourism Authority (HTA) is making adjustments to the way to conduct business, to deal with both the short‐term current crisis facing Hawai‘i’s tourism industry and the longer‐term challenge of achieving a healthy and sustainable industry that provides maximum benefits to Hawai‘i’s community.

Over the past years, Poʻipū Beach’s popularity has grown immensely with visitors and residents alike and several new development projects are under way to meet the growing population and visitor demand. These new developments will enhance the beauty and charm of this coastal town by adding to the already wonderful choices of accommodations, dining, shopping and activities.

Additionally, there are plans for walking and biking paths, a promenade and shuttle service between Kōloa Town and Poʻipū Beach.

Holoholo Kōloa Scenic Byway A Look Back Corridor Management Plan Chapter 2; Page 55 Kauaʻi and Its South Shore

Mark Twain described Hawai‘i as "the most beautiful fleet of islands that lies anchored in any ocean.” Missionary Peter Gulick's son described Kōloa as "one of the pleasantest localities on those diamond‐ isles."

The Hawaiian Islands are the most isolated populated place on planet earth, 2,500 miles from any major land mass, in the middle of the Pacific Ocean.

Entirely volcanic in origin, the state’s 132 isles range from the tiny reefs and shoals of the Northwestern Hawaiian Islands to the 4,038‐square‐mile “Big Island” of Hawai‘i at the southeastern end of the chain. Their varying sizes reflect different stages in a shared and ongoing volcanic process.

For each island that process begins by eruption over the Hawaiian hot spot (located today beneath the ocean just east of Hawai‘i). Through buildup from successive eruptions, an island emerges from the sea. At the same time it drifts slowly westward ‐ away from the hot spot ‐ along with the underlying Pacific Tectonic Plate.

As an island’s distance from the hot spot increases, eruptions cease and it slowly subsides into the sea.

Kauaʻi is geologically the oldest and westernmost of the main Hawaiian Islands. With an area of 562.3 square miles, it is the fourth largest of the main islands in the Hawaiian archipelago.

Known also as the "Garden Isle,” Kauaʻi lies 105 miles across the Kauaʻi Channel, northwest of Oʻahu. Over 50 percent of Kauaʻi’s land area lies in the undeveloped highlands of central Kauaʻi and the steep cliffs and valleys of the Nā Pali Coast.

Nearly circular in shape, Kauaʻi’s land area encompasses 533 square miles, 25 miles long by 33 miles wide at its furthest points. Only 3% of the land area has been developed for commercial and residential use, leaving the remaining 97% divided between agriculture and conservation. The majority of the island's permanent residents live and work in the coastal areas, leaving the interior of Kauaʻi spectacularly beautiful and pristine.

At 5‐million years of age, Kaua‘i’s volcanic slopes are deeply carved by streams, and its forests host Hawai‘i’s richest array of flora and fauna. Because of its Kaua‘i’s relative age and distance from the hot spot, it escapes the seismic activity and lava hazards that affect younger islands in the chain. However, tsunamis and hurricanes do pose threats.

One of the wettest spots on earth, with an annual average rainfall of 460 inches, is located on the east side of Mount Waiʻaleʻale. The high annual rainfall has eroded deep valleys in the central mountains, carving out canyons with many scenic waterfalls.

Even with the wettest spot on earth, Kauaʻi’s weather is nearly perfect year‐round, with daytime temperatures ranging from the mid‐70s to the mid‐80s. The northeast trade winds provide refreshing breezes. Rain showers usually fall in the evening and early morning hours, predominantly over the mountain ranges. The temperature of the ocean ranges from 68 to 80 degrees Fahrenheit.

Holoholo Kōloa Scenic Byway Kauaʻi and its South Shore Corridor Management Plan Chapter 3; Page 56 Notable Demographics • A permanent population of approximately 63,000 residents is supplemented with a healthy visitor or tourism population that creates a “de facto” population of more than 80,000 that is expected to grow to approximately 110,000 in the next 20 years. • The ethnicity of Kauaʻi is diverse; no race is a majority and the island boasts a “mul‐cultural mix with an international feel.” • While 83% of the population over age 25 is reported to have a high school diploma, the actual graduation rate is lower. • There are 16 public schools on the island in 3 complexes, each with 3 elementary schools, 1 middle school and 1 high school ‐ 800 teachers with about 8000 students plus preschool and charter schools. • Median household income is approximately $45,000 per year with 8.6% of all persons below the poverty level. • As the current predominant economic driver, tourism is estimated at 40–60% of island’s economy.

There is a strong “love of the land” or “Aloha ʻĀina” evident among many of the people throughout Kauaʻi. This is seen in the popular use of the parks, beaches, and other recreaonal areas. But it is also evident in the wishes of the people to have outdoor places to walk or bicycle for the enjoyment of being outside and for the opportunity to connect with and get to know other people.

Beyond enjoyment, there is a strong sense of respect and a desire to have development, energy generation and transportation that maintains that respect for the natural environment.

Holoholo Kōloa Scenic Byway is situated on the south shore of Kauaʻi. Here there are many scenic, natural and recreational qualities that travelers along the Byway may experience and enjoy.

Along the coastal area of Poʻipū there are popular beaches for swimming, surfing, snorkeling or scuba.

Travelers on Holoholo Koloa Scenic Byway will enter Kaua‘i‘s premier resort destination through a gateway made of a magnificent tree covered tunnel (Site #1) and proceed to a quaint town rich in history.

Tree Tunnel, a double row of eucalyptus trees, which were planted in 1911 as part of a community effort led by Alexander McBryde. Tree Tunnel (Site #1) (Wikimedia Commons)

Holoholo Kōloa Scenic Byway Kauaʻi and its South Shore Corridor Management Plan Chapter 3; Page 57

Traveling further south to the coast, one will view the many cultural sites including heiau, fishponds, an agricultural field system and beautiful vistas.

The Hāʻupu Mountain Range forms the eastern boundary of the Holoholo Kōloa Scenic Byway corridor. As noted previously in this plan, two points on the range are point of interest sites that are part of the byway.

La‘aukahi Peak (Site #2) was used by native Hawaiians as an ahupuaʻa boundary marker; it is noted as the peak with the smaller radio tower on it (to the left of the larger tower.) The other point on the Hāʻupu range is Keolewa Heiau (Site #21,) situated along the Hā‘upu ridge line on the peak of Hāʻupu (the highest point on the mountain range at 2,297‐feet.)

In addition to the land mass and mountain ranges created by the volcanic eruptions, volcanic cinder cones form on the landscape.

Cinder cones are piles of volcanic ash that build up around explosive vents, usually on larger volcanoes. Streaming gases carry liquid lava blobs into the air that fall back to earth around a single vent to form the cone. They form when ash and cinders pile up around the vent to form a circular or oval cone. Cinder cones can also be distinctly asymmetric if there was a persistent wind blowing during the eruption.

As their name suggests, cinder cones consist of cinders (low density basalt rock being pitted with many cavities at its surface and inside.) Lava fountains are driven by expanding gas bubbles; the bubbles are trying to expand in all directions but the only way to relieve the pressure is up out the vent so fountains are usually directed relatively vertically. Because the liquid lava is thrown so high, they cool before they land and don't stick together.

While several cinder cones are within the general area, two cinder cones (or puʻu ‐ protuberances such as a hill, peak or cone) have been included as points of interest sites in the Holoholo Kōloa Scenic Byway. Puʻu o Hewa (Site #3) is situated on the west side of the corridor, between the Tree Tunnel (Site #1) and Old Kōloa Town (Site #5.)

The actual name of the cinder cone is not clearly known. It is reported that an old map hung in an office, the map noted the puʻu and a name. The name was crossed out and "hewa" was hand written. Hewa means wrong, mistake or error, suggesting the crossed out name was incorrect. However, the correct name was not added in its place.

As time went on, the cinder cone was referred to as Puʻu o Hewa; the name has stuck, and the true name of the puʻu remains a mystery.

Puʻu o Hewa (Site #3) has an hōlua slide on it. Hōlua sliding is one of the most dangerous sports practiced in Hawaiʻi. The rider lies prone on a sled the width of a ski and hurtles down a chute of lava rock. The papa hōlua (canoe sled) resembles a double‐hulled canoe. Contestants reached treacherous speeds on their narrow sleds by adding thatching and mats to make the hōlua slippery (note the x‐ shaped scar ‐ two sledding paths that crossed, adding to the excitement.)

Holoholo Kōloa Scenic Byway Kauaʻi and its South Shore Corridor Management Plan Chapter 3; Page 58

Puʻu o Hewa (Site #3) (Local Byway Committee)

The other cinder cone in the region that is a point of interest site on the Scenic Byway is Puʻuwanawana (Site #23.)

Puʻuwanawana (Site #23) (Photo: Kōloa Heritage Trail)

As noted in the preceding chapter, the South Shore has a rich history marked by many changes in the area that continue to this day. Kōloa Town’s history is rooted in its status as a former plantation settlement in the middle of a once‐vibrant sugarcane industry. Today, primary agricultural crops are taro in the immediate area, with coffee being grown to the west. Today, Kōloa Town is primary a residential community, with a small but vibrant downtown core that serves the needs of local residents and visitors alike.

Holoholo Kōloa Scenic Byway Kauaʻi and its South Shore Corridor Management Plan Chapter 3; Page 59

The seaside region of Po‘ipū Beach (Site #16) is the major resort community on Kaua‘i, with major hotel and resort complexes by the Sheraton, Marriott, Hyatt and others. There are numerous smaller condos, timeshares and other vacation rental and fractional‐ownership properties. There are also two golf courses and the Po‘ip ū Shopping Village outdoor mall.

The area is also home to several tourist and visitor attractions. Chief among these are the Tree Tunnel (Site #1) lining Maluhia Road north of Old Kōloa Town (Site #5); Spouting Horn (Site #8) and the National Tropical Botanical Gardens (Site #9) to the west, Prince Kūhiō Park (Site #7) and Po‘ipū Beach Park (Site #16) on Lāwa‘i Road.

All the roads on the coastal route have visitor accommodations including hotels, condominium and/or vacation rental homes. There are many visitor amenities to choose from here. Hoʻoleina Ka Puaʻa ‐ Poʻipū Beach (Site #16) (HawaiiGaga.com)

Offshore, from December to May, it's not uncommon to see humpback whales that annually visit these islands.

The most popular beach on the South Shore is Hoʻoleina Ka Puaʻa (Site #16) (more commonly referred to as Poʻipū Beach (Site #16,) which is fronted by Poʻipū Beach Park and a few resorts.

Poʻipū Beach was named America's Best Beach by The Travel Channel, ranking top among the 10 "best" beaches selected nationwide. This beach is a series of golden sand crescents, strung together where beach‐goers will find Hanakaʻape Bay ‐ Koloa Landing (Site #10) (akamaidiver.com) snorkeling, swimming, a natural ocean wading pool, boogie‐boarding and surfing.

Holoholo Kōloa Scenic Byway Kauaʻi and its South Shore Corridor Management Plan Chapter 3; Page 60

Located at the eastern end of Poʻipū Beach Park, Brennecke's Beach is known for its easy to catch body boarding and body surfing waves. It is a favorite with Kauai residents and visitors alike. There is a great protected area for swimming and snorkeling ‐ with surf breaks offshore (for experienced surfers).

Before the development of the Kiahuna area, the Moir family owned a home which is now the Plantation Gardens Restaurant. The Moirs (he was former manager of Kōloa Sugar Plantation,) accepting the aridity of the area, had a famous cactus garden containing varieties from all over the world. What began as a hobby garden by the Kōloa Plantation manager’s wife became celebrated as one of the world’s best of its kind. Numerous cactus planted in the 1930s thrived in the arid, rocky soil here; what began as a hobby garden became celebrated as one of the world's best of its kind.

Today, the mature cactus and succulent garden remains, preserved in its entirety. The gardens are on the grounds of the Outrigger Kiahuna Plantation Resort. Between this garden and the road which at that time skirted the shoreline there were well‐known salt pans which were named Paʻu‐a‐Laka (Site #11) (skirt of Laka, the hula goddess) (this is also the name the Moirs named their )estate. Legend says a sacred hula‐training temple was located in the area. Paʻu a Laka has been associated with the name of the hula mound on the southwest corner of Hapa Trail and Hoʻonani Road.

To the west is Hanakaʻape Bay (Site #10) (also known as Kōloa Landing (Site #10,) a very popular dive site, especially for scuba instruction. The entry is easy, and there is plenty to see to the left and right of the landing.

Hanakaʻape Bay (Kōloa Landing Site #10) was the trans‐shipment point from which ships were off‐loaded with mercantile goods and livestock for Kauaʻi, and where trade‐goods, fresh produce and livestock were loaded on ships from Kauaʻi. It was also linked to Kōloa Town, two miles inland, by the purveyor's cart path. Lāwaʻi Beach, just east of the Prince Kuhio Park (Site #7,) is a stretch of sand that sometimes disappears during high surf conditions. Other times the area is perfect for swimming and snorkeling and is fronted by a resort of the same name.

Although the strip of sand is narrow, the snorkeling is good and in calm waters. Further out is an offshore reef that provides several surf breaks that are quite popular with local surfers.

Further to the east, past Lāwaʻi, is Puhi (Site #8) (also known as Spouting Horn) Puhi (literally "blow") is a natural phenomena where ocean water, forced by the waves, rushes under a lava shelf and bursts through a small opening at the surface. Every wave produces another spray. Spouting Horn (Site #8) frequently Puhi (Spouting Horn) (Site #8) Wikimedia Commons spurts salt water 50 feet into the air.

Holoholo Kōloa Scenic Byway Kauaʻi and its South Shore Corridor Management Plan Chapter 3; Page 61 There used to be two blowholes here, with a much larger blowhole adjacent to Spouting Horn. It shot water 200‐feet into the air. However, because the salt spray damaged nearby sugar cane, the hole was blasted away in the 1920s. Today, it adds a groaning sound to the ocean spray from Spouting Horn.

Just beyond, to the west, is the National Tropical Botanical Garden (Site #9,) the area of the former home of Queen Emma. She, was married to Alexander Liholiho, King Kamehameha IV. Inspired by watching her father’s work, a well know doctor, Emma encouraged her husband to help establish a public hospital; as a result, Queen’s Hospital opened in 1860 on Oʻahu.

Queen Emma’s love for Kauaʻi’s natural beauty is exemplified in one of her favorite places, a beloved summer cottage on the south shore of the island. The beautiful and historic Allerton Estate located near Poʻipū just past Spouting Horn. A naturally stunning location, the Lāwaʻi Valley's tropical splendor was nurtured by its famous owners. Queen Emma added her personal touch with the purple bougainvillea along the cliff walls. In 1937 the Allerton’s purchased the property and continued the vision of a stately garden paradise. The Allerton Estate is managed by the adjoining National Tropical Botanical National Tropical Botanical Garden (Site #9) Garden, which conducts guided tours of the estate. Today the National Tropical Botanical Garden nurtures this land in the tradition of its past stewards, as a place where nature and human creativity meet in unparalleled beauty.

This cart path is known as Hapa Trail (Site #14); “Hapa” being a hawaiianization of “Hobbs,” a prominent ship's chandler. Historians have referred to an ancient name Luahine Alapiʻi (Site #14) for the Trail. When the new Poʻipū Beach coastal road was built in the 1900s, Hapa Road fell into disuse and disrepair.

It is not clear why the trail has the ancient Hawaiian "Luahine Alapiʻi.” "Luahine" translates to "old lady”; "Alapiʻi" translates to "Stairs, steps, ladder, doorstep, Luahine Alapiʻi ‐ Hapa Trail (Site #14) By J. J. Prats, October 19, 2008 ascent, or a musical scale.”

Luahine could also be referring to ʻIolani Luahine (born Harriet Lanihau Make au,) a well‐known hula instructor (kumu hula,) who learned her hula on the island of Kauaʻi. ʻIolani was raised by her great aunt Julia Keahi Luahine (1877– 1937), who began educating her in the ancient Kauaʻi school of hula when she was four years old. She later became a highly respected hula instructor.

Holoholo Kōloa Scenic Byway Kauaʻi and its South Shore Corridor Management Plan Chapter 3; Page 62 Hapa Trail is a 30‐foot numbered and registered State Historic right of way owned by the County of Kauaʻi. Hapa runs from Weliweli Road in Kōloa Town, 1.8 miles makai to Po’ipū Road.

The portion of Hapa from Poʻipū Road mauka to St. Raphael’s Church is 1.2 miles unimproved miles and the remaining 0.6 miles to Weliweli Road is paved. Hapa Road was designated a bike and pedestrian way by the County of Kaua’i in the 1960s.

Luahine Alapiʻi ‐ Hapa Trail (Site #14) (Photo: Local Byway Committee)

In August 2008, the Kaua’i County Council unanimously passed a resolution changing the name 'Hapa Road' to 'Hapa Trail'. The parcel of land surrounding Hapa Trail is bordered to the west by Waikomo Stream and to the east by the ahupuaʻa of Weliweli. Makai is the ocean and to the north is Weliweli Road. This land on either side of Hapa Trail, owned by the E. A. Knudsen Trust, is known today as Kiahuna.

Another popular bay and beach in the area is Keoneloa Bay (Site #17) (also known as Shipwreck Beach (Site #17,) a long stretch of sand on the far eastern end of Poʻipū. This beach was named for an old, wooden shipwreck that has long since disappeared. Shipwreck Beach is fronted by some resorts, the Hyatt and a county park facility.

During most of the year, the waters here are best for advanced surfers due to a short shore‐break. This is a great beach however, to walk along, wade a little, sunbathe or hook up with a spectacular shoreline trail that goes east for a couple miles to Māhāʻulepū (Site #20.)

Located just beyond the easterly side of Keoneloa Bay (Site #17,) along a coastal trail, is Makawehi Point and Cliffs (Site #18.) These ancient limestone sea cliffs have been virtually sandblasted by a combination of wind, salt and water over millennia. Lithified cliffs form as weathered fragments are removed by erosion and transported by gravity, running water, glaciers, waves and wind and compacted and cemented into solid rock.

When sea levels drop, these cliffs are exposed as we see them today at Makawehi. This stretch of Kaua'i's coastline also has fossils, petroglyphs and burial grounds. The numerous fossils in the sand can also be explained by the lithified cliffs as they formed under water.

Holoholo Kōloa Scenic Byway Kauaʻi and its South Shore Corridor Management Plan Chapter 3; Page 63 As fish and other organisms died they would fall on top of the sediment layers and eventually be covered up by new layers. This allows them to be preserved as the fossils we find in the sand today. (Do not remove fossils from the cliffs and sand. This area is considered particularly sacred and valuable.)

About 8,000 years ago, Paʻa Dunes (Site #19) began forming atop Makawehi as sections of the sandy shoreline accumulated a reddish fossil soil overlay. This area became known as Paʻa Dunes, meaning “fence of lava rock” or “dry and rocky.” The tradewinds blowing from the northeast or mauka (mountain) side of this area have had the most dominant influence determining the shape of the dunes along this section of coast, with kona winds from the southwest having a minor influence. Erosion of the dunes has revealed land/tree snail fossils in the reddish fossil soils found between the sand dune deposits.

Further to the east is Māhāʻulepū (Site #20,) an idyllic stretch of sand that feels truly remote. Māhāʻulepū is a two mile car trip from the end of Poʻipū Road. You can get there on a dirt cane road or you can hike along a coastal trail from Keoneloa Bay (Site #17.) There's a security shack; access closes at 6 pm. Hours are strictly enforced by the landowner that allows public access at their own risk. Māhāʻulepu is popular with locals and visitors, including wind surfers, swimmers, snorkelers, fishers and sunbathers.

At Māhā‘ulepū beach and at Keoneloa Bay dozens of petroglyphs and carvings decorate expanses of rock that are usually buried deep in sand, but occasionally exposed by high tides and waves. The markings range up to six feet in length and show historic influences mixed with ancient designs.

Keoneloa Bay (Site #17) (kamloopstrails.net)

Holoholo Kōloa Scenic Byway Kauaʻi and its South Shore Corridor Management Plan Chapter 3; Page 64

Makawehi (Site #18) (kamlooptrails.net)

Makauwahi Cave (Site #20a) and sinkhole sheds important light on Hawai‘i’s human story. According to scientists working at the site, it contains “in a single stratigraphic sequence an encapsulated view of the full span of human occupation, including the millennia preceding human arrival, earliest human evidence, subsequent population increase and cultural change, European contact and modern transformation”.

Makauwahi’s fossil and artifact finds are exceptionally well preserved. Its sinkhole walls surround an ordered column of sediment layers that tell a nearly unbroken tale of conditions on Kaua‘i, from before the arrival of people through the changes wrought by a millennium of human activity. Researchers are piecing together new and detailed views of Kaua‘i’s past based on analysis of the cave’s sediments, combined with oral and archival sources.

They have identified consistencies between local oral traditions dating back to the 1300s and data retrieved from the cave’s hidden layers. In sediments from the historic period over the last two centuries, their finds show consistency not only with oral accounts, but also with historic maps, drawings, photographs, and Land Court Award records.

Holoholo Kōloa Scenic Byway Kauaʻi and its South Shore Corridor Management Plan Chapter 3; Page 65

Makaʻuwahi Cave (Sinkhole) (Site #20a) (Sacred Caves)

Future Land Uses in the Kōloa – Po‘ipū Region

Businesses, residences, and other urban uses are concentrated in Kaua‘i’s towns and residential communities, occupying only five percent of the total land area. To minimize highway traffic and avoid urban sprawl, new residential communities are centered around the major townsb and jo centers of Līhu’e ‐ Hanamā‘ulu ‐ Puhi and Kōloa ‐ Poʻipū.

Agricultural areas are characterized by broad expanses of open space – a mixture of pastures and large‐ scale agricultural plantations, small farms, and clusters of residences. Land use regulations specifically provide for agricultural communities, with design standards for subdivisions to preserve open space and landscape features. Land use regulations and tax incentives are structured to promote legitimate agriculture enterprises and to increase opportunities for small farmers.

In new resort developments and subdivisions along the coast, buildings are setback from the shoreline. Setbacks are based on historic coastal erosion trends, damages during past hurricane and tsunami events, the nature of the topography, and scenic values. Visitor industry development along the shoreline provides well‐marked, easy‐to‐use public access and clean shower/rest room facilities, with parking.

Buildings are set well back from the shoreline, providing an open, landscaped area with a street or walkway facilitating public access up and down the beach. Residents and visitors share the beaches comfortably. Under the General Plan, new commercial development has been focused on meeting community shopping needs while supporting local small businesses and older business areas. With strategic decisions about highway development and new commercial zoning, the County has avoided strip development and urban sprawl.

Holoholo Kōloa Scenic Byway Kauaʻi and its South Shore Corridor Management Plan Chapter 3; Page 66

Land Use Map from Kaua‘i County General Plan

Holoholo Kōloa Scenic Byway Kauaʻi and its South Shore Corridor Management Plan Chapter 3; Page 67

Existing Attractions, Shops, Resorts, Hotels and Condominiums on Kauaʻi's South Shore:

(Map for Poʻipū Beach Resort Association)

Holoholo Kōloa Scenic Byway Kauaʻi and its South Shore Corridor Management Plan Chapter 3; Page 68 Historic Preservation

Because of the importance of the protection and preservation of historic site, it is vital that future development be preceded by archaeological inventory survey and cultural resources analysis to determine if important (significant) historic sites are present. If such sites are present, then mitigation will be needed before development. This might take the form of archaeological data recovery ‐ more intensive archaeological work to recover the basic information from the sites and better interpret the area’s history.

Such interpretation will help better present the history of the area to residents and schoolchildren, as well as to visitors. Mitigation might also take the form of preservation. The Kōloa – Po‘ipū community at large must be aware of the needs to keep the important archaeological and historical sites maintained and well interpreted. As a tourist center, this is doubly important, for visitors come to see historic sites and activities of the Hawaiian culture, as well as the sun and scenic natural environment.

State historic preservation laws are found in Chapter 6E of the Hawai‘i Revised Statutes. The main federal laws that are used often in historic preservation include the following:

Law Acronyms Focus National Historic Preservation Act NHPA Section 106 consultations and National Register nominations Native American Grave Protection and NAGPRA Preservation and protection of human Repatriation Act bones, and associated artifacts Archaeological Resources Protection Act ARPA Vandalism and other criminal activity

Important Agricultural Lands

Agriculture plays an important role in Kauaʻi’s economy, landscape and lifestyle. From small farms to agribusiness, agriculture is an essential industry and activity in the county. It is also a means to diversify the economy, a desired lifestyle for some, and a way to preserve open space and rural character that perpetuate Kauaʻi’s natural beauty and aracveness as a visitor destination and a place to live.

Recently, the State of Hawaiʻi Land Use Commission (LUC) unanimously approved Māhāʻulepu Farm LLC's Important Agricultural Land (IAL) application thereby dedicating 1,533 acres on the South Shore of Kauaʻi for agricultural use. The Māhāʻulepu lands designated as IAL are currently in use for taro, fruit trees, small crops, seed cultivation and ranching. In fact, the W. T. Haraguchi family has already chosen to use some of these lands to dramatically increase their taro production.

Grove Farm's long‐term vision is to have a sustainable, flagship agricultural valley. The intention behind the initiative is to "Grow what Kaua`i Eats" and Grove Farm has plans for an agricultural valley that encompasses roughly 800 acres of food crops. While approximately 300 acres will be used to grow taro, the rest of the valley will be dedicated to other edible produce.

Grove Farm has been working with the University of Hawai`i and a number of consultants on developing an appropriate implementation plan and is exploring the feasibility of farming a variety of produce for local consumption. Māhāʻulepu Farm's voluntary IAL application was only the third entity throughout the State to have sought such a designation and to have received approval. The following map notes the area identified as IAL land in the recent LUC decision (Map was part of the petition before the LUC.).

Holoholo Kōloa Scenic Byway Kauaʻi and its South Shore Corridor Management Plan Chapter 3; Page 69

Holoholo Kōloa Scenic Byway Kauaʻi and its South Shore Corridor Management Plan Chapter 3; Page 70 Proposed Developments

Even with the present economic downturn, there are several projects that are proposed in the Kōloa – Po‘ipū area. After 22 years without any major development, several new projects are coming that will enhance the beauty and charm of this coastal town. They are summarized here:

The Kōloa Community Association is monitoring the proposed developments and Keeping members informed on the proposals. The community feels there is still plenty of open space, uncrowded beaches, shops and restaurants. In a couple of years, Poʻipū will be better than ever, offering even more choices in accommodations, dining, shopping and activities. There are plans for walking and biking paths, a promenade and shuttle service between Kōloa Town and Poʻipū Beach. Here is a summary and map of the proposed developments (it is part of the Kōloa‐Poʻipū Area Circulation Plan:) (Poʻipū Estates Subdivision also has 106 parcels proposed.)

Holoholo Kōloa Scenic Byway Kauaʻi and its South Shore Corridor Management Plan Chapter 3; Page 71

Transportation Systems

Consistent with the requirements listed in the Federal Register concerning Corridor Management Plans, the following is a general review of the corridor’s safety and accident record to identify any correctable faults in highway design, maintenance or operation.

In the review available data to consider and analyze Transportation and Safety concerns, it became immediately evident that information concerning specific issues is not readily available. This was reinforced in the Kauaʻi County's 'Kōloa‐Poʻipū Area Circulation Plan' that noted:

It was found that these records are extremely difficult to access or obtain, and do not exist in a usable format that facilitates aggregation and analysis.

In light of this, the review and analysis here focuses on available public plans and documents developed by the Kōloa‐Poʻipū and broader Kauaʻi community and approved by the local government related to transportation‐related, and with that, safety concerns associated with the corridor roadways.

This is very much in line with this community's Circulation Plan, which notes that "a qualitative assessment was undertaken with invaluable assistance from the community." In the case of this analysis of the Byway Corridor, these public plans and reports include available data, as well as the expression of the community's concerns and recommendations.

In this review, a number of previously‐prepared plans and reports were reviewed and summaries included here to give background information and summaries of some of the findings and recommendations on the transportation systems in the Kōloa‐Po‘ipū Area, including:

 Kōloa‐Poʻipū Area Circulation Plan  Public Transportation including the Kaua‘i Bus and Kaua‘i Trolley  Kaua‘i County General Plan ‐ Scenic Roadway Corridors  Kaua‘i Multimodal Land Transportation Plan

In addition to the above, a general review of the corridor’s safety concerns included review and consideration from the following information and reports including their recommendations:

 Police records and discussion with police  Department of Health Injury Prevention and Control Program  Kaua‘i Multimodal Land Transportation Plan  Traffic Assessment Report for the Proposed Western Byway Road Northern Leg

Many of these documents were part of extensive public processes and include background information, findings and recommendations that have been vetted at various levels.

As an integral part of this Corridor Management Plan, we look at the status of the road corridor, safety issues/concerns and prior planning and proposals for improvements along the roadway. Ultimately, this review leads to recommendations and actions in this Corridor Management Plan.

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 72

Kōloa Town has been described by local residents as the beating heart and crossroads of Kaua‘i’s South Shore. Most of the area’s major roadways travel directly through Kōloa Town, which includes retail shops, restaurants, grocery stores and other attractions, and is a major destination for local residents and tourists.

Unfortunately, this concentration of roadways and activity has led to inefficient and unsafe traffic flow and circulation through the downtown area. Major intersections and driveways are spaced too closely, certain turning movements are very congested at peak travel times, and there is limited infrastructure for pedestrians and bicyclists. In particular, queuing at the intersection of Kōloa Road and Po‘ipū Road is problematic at peak travel times, such as mauka queuing during the afternoon peak period, the most congested travel time of the day. All of these issues are exacerbated by the mixing of local, tourist/visitor and commuter/employment traffic.

Like most traditionally rural communities in Hawai‘i and around the country, the Kōloa‐Po‘ipū area does not have a well‐developed roadway network. There are only two mauka‐makai roadways connecting Kōloa and Po‘ipū on their eastern and western edges (Po‘ipū Road and Ala Kinoiki). (Note that the northern leg of the western bypass, Ala Kalanikaumaka is slated for construction which will complete a third mauka/makai connection.) There is only one major east‐west roadway (Po‘ipū Road), and only one connection via Kaumuali‘i Highway to Līhu‘e (Maluhia Road).

This lack of roadway connections and travel path options results in traffic concentrating on most of the few major existing roadways. This concentration of traffic magnifies the circulation issues in Kōloa Town discussed above and also has implications for emergency response times and disaster evacuation.

(Ala Kinoiki and Ala Kalanikaumaka provide alternatives to the coastline resort area. Ala Kalanikauaka also provides a route westward bypassing Kōloa Town.)

Traffic is forecast to increase significantly from planned and proposed development within the Kōloa‐ Po‘ipū area over the next 15 years. Increases in traffic will exacerbate the issues discussed above regarding concentrated traffic flow in Kōloa Town and the lack of roadway connections and travel path options throughout the area. In particular, some of the planned/proposed development would occur in the “doughnut hole” area between the two communities where roadway infrastructure is particularly sparse.

The area's transportation network is comprised of two‐lane, undivided, unsignalized roadways. Major roadways in the area include Kōloa Road, Maluhia Road, Po‘ipū Road, Lāwa‘i Road, Ala Kinoiki, and the under‐construction Ala Kalanikaumaka. Minor roads include Weliweli Road, Waikomo Road, ‘Ōma‘o Road, Ho‘owili Road, and others.

With the area’s legacy as a rural agricultural community, its roadway network (and other transportation facilities) is not well developed. Only a few roads connect one place with another and many roads dead‐ end into residential or commercial subdivisions with only one access point to the regional network.

Kaua‘i’s rural roads retain their "country character." They are limited to two lanes, bordered with natural vegetation. Speed limits are kept low for safety reasons. All signage in the Holoholo Kōloa Scenic Byway will conform to State and County Sign regulations. Note, Hawai‘i law prohibits billboards in the state; no billboards are proposed.

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 73 Existing traffic counts for most major roadways in the area were collected and analyzed from the Hawaii Department of Transportation (HDOT), and is noted below. HDOT collects counts over a two‐day period during the week; these counts were averaged, with the date of the second (day two) count shown in eth table.

As shown, the highest traffic count, or volume, is along Kōloa Road in downtown Kōloa. This volume, about 12,000 vehicles per day, represents about two‐thirds to three‐fourths the typical capacity of a two lane roadway (approximately 16,000 to 18,000 vehicles per day). The percentage of volume to capacity, a conventional method of measuring congestion, is lower on other two lane roadways with lower counts.

The growth in traffic over time can be attributed two sources. One source is known as “project trips,” the amount of traffic that is directly attributable to, or “generated by,” new development. The second is known as “background” traffic which represents through trips, regional traffic and other trips that are not directly attributable to new development but are not present today.

As Kaua‘i continues to grow in terms of residential, retail, employment, and tourist/visitor traffic, background traffic will also increase in the Kōloa‐Po‘ipū area, regardless of the amount of new development within the area itself. Even so, background traffic is anticipated to represent only a small proportion of the total traffic increase forecast by 2020.

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 74

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 75 The following are summaries of statements from within the respective plans and documents. Following each heading, the text relates back to statements noted in each report. These summaries are provided to give the reader a better and broader background of the extent of public involvement and activity related to Transportation systems and their related Safety issues.

Following these summaries is a listing of recommended actions; these later‐listed actions are the result of the Safety Analysis associated with this corridor, based on the available information, as well as the findings and recommendations of these various reports. The Safety Analysis includes addressing the Issue, Recommended Action and the Anticipated Outcome; this is found in Appendix E.

Following is a summary of each report:

Kōloa‐Po‘ipū Area Circulation Plan

The Kōloa‐Po‘ipū Area Circulation Plan is a broad‐based community planning effort to address existing traffic flow concerns, mitigate the traffic impacts of significant new development through 2020 and create a more balanced transportation system that includes all travel modes within the Kōloa‐Po‘ipū‐ Kukui‘ula area of Kaua‘i’s South Shore.

The Plan was created through a unique partnership involving local residents and developers, Kaua‘i County, and other interested stakeholders, particularly the Po‘ipū Beach Resort Association.

The Plan’s development and funding was overseen through a “three‐legged” stool comprised of the following organizations working in equal partnership:

• The Kōloa Community Association (KCA) (which paid for the Plan and contracted with the Plan’s consultant, as well as acted as an important liaison between the consultant and the local community) • A consortium of local developers and landowners, known as the Contributors, who provided funding for the Plan. (Starwood Resorts, Grove Farm, Kiahuna Mauka Partners, E.A. Knudsen Estate, Kukui‘ula, Honu Group, and Kōloa Creekside.) • Kaua‘i County played an equal and invaluable role in the Plan’s development by providing data and technical and political guidance throughout the planning process.

The Plan’s analysis focused on the following major themes: • Plan the community, and then build the Plan: Rather than reacting to developments as they occur on a piecemeal basis, plan the entire community first, and then support and build investments that implement the Plan. In this way, growth is driven by good planning instead of piecemeal planning being driven by growth. • Avoid overly wide roads and put pedestrian needs first: Wide roads encourage higher vehicle speeds, decrease safety for pedestrians and automobiles and can severely impact neighborhoods and communities. Instead, encourage street design that focuses on mobility and safety for all modes that is to scale with surrounding land uses. • Plan and require a connected network: To accomplish the above, implement a well‐connected network of safe streets. Nationwide research has shown that a complete network of small streets is safer and actually provides more capacity than a limited network of large roadways. • Protect what is special about the area: Small streets are more in keeping with existing and desired community character and create less of a physical and environmental impact.

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 76 • Diversify the local mobility system: Along with driving, there should be meaningful opportunities to walk, bike, and ride public transportation. In particular, walking and biking opportunities should be plentiful given the area’s relative compactness, beautiful weather and scenery, and propensity for outdoor activities. The experiences of many other resort communities have shown that additional mobility options generate additional economic activity and more balanced trip‐making behavior. • Enhance the area’s economic competitiveness: As a primarily resort and visitor/tourist‐based economy, the area’s transportation system should enhance its quality of life and visitor attractiveness. Visitors do not travel to one of the most beautiful places in the world to drive – they come to be outdoors and enjoy the area’s beauty and culture.

Initial discussions considered Concerns, Solutions and Opportunities; these are illustrated below:

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 77

The Plan incorporates the following major objectives: • Preparing a community‐driven plan with comprehensive stakeholder input, coordination, and review from the Kōloa‐ Po‘ipū community, the County Administration, and other stakeholders. • Building on Kaua‘i County’s extensive prior planning efforts and incorporating data, knowledge, and guidance from County Administration staff in developing the Plan’s recommendations. • Preserving community character and uniqueness, building on the community’s strengths, enhancing quality of life for residents and visitors, and respecting local culture and customs. • Recommending new small‐scale, low‐speed street connections in keeping with the community’s rural character and strong preference to avoid wide, potentially unsafe roadways which are out of scale with the community. • Creating a balanced transportation network that treats all major travel modes equally: street connections, public transportation and walking/bicycling pathways. • Finally, developing a plan in which recommended projects are funded equitably and can be feasibly implemented by Kaua‘i County and the local community.

There are three inter‐related aspects to the Plan’s recommended transportation and safety‐related investments that provide the link between planning and implementation. They are project type, project cost and funding source. Each concept is explained below.

Project Type Because of legal, policy, and other constraints, certain funding sources are most appropriate or only appropriate for certain project types or categories. Accordingly, it is important to understand the distinct project types associated with the Plan. The six project types are explained below.

Kōloa Town Traffic Flow and Safety Improvements: These projects are to be funded by the local development community that participated in funding this Plan. This action is intended as a demonstration of their partnership with the Kōloa community fostered through this Plan and to generate positive momentum and credibility in jump‐starting the implementation of the Plan’s recommended projects. The Kōloa community and local developers have worked in partnership to

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 78 ensure that the cost of the proposed projects will not exceed the funding provided. This will prevent a cost‐overrun burden upon the County.

Site‐Specific (Exaction) Projects: These are transportation investments that intrinsically relate to a development project and are located within or adjacent to a development site, such as a project entrance or turn lane. These improvements are most appropriately funded by the developer as part of project approval because their primary need and benefit relate directly to the project. This funding mechanism is currently used by the County in its Class IV permitting process.

Regional Development‐Driven Projects: These projects are also needed to serve new development; however, unlike site‐specific projects, regional projects benefit multiple developments and the larger community. Most of the recommended street connections fall into this category. These projects should be funded through an impact fee system.

Regional Community Livability Projects: The need for these projects is not directly related to (and in fact, is independent of) planned growth and development within the community. These projects, which encompass the bicycle and pedestrian travel modes, are needed to create a more balanced transportation system, improve travel choices and mobility, and enhance the area’s quality of life and visitor attractiveness. They should be funded through a public funding mechanism, of which there are several options.

Specialized Public Transportation Projects: This Plan recommends two types of specialized public transportation investments: a Kōloa Town‐Po‘ipū shuttle service and an employee oriented commuter destination service. Both investments are proposed to be funded by the resort community and would not require any County funding. The resorts receive benefit from funding these services through increased attractiveness and marketability and access to a wider employee labor pool.

Northerly Extension of the Ala Kalanikaumaka (Western Bypass): This project is considered unique because of environmental, cost, and design/alignment issues that remain to be settled through the federal Environmental Impact Statement/ Environmental Assessment process. Accordingly, this project should be federally funded, with the local match (approximately 20 percent) funded through traffic impact fees or another public funding source.

Safety ‐ Vehicular and pedestrian safety is a critical component of any transportation system. Additionally, this issue was noted as a priority by the community at the Kōloa‐Po‘ipū Area Circulation Plan’s first public workshop and through other means. As stated in a letter to the consultant from a Kōloa School teacher in September 2006, “without safe access, activities are limited unless students are willing to take the risk.” She also noted in a survey conducted of the school’s 5th graders that 50 percent of respondents indicated “a desire for access to activities in the larger community…” and that students suggested bike paths and sidewalks to access these places and activities.

That plan notes research was conducted to try to obtain crash records along major roadways and at major intersections. It was the intent that crash records would be analyzed to identify trends, vehicle/ pedestrian conflicts, and highest crash locations. It was found that these records are extremely difficult to access or obtain, and do not exist in a usable format that facilitates aggregation and analysis. Instead, a qualitative assessment was undertaken with invaluable assistance from the community. Significant field review was conducted to observe traffic patterns at various times of day, particularly downtown

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 79 Kōloa intersections during the afternoon peak period, the most congested time of day. Community members identified the following three aspects of safety: • Safety for children walking to/from Kōloa School, particularly along Po‘ipū Road and Waikomo Road; • Safety in downtown Kōloa due to traffic flow patterns, lack of significant bicycle and pedestrian facilities, and unsafe parking conditions, and • Safety for pedestrians and bicyclists generally due to inadequate and incomplete walking and biking paths throughout the Kōloa‐Po‘ipū area. In particular, the closely‐spaced major intersections and poor access management along Kōloa Road from Po‘ipū Road to Waikomo Road was identified as a primary component of the safety issue in the area. As evidenced in subsequent chapters, the Plan addresses each component of safety noted above in its recommended transportation system investments.

Kōloa Town Traffic Circulation/Safety – Kōloa Town has been described by local residents as the beating heart and crossroads of Kaua‘i’s South Shore. Most of the area’s major roadways travel directly through Kōloa Town, the vibrant downtown, which includes retail shops, restaurants, grocery stores, and other attractions, and is a major destination for local residents and tourists.

Unfortunately, this concentration of roadways and activity has led to inefficient and unsafe traffic flow and circulation through the downtown area. Major intersections and driveways are spaced too closely, certain turning movements are very congested at peak travel times, and there is limited infrastructure for pedestrians and bicyclists. In particular, queuing at the intersection of Kōloa Road and Po‘ipū Road is problematic at peak travel times, such as mauka queuing during the afternoon peak period, the most congested travel time of the day. All of these issues are exacerbated by the mixing of local, tourist/ visitor, and commuter/employment traffic.

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 80 Kōloa Town Traffic Safety Enhancements – A very important aspect of the Plan concerns a local community initiative to begin addressing traffic flow and safety issues in downtown Kōloa Town. The community has identified several small‐scale, low cost conceptual investments that require minimal resources to implement. Doing so is envisioned as a means to initiate implementation of the Plan’s overall recommendations and to build credibility within the community for subsequent Plan implementation. Additionally, the local development community has agreed to fund these projects as a no‐strings contribution to the community and as a tangible demonstration of the unique partnership that has been created to develop and implement the KPACP.

A major component of the KPACP is the proposed realignment of the Kōloa Road/Po‘ipū Road intersection to favor northbound (mauka) to westbound (NBWB) and eastbound to southbound (makai) (EBSB) movements, particularly during peak travel periods. This recommendation is derived from field observation, an analysis of existing traffic counts, and results of the employee transportation survey, all of which showed the NB‐WB and EB‐SB traffic movements as predominant during peak periods, particularly NB‐WB flow during the afternoon peak period, the highest peak period of the day. Realignment will result in better traffic flow through the intersection, particularly NB queuing during the afternoon, and should also provide some benefit to traffic flow issues resulting from the close spacing of this intersection with the Maluhia Road/Kōloa Road intersection.

Maluhia Road/Ala Kinoiki Intersection – Two projects are recommended for this intersection. The short‐ term recommendation is to realign the intersection to favor traffic traveling between Maluhia Road and Ala Kinoiki. This would become the “through” movement, forcing drivers traveling to and from Kōloa Town to turn to/from the realigned roadway. This realignment would help separate local Kōloa Town trips from regional/visitor trips to and from Po‘ipū Beach. This in turn would encourage better utilization of existing capacity on Ala Kinoiki and help relieve traffic pressure through Kōloa Town.

If and when the Western Bypass Northern Extension is completed, the long term recommendation involves replacing this intersection with a roundabout. Doing so would facilitate a more balanced flow of traffic through the intersection, delay or mitigate the need for signalization, and serve as an aesthetic “gateway” welcoming travelers to Kōloa Town and Po‘ipū Beach.

Cane Haul Connector – This recommendation involves the paving of the existing east‐west cane haul road (or an alignment approximating the existing dirt road) between Po‘ipū Road and Ala Kinoiki as a two lane roadway. This project, which should be undertaken in close time proximity to the Maluhia Road/Ala Kinoiki intersection realignment, will provide a needed east‐west corridor between both communities. The connection will also provide a critical route option for the increased regional traffic directed to Ala Kinoiki via the intersection realignment.

New Mauka‐Makai Connection – This recommendation involves creating a new north/ south connection between Po‘ipū Road and Ala Kinoiki. The connection would also intersect with a proposed east‐west roadway providing direct access to Ala Kinoiki. This project provides a critical roadway link for the existing and planned/proposed development – all of which currently has no other roadway access except via Kiahuna Plantation Drive to Po‘ipū Road, an intersection already congested with traffic from the Po‘ipū Shopping Village center. This project will provide direct access to the Cane Haul Connector and Ala Kinoiki, providing another route option for traffic, particularly trips to and from the north and east, as well as access for emergency response and evacuation. Because there are alignment alternatives that must consider community, physical, environmental, and other impacts, an exact alignment should be determined through more detailed corridor analysis that considers traffic flow,

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 81 access, existing and planned development, physical and environmental constraints, and the relationship with and impacts to Hapa Trail.

Connections between Ala Kalanikaumaka and Po‘ipū Road ‐ Two street connections are proposed between these major roadways to provide greater connectivity and a more balanced flow of traffic in this area. Additionally, connections to Ala Kalanikaumaka facilitate its function as part of the regional roadway network by not isolating access (and the road’s ultimate usefulness) at its beginning and ending points. Exact locations for both street connections should be determined through more detailed engineering analyses, but are potentially in the vicinity of Pa‘anau Road and Lopaka Paipa Road. It may even be feasible to use one or both roads (which would minimize project costs) as long as any potential neighborhood impacts could be mitigated.

Connections to/from Ala Kinoiki – Two street connections are proposed to/from Ala Kinoiki towards the west. The most mauka of the two would connect Kiahuna Plantation Drive to Ala Kinoiki. This connection would provide a secondary route directly to/from Ala Kinoiki for traffic in this area. The most makai connection would provide access to the Spine Road, providing an alternate travel route for traffic on the Spine Road that would otherwisee hav to travel mauka to the Cane Haul Connector or makai to Po‘ipū Road. It is also important to note that several archeological sites are present in the area. The conceptual alignments have been routed to avoid any impacts to these archeological sites, an issue that should be studied in more site‐specific detail when these connections are built.

Roundabouts – This plan recommends two major roundabouts in the study area. The first would be located at the Maluhia Road/Ala Kinoiki/Western Bypass Northern Extension. The second major roundabout would be located at the intersection of Ala Kinoiki/Weliweli Road/Cane Haul Connector. This intersection is an excellent candidate for a roundabout given the multiple roadways comprising the intersection. Aspen, Colorado provides a successful example of a well‐functioning roundabout at an intersection with almost identical geometric and traffic flow characteristics.

Intersection Enhancement – This recommendation involves the Kiahuna Plantation Drive/Po‘ipū Road intersection. Currently, a tentative agreement (preceding this Plan) has been reached between the County and the affected development community to construct a roundabout at this intersection. However, a four way stop may be more appropriate at this location, an alternative that has strong support from both local developers and the general community. A four way stop‐controlled intersection would be safer for pedestrians and would also serve as a traffic calming device on Po‘ipū Road without significantly reducing capacity.

Mauka‐Makai Connections – Private developers are proposing two important connections as part of individual development projects. One is a connection between Ho‘onani Road and Po‘ipū Road as part of the proposed redevelopment of the Sheraton complex. The second is the “north‐south Spine Road” discussed previously proposed between Po‘ipū Road and Hapa Road as part of the Villages at Po‘ipū project. Both roadway connections would be funded by the developers as part of their projects.

Western Bypass Northern Extension – This recommended connection would extend Ala Kalanikaumaka north and east from Kōloa Road to Maluhia Road at Ala Kinoiki. This project could provide regional benefit and function as an important component of the area’s major roadway network. The project has generated controversy and uncertainty in large part because of its currently unknown cost and alignment. Both issues will be decided through the federal Environmental Assessment/Environmental Impact Statement (EA/EIS) process.

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 82 Bicycle and Pedestrian Facilities

While there are some sidewalks in Kōloa and Po‘ipū, the area generally lacks the type of continuous network necessary for safe, comfortable, and convenient walking and bicycling activity.

Sidewalks exist along much of Lāwa‘i Road and Pe‘e Road, a few segments of Po‘ipū Road, one segment of Kōloa Road, and on various road segments in Po‘ipū Beach.

There are currently no dedicated bicycle facilities, such as on‐street bike lanes, in the area. Some major streets, such as Ala Kinoiki and Po‘ipū Road, have wide shoulders which accommodate bicyclists to varying degrees of safety. A few short, disconnected facilities, such as wide shoulders or side‐street paths, are also present in Po‘ipū.

The most notable multiuse path in the area is the Hapa Trail (Site #14) corridor. This corridor represents a potential non‐motorized connection between Kōloa and Po‘ipū; however, the trail is not regularly maintained, and the walkway is mostly overgrown.

There are also a few unpaved trails along the waterfront. These paths lack continuity, and some cross over privately owned land.

Bike/Pedestrian Improvements Recommended in the Kōloa‐Po‘ipū ‐ Area Circulation Plan

Kōloa Town Safety Improvements (Site #5)The ‐ highest priority bicycle/pedestrian investments should be in Kōloa Town, primarily to address safety concerns along Waikomo Road and Po‘ipū Road for children attending Kōloa School. Recommended improvements consist of sidewalks along both roadways. Sidewalks should also be enhanced along Kōloa Road through the downtown core.

Hapa Trail ‐ Hapa Trail (Site #14) is of particular cultural and historical importance to the community. The trail needs to be upgraded to a landscaped, paved multiuse path that can accommodate pedestrians, bicyclists and emergency vehicles, as needed.

Makai Promenade (Site #16) ‐ the Makai Promenade is a continuous multi‐use path paralleling the waterfront along the South Shore. The Promenade would connect the currently fragmented sidewalks, paths and trails along the waterfront into a unified pathway for pedestrians and bicyclists.

Bicycle Facilities (Marked Bicycle Lanes) ‐ Striped bicycle lanes along; not coincidentally, bicycle lanes are generally recommended along the same roadways as sidewalks.

Multiuse Pathways ‐ Besides the Hapa Trail and the Makai Promenade, several additional multiuse paths are recommended. One path would essentially extend the Hapa Trail mauka along Weliweli Road and connect to downtown Kōloa Town. Another path would extend along the length of the Cane Haul Connector.

New Roadways ‐ Kaua‘i County has already adopted the “Complete Streets” initiative. This means that, as new collector and arterial streets are constructed, they include sufficient and appropriate bicycle and pedestrian facilities. Likewise, existing roads within Kōloa Town will be refitted to meet Complete Streets criteria.

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 83 The top five projects for funding and for implementation noted in the Kōloa‐Po‘ipū Area Circulation Plan are as follows: Funding 1. Hapa Trail (Site #14) 2. Kōloa Road/Po‘ipū Road intersection re‐alignment 3. East‐west cane haul road 4. Lāwa‘i Road multi‐use path 5. Northerly Extension of the Western Bypass

Implementation 1. Hapa Trail (Site #14) 2. Kōloa Road/Po‘ipū Road intersection re‐alignment 3. East‐west cane haul road 4. Northerly Extension of the Western Bypass 5. Makai Po‘ipū Road/Western Bypass connector

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 84 Public Transportation

Island‐wide public transportation is provided by the Kaua‘i Bus which is operated by the County’s Transportation Department. Currently, service is provided between Kekaha and Hanalei. The service runs Monday through Saturday, except on County holidays. During the course of this project, service to the Kōloa‐Po‘ipū area was increased. Ridership has gradually been increasing over time. The following summarizes the County's transit operation of The Kauaʻi Bus.

The Kauaʻi Bus The Kauaʻi Bus is Kauaʻi’s only public transit system and dates back to the 1970s when a fleet of ten buses was managed by the County of Kauaʻi’s Office of Elderly Affairs.

At that time only para‐transit transportation service was provided for seniors, persons with disabilities, and disadvantaged children. The fixed‐route component was started in 1990 with four routes between Kapaʻa and Lihue, which was soon expanded to offer island wide service in 1992. Service was not expanded again until 2004 as interest grew for public transportation due to rising fuel prices, global warming and sustainability concerns.

Periodic expansion of bus routes and schedules has continued since 2004 as funding and vehicles become available, the most recent service expansion having been in February 2011.

The County of Kauaʻi’s Transportaon Agency now manages The Kauaʻi Bus which currently operates eight fixed‐route bus lines and a para‐transit service that offers door to door on call service primarily for seniors and those with disabilities.

There are two types of fixed‐route bus service: mainline service and shuttle service. The mainline buses are primarily designed for people traveling between towns on the island and the regular fare for these routes is $2.

Mainline bus routes provide service between Mana/Kekaha on the west side of Kaua‘i to Hanalei on the North side and all major population centers between. The Kekaha‐Līhuʻe Mainline and the Hanalei/Kapaʻa‐Līhuʻe Mainline routes provide the spine of The Kaua‘i Bus system and all four of the mainline bus routes feed into the largest town on the island, Līhuʻe.

In addition, two of the mainline routes, the Kekaha‐Līhuʻe and Kapaʻa‐Līhuʻe routes offer one express bus during rush hour in peak direction. These buses make limited stops outside of Līhuʻe primarily at the island’s park‐n‐rides.

The Kaua‘i Bus offers six park‐n‐ride stops throughout the island that allow passengers to drive, park and ride the bus. There are park‐n‐ride locations in Kekaha, Waimea, Hanapepe, Kalaheo, Kapaʻa and Kilauea.

The four shuttle bus routes target bus riders traveling shorter distances, such as within a town or between adjacent towns, as well as provide feeder service for passengers connecting to/from mainline routes. The regular fare for these routes is only $0.50.

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 85

Kauaʻi County Bus Routes (Kauaʻi Transportation Databook)

The Kaua‘i Bus has a total of 57 buses, 12 14‐ passenger vans and three support vehicles (cars/trucks). The buses can hold 15‐33 seated passengers and all buses and vans have bike racks in the front and can support between 2‐5 wheelchairs. All buses and vans are diesel powered, and there is one hybrid in the fleet.

Two specialized transit “customer markets” were identified that are unique to the Kōloa‐ Po‘ipū area, as compared to most of the island. One is a significant number of resort and service employees who work in the area and live in other parts of the island, particularly the Waimea area and the Līhu‘e/Kapa‘a area. The second is residents, tourists/visitors, and employees traveling between Kōloa Town and Po‘ipū Beach.

In combination with existing Kaua‘i Bus service, these recommended investments will form an integrated, comprehensive public Kauaʻi County Bus Routes (Kauaʻi Transportaon Databook) transportation network within the area, providing benefit to the existing community, visitors and tourists, and employees/commuters.

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 86 The County’s recommended transit network is structured to provide the following specific benefits: • Increasing transportation options and mobility for the existing community and current residents by providing greater geographic transit coverage. • Addressing the specific needs of the specialized transit markets identified above. • Strengthening connections and interaction between Kōloa Town and Po‘ipū Beach, both culturally and economically. • Facilitating greater efficiencies and streamlining of “line‐haul” Kaua‘i Bus service. • Increasing the attractiveness of the area as a visitor/tourist destination. • Shifting some trips from automobile to transit, thereby helping to alleviate traffic congestion and preserving community character and quality of life.

Kauaʻi Trolley The Kōloa‐Poʻipū Area Circulation Plan recommended two shuttle services, one to accommodate employee needs to the Poʻipū resort area and the other, a Kōloa‐ Poʻipū beach shuttle service. In response, the Kauaʻi Trolley is coming to fruition.

The concept envisions a shuttle service circulating frequently between both communities. This service would connect residents and visitors/tourists with local shops and attractions. Over time, the shuttle could also funnel ridership to the Kaua‘i Bus system. The service could consist of two shuttles, each starting at opposite ends (one in Kōloa Town and one in Po‘ipū) and circulating between both communities. Shuttles would consist of small busses attractively painted to look like trolleys, and reflecting local character and community spirit.

Kauaʻi Trolley Route (Map from Kauaʻi Trolley)

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 87 Kaua‘i County General Plan – Scenic Roadway Corridors

Scenic Roadway Corridors consist of major roadways and the lands visible from those roadways. Affording views of Kaua‘i’s scenic features and open space they are designated by color on the Heritage Resources Map.

According to the General Plan’s policy, the purpose of designating Scenic Roadway Corridors is to conserve open space, scenic features, and views within and along Kaua‘i’s most heavily‐traveled routes. The policy of conservation recognizes the vital function of these roadways in meeting the public need for transportation. It also recognizes the legitimate desire of private landowners to make economic use of their lands.

The intent of this policy is to establish basic principles for roadway design and land use within these scenic corridors and to provide a basis for County action to establish programs and regulations to implement them. In planning, designing and constructing highway and road improvements, transportation agencies are expected to balance conservation of the area’s natural, historic and scenic qualities with transportation objectives. In some cases, it will be preferable to accept a lesser design speed or capacity in order to maintain the rural character and appearance of the Garden Island.

Scenic Roadway Corridors shall generally include those shown on the General Plan Heritage Resources Map. These were based on an assessment of views from the road and the scenic qualities of lands along Scenic Roadway Corridors, develop appropriate programs and/or land use regulations to conserve those qualities. The General Plan contains a set of regional Heritage Resources Maps that is intended to document important natural, scenic and historic features, particularly in relation to the urban and agricultural lands which are developed or may be developed in the future.

The Heritage Map for the Kōloa – Po‘ipū section of the island follows:

Heritage Resources Map from Kaua‘i County General Plan

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 88 Kauaʻi Mulmodal Land Transportaon Plan

The Kaua‘i Multi‐Modal Land Transportation Plan planning process is underway at this time. It includes the collection of data and information, determination of current and future needs, evaluation and assessment of existing operations and the provision of solutions and recommendations to address identified needs. The following map notes priority issues for various regions around the island.

From: Kaua‘i Multimodal Land Transportation Plan

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 89 The Kaua‘i Multimodal Land Transportation Plan (MLTP) outlines steps the County of Kaua‘i will take to achieve a balanced multimodal transportation system through the planning horizon year of 2035. The MLTP was adopted by the Kauaʻi County Council on January 30, 2013.

This is the County’s first Multimodal Land Transportation Plan (MLTP) and serves as the plan for county roads and streets, public transit, bicycle facilities, pedestrian facilities, agricultural needs, and as a means to integrate land use planning with transportation system development.

The preparation of this plan was guided by the most recent County General Plan and was designed to serve as the transportation section of the next General Plan Update. It will be used to guide policies, ordinances, the allocation of transportation funding, the prioritization of transportation projects, and future transportation plans throughout the County.

This plan includes six programs as part of implementing an island‐wide multimodal transportation network: a transit program, a bicycle program, a pedestrian program, a county roads program, an agriculture transportation program, and a land use program.

Motor vehicle collision data for Kaua‘i was gathered from the Kaua‘i County Police department and State of Hawai‘i Traffic Safety Section. When analyzed against the de facto population and traffic volumes (VMT), collision rates in Kaua‘i have gradually decreased over the last 30 years (the number of collisions per person in Kaua‘i decreased by nearly half from 1980 to 2010.)

Guidelines for Prioritizing Programs and Projects 1. The County will grow transit service levels in support of the overall objective of preventing further long term growth in vehicle miles of travel. 2. The County will substantially improve the safety and convenience of walking and bicycling in Kaua‘i as part of a broad‐based effort to improve public safety, public health and quality of life, and as part of an overall economic strategy of making Kaua‘i competitive as a destination for low‐impact tourism. 3. The County will avoid rural roadway expansion projects that increase development pressure on rural lands, especially lands classified by the State Land Use Commission as Agricultural and Conservation. Where rural road expansion projects are urgently needed for capacity or emergency management purposes, impacts to rural lands will be prevented through rigorous application of access management controls, limiting intersections and driveways accessing Agricultural and Conservation lands. 4. The County will emphasize transportation policies, programs and projects that reinforce the economic viability and livability of nexisting tow and village core areas. 5. The County will prioritize its transportation improvement program in support of the land use principles set forth in Section F of Chapter 6 – specifically that Kaua‘i’s inhabited areas will be compact, complete and connected.

Police Records and Discussion with Police

Ho‘okuleana LLC reviewed the Kaua‘i Police Department’s crime mapping page, available at http://www.kauai.gov/?tabid=644. The crime mapping map shows traffic crime types by location. By selecting the crime type “traffic incident,” Ho‘okuleana LLC was able to extract the relevant data.

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 90

After discussing the crime map with Sergeant Green of the Kaua‘i Police Department it was determined that the relevant information was classified as Traffic Collision Major and Traffic Collision Minor. The definition of both is as follows: Traffic Collision Minor = Accident on a Highway with no injuries and/or damage less than $5,000. Traffic Collision Major = Accident on a Highway with injuries and/or damage over $5,000.

The information gathered from the Crime Map included the incident number; crime type (Traffic Collision Minor or Traffic Collision Major); date and time of incident; the address of the incident and the location of the incident (street, address or intersection).

2011 17 Traffic Collision Major 49 Traffic Collision Minor 1 Accident Involving Substantial Bodily Injury

2012 28 Traffic Collision Major 58 Traffic Collision Minor

2013 (to June 30, 2013) 17 Traffic Collision Major 36 Traffic Collision Minor

(A list of traffic incidents by date is included at the end of Appendix E.)

Department of Health ‐ Injury Prevention and Control Program (2007‐2011)

The Hawai‘i State Department of Health prepared a report "Injuries in Hawai‘i: 2007‐2011" that contains the latest findings on the leading causes of injury mortality and morbidity in Hawaiʻi. The data is based on ambulance responses to incidents. Included in the report are statistics related to automobile, motorcycle/moped and pedestrian crashes.

Note that of the 32 Islandwide Fatal Crashes, 11 were in the Kōloa‐Poʻipū region (most are noted on the Kaumualiʻi Highway, rather than within the community.) With respect to EMS Responses, of the 941‐ Islandwide Crashes, 188 were in the Kōloa‐Poʻipū region.

Of the 7 fatal moped crashes, 2 were in Kōloa‐Poʻipū region; likewise, 24 of the EMS ‐attended moped crashed (out of 134‐Islandwide) were in the Kōloa‐Poʻipū region.

The Island had no fatal bicycle crashes; of the 74‐Islandwide EMS attended bicycle crashes, 5 were in the Kōloa‐Poʻipū region.

No fatal pedestrian crashes occurred in the Kōloa‐Poʻipū region; 9 out of 55 pedestrian crashes were EMS attended.

(A list of DOH ambulance response incidents by date is included at the end of Appendix E.)

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 91

Traffic Assessment Report for the Proposed Western Byway Road Northern Leg 2010

In the last couple of years, several State and Federal Environmental documents were prepared to address the County of Kaua‘i (County) Department of Public Works (DPW) construction of a roadway referred to as the Northern Leg of the existing Western Bypass Road (Ala Kalanikaumaka) in the Kōloa District, Island of Kaua‘i.

The Northern Leg will connect the existing Western Bypass Road, from where it presently terminates at its intersection with Kōloa Road, with the existing Ala Kinoiki (Eastern Bypass Road) at its intersection with Maluhia Road.

The Northern Leg will provide the remaining road link between these two major mauka‐makai collector roadways in the Kōloa‐Po‘ipū region, and facilitate access and mobility in this area by providing an alternative route for motorists.

The Northern Leg represents an important component of the County’s objective to improve regional traffic flow and circulation within this South Shore region, which extends from Kōloa Town makai to the Po‘ipū and Kukui‘ula areas.

Construction of the Northern Leg will also implement the recommendations of the various State and County transportation and land use planning documents that have identified the need for this road link.

The Northern Leg is initially planned to be a two‐lane, two‐way roadway based on current and projected traffic conditions to Year 2035. Ultimately, the Northern Leg is planned to be a four‐lane, two‐way roadway in the future. The timing of development of the Northern Leg to a four‐lane roadway will depend on future traffic operating conditions in the area.

The “Traffic Assessment Report for the Proposed Western Bypass Road Northern Leg prepared by Wilson Okamoto Corporation May 2010”, within the Environmental Assessment (EA) for the project, assesses the potential impacts of the Northern Leg as a two‐lane roadway.

In conjunction with the Northern Leg, the southern segment of the existing ‘Ōma‘o Road will be realigned to intersect with the Northern Leg, near its southern end. This proposed realignment will eliminate the existing intersection of ‘Ōma‘o Road at Kōloa Road.

Conclusion (Traffic Assessment Report for the Proposed Western Bypass Road Northern Leg)

Significant increases in traffic volumes along the roadways throughout Koloa and Poipu are expected due to the development of other projects in the vicinity. The construction of the Northern Leg of the Western Bypass Road, as well as, the installation of traffic signal systems at both ends of that roadway are expected to alleviate projected traffic operating conditions.

However, as development continues to progress in Koloa and Poipu over the next 25 years, additional mitigative measures such as intersection signalization or roadway widening may be required, especially through Koloa Town.

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 92

Holoholo Kōloa Scenic Byway Distances Between Corridor Points

The following chart notes the various distances between points along the Holoholo Kōloa Scenic Byway:

# Description Miles Owner Direction Total

1 Start‐Kaumualiʻi/Maluhia (Hwy 520) Juncon 3.3 County Heading Makai 3.3

2 Kōloa Road to Poʻipū Road 0.3 County East to West 3.6

3 Poʻipū Road to Roundabout 1.1 County Mauka to Makai 4.7

4 Lawaʻi Road to Spoung Horn RETURN (3.8 mi) 7.6 County Return West, RETURN east 12.3

5 Hoʻonani to Kapili 1.5 County Eastward 13.8

6 Kapili to Poʻipū Road 0.2 0.2 County Gap road Makai to Mauka 14

7 Poʻipū Rd to Hoʻowili Road 0.7 County 14.7

8 Poʻipū/Hoʻowili to Hoʻowili/Hoʻone 0.25 County Gap road Mauka to Makai 14.95

9 Hoʻowili/Hoʻone to Hoʻone/ Peʻe 0.5 County Eastward 15.45

10 Hoʻone/Peʻe to Peʻe/Ala Konoiki 1.1 County East and North 16.55

11 Peʻe/Ala Konoiki to Maluhia (Endpoint) 2.9 County North 19.45

Total Miles 19.45

Local Byway Committee Transportation and Safety Priorities/Recommendations

The Local Byway Committee review of the present situation, recent traffic and transportation reports, and recommendations from various public and private entities produced several consistent challenges and needs to improve traffic flow and safety on the Byway. These priorities/recommendations are consistent with governmental planning documents and projects proposed by the agencies. Further discussion on this is in Appendix E, Safety Analysis.

Roadways:  Kōloa Road/Po‘ipū Road intersection re‐alignment  East‐west cane haul road (paving between Po‘ipū Road and Ala Kinoiki ‐ shared use path/emergency route, as needed)  Northerly Extension of the Western Bypass  Maluhia Road/Ala Kinoiki Intersection re‐alignment

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 93 Multi‐Use Trails, Bikeways and Pedestrian  Hapa Trail multi‐use path ‐ upgrading and landscaping  Extend Hapa Trail mauka along Weliweli Road to Old Kōloa Town (road only, not shared‐use)  Makai Promenade multi‐use path paralleling the waterfront along the South Shore  Kōloa Town sidewalks (along Waikomo Road, Po‘ipū Road and Kōloa Road)  Po‘ipū Road, Ala Kinoiki, and Ho‘owili Road striped bicycle lanes

Transit  Initiate the Kaua‘i Trolley service looping between Kōloa and Po‘ipū  More frequent Kaua‘i Bus service to/from Kōloa and Po‘ipū

Holoholo Kōloa Scenic Byway Transportation Systems Corridor Management Plan Chapter 4; Page 94 Marketing Holoholo Kōloa Scenic Byway

The island of Kauaʻi faces a challenging convergence of economic pressures. The immediate pressure is the extended economic downturn, locally, nationally and internationally, with prospect of another recession of unknown depth and duration, affecting every part of the U.S. and much of the world.

Kauaʻi’s economic strengths begin with the exhilarang beauty and diversity of the land and a climate that allows enjoyment and appreciation of the land year‐round. By design, the people of Kauaʻi have preserved these natural gifts by maintaining a rural society, valuing stewardship of the land, exhibiting a collaborative spirit and welcoming visitors.

Kauaʻi is a model of cultural exchange, with a contemporary local culture that is grounded in the Hawaiian host culture while embracing elements of Japanese, Chinese, Filipino, Portuguese, mainland American, and other cultures.

These natural and cultural strengths are obvious advantages for tourism. Even a first‐day visitor is struck by the island’s climate and rugged beauty, and the rural nature and cultural depth mean that the “the type of people that we draw are the ones that want to know about the place and tradition.”

The fragilities of the Kauaʻi economy are, in many ways, the flip side of its strengths. Kauaʻi’s geographic isolation and small size leaves it vulnerable during natural disasters like hurricanes and human made crises like shipping strikes. Kauaʻi’s small size and distance from larger markets severely limits the viability of many goods producing industries: viable industries must be profitable in small scale production (for the local market) or have low shipping costs relative to value (for export).

Dependence on any one industry naturally makes a place vulnerable to that industry’s fortunes, and economic research shows that diversified local economies grow faster than specialized ones. The discretionary nature of tourism means that it grows faster than the overall economy in good times and slower than the overall economy in bad times: this heightens Kauaʻi’s vulnerability to booms and busts. And, despite the welcoming nature of local culture, tourism is often perceived to be in conflict with economic self‐reliance and local control.

The visitor industry is an integral part of the island economy and plays naturally to Kauaʻi’s comparave advantages. While individual tourists may be transient, tourism as an industry, over the long‐term, is not.

The current economic recession must not obscure the fact that the long‐term trend in nearly all countries is to grow wealthier, and wealthier societies spend disproportionately more on tourism. While excessive dependence on tourism would be a threat to Kauaʻi’s economy and desire for local control, tourism can be leveraged to insure that the island and its locals benefit economically, socially, and environmentally.

Kauaʻi has long had to pay more for energy and housing than mainlanders. Kauaʻi’s dependence on tourism heightens its vulnerability to high energy prices and to recession: high energy prices raise the cost of travel, weakening the tourism industry, and a general economic slowdown hits tourism harder than other industries since households under financial strain cut back on discretionary travel before cutting back on necessities.

Holoholo Kōloa Scenic Byway Marketing Holoholo Kōloa Scenic Byway Corridor Management Plan Chapter 5; Page 95 Hawai‘i Tourism Authority

In 1998, the Hawai‘i Tourism Authority (HTA) was established through a legislative act as the lead state agency for Hawai‘i’s visitor industry. This same act also established the Tourism Special Fund, a set percentage of transient accommodations tax (TAT) collections that is assessed on hotels, vacation rentals and other accommodations, and is used by the HTA to market, develop and support Hawai‘i’s visitor industry. Among its responsibilities as the State’s tourism agency, the HTA is charged with the following: • Setting tourism policy and direction from a statewide perspective; • Developing and implementing the State’s tourism marketing plan and efforts; • Managing programs and activities to sustain a healthy visitor industry for the state; • Developing and monitoring implementation of the Hawai‘i Tourism Strategic Plan; and • Coordinating tourism‐related research, planning, promotional, and outreach activities with the public and private sectors.

HTA Mission: To strategically manage Hawai‘i tourism in a sustainable manner consistent with our economic goals, cultural values, preservation of natural resources, community desires, and visitor industry needs.

HTA serves as a critical bridge linking government and private sectors, the visitor industry, visitors and island communities, and aims to contribute successfully to a good quality of life for residents through tourism.

Tourism is the most impactful and immediate way to fix Hawai‘i’s struggling economy. In this rapidly changing market, the Hawai‘i Tourism Authority (HTA) is making adjustments to the way to conduct business, to deal with both the short‐term current crisis facing Hawai‘i’s tourism industry and the longer‐term challenge of achieving a healthy and sustainable industry that provides maximum benefits to Hawai‘i’s community.

HTA developed and amended its Strategic Plan to be responsive in a way that is effective and efficient while being respectful and sensitive to the needs of the community. The goal of the HTA Strategic Plan (HTA Plan) is to optimize benefits for Hawai‘i and integrate the interests of visitors, the community and the visitor industry.

Inherent in the HTA plan is the recognition that a successful, sustainable tourism industry must respect Hawai‘i’s host culture, its customs and its history. The values of the Hawaiian culture have been at the core of Hawai‘i’s success in tourism. Consequently, HTA is focused to preserve the dignity of the host culture and recognize Hawai‘i’s multi‐cultural diversity while it adopts new ways of doing business in order for Hawai‘i to remain competitive in the global environment.

Short term Market Condition: “Crisis” posture Objectives:  Focus on increasing arrivals and driving demand to grow market share;  Tactical marketing approach with a goal of conversion within targeted market segments;  Maximize marketing programs by leveraging industry partnerships;  Support the uniqueness of Hawai‘i’s tourism product and deliver a quality visitor experience; and,  Effect change at HTA consistent with its evolution towards becoming a knowledge‐based organization.

Holoholo Kōloa Scenic Byway Marketing Holoholo Kōloa Scenic Byway Corridor Management Plan Chapter 5; Page 96 Long‐term Market Condition: Economy in recovery Objectives:  Re‐focus on visitor spending through new markets and growth in market share in existing markets;  Return to advancing Hawai‘i Tourism Strategic Plan: 2005‐2015 strategic initiatives, especially those in which HTA  has a lead role: Marketing, Tourism Product Development, Research and Planning and Communications and Outreach; and,  Strengthen HTA’s position as a knowledge‐based organization utilizing a research‐based decision‐making model.

Holoholo Kōloa fits well into helping to fulfill the goals of the HTA Strategic Plan.

Kaua‘i’s Visitor Industry

The visitor industry is the most significant economic force on Kauaʻi, as it is in the state as a whole. It is estimated that about 40 percent of Kaua‘i’s jobs are dependent on the visitor industry. Therefore, the economy of Kauaʻi is to a large extent determined by the number of visitors drawn to the island, how long they stay and how much they spend. Approximately two‐thirds of visitor industry revenues are expended locally as wages and purchases of materials and services; these monies recycle within the local economy.

For the foreseeable future, the visitor industry will continue to be the driving force of Kaua‘i’s economy. The visitor industry, however, is vulnerable to forces beyond the control of Kaua‘i and the State; economic downturns in the United States and across the world impacts the industry on Kaua‘i.

The following charts illustrate the impact on visitor arrivals due to the recent economic downturn.

Purple line noting total State Arrivals

Red line noting total Kaua‘i Arrivals

Total State of Hawai‘i and Kauaʻi Visitor Arrivals (1990 ‐ 2009) (Source: HTA)

Holoholo Kōloa Scenic Byway Marketing Holoholo Kōloa Scenic Byway Corridor Management Plan Chapter 5; Page 97

Total Kauaʻi Visitor Arrivals (1990 ‐ 2009) (tighter scale than previous chart) (Source: HTA)

After reaching a peak level of about 7.0 million visitor days in 1989 and a similar number in 1991, the number of visitor days declined to about 3.0 million in 1993 following Hurricane Iniki. Compared to the state as a whole, Kauai attracts a proportionately larger share of visitation from the mainland and a smaller share from Japan.

The following is a breakdown of Top 10 States with highest visitor arrivals in 2009 (the last complete data year) to Kaua‘i (data is from the Hawaii Tourism Authority and DBEDT:)

Holoholo Kōloa Scenic Byway Marketing Holoholo Kōloa Scenic Byway Corridor Management Plan Chapter 5; Page 98

Visitor Satisfaction

Kauaʻi has the highest level of visitor sasfacon of all the islands – over 80‐percent report their visit to Kauaʻi as excellent or above average. According to the “Kauaʻi Product Assessment” prepared for the Hawaiʻi Tourism Authority (HTA), the essence of Kaua‘i’s aracon to visitors lies in its natural resources rather than its developed ones.

(HTA Visitor Satisfaction Report 2011)

Visitor satisfaction is an important indicator of industry performance. This measure provides vital feedback on how well services are delivered and how well the industry meets expectations. High satisfaction is also a leading indicator of customer retention and loyalty. Satisfying visitors’ needs and expectations encourages return trips to Hawai‘i. Satisfied customers also develop a fondness for the destination which results in a higher likelihood to recommend Hawai‘i to others.

Ratings from U.S. visitors on Maui or Kaua‘i continued to be higher than ratings on O‘ahu or Hawai‘i Island. U.S. visitors’ ratings for Kaua‘i improved 5.7 percentage points, from the second quarter of 2010, to a high of 80.7 percent in the second quarter of 2011.

Holoholo Kōloa Scenic Byway Marketing Holoholo Kōloa Scenic Byway Corridor Management Plan Chapter 5; Page 99

(HTA Visitor Satisfaction Report 2011)

(HTA Visitor Satisfaction Report 2011)

Holoholo Kōloa Scenic Byway Marketing Holoholo Kōloa Scenic Byway Corridor Management Plan Chapter 5; Page 100

U.S. visitors continued to be more likely to recommend Maui or Kaua‘i over O‘ahu or Hawai‘i Island.

U.S. visitors in the first quarter of 2011 were more satisfied with Kaua‘i’s parks and beaches (79.3%), accommodations (78.3%), and activities (76.7%). Restaurants (60.7%) and shopping (53%) ratings on the island continued to be much lower than other attributes. First quarter 2011 ratings on restaurants rose 6.1 percentage points compared to the first quarter of 2010.

In the second quarter of 2011, parks and beaches (87.2%) were the highest rated attribute among U.S. visitors on Kaua‘i, followed by accommodations (85.9%), activities (82.6%), and restaurants (61.8%).

There were moderate increases in ratings on parks and beaches (+5 percentage points) and restaurants (+4.8 percentage points) compared to the second quarter of 2010. Ratings for shopping on Kaua‘i rose 6.1 percent to 53.8 percent in the second quarter of 2011.

Hawaiʻi Visitors and Convention Bureau (HVCB) ‐ Kauaʻi Visitor Bureau

Formed in 1902, when a group of Honolulu businessmen agreed to pay to advertise the Territory of Hawaiʻi on the Mainland, Hawaiʻi Visitors and Convenon Bureau has now over 1,800 businesses to support tourism in Hawaiʻi. But one thing has stayed the same: Throughout the years, the entities which have promoted Hawaiʻi to the world have also had to promote themselves to Hawaii.

Over the decades, promotional efforts grew and so did the number of tourists. Colorful community events were staged, usually involving flowers and parades. Entertainment flourished to keep the visitors occupied.

The nature of tourism promotion changed to keep pace with the rest of the world. The advertising programs that had sold Hawaiʻi with pretty girls and palm trees began to stress the Islands' diversity, its Hawaiian culture and history, and the wide range of sports, activities, and cuisine. This expanded the appeal to a wider base of travelers who wanted more of what Hawaiʻi really is.

The HVCB is a publicly supported, private corporation whose singular goal is to showcase and celebrate Hawaiʻi's diversity and aloha to the world. HVCB membership supports the planning and implementation of the Hawaii Visitors & Convention Bureau's marketing efforts that keep Hawaii at the top of vacation and meetings wishlists. HVCB's efforts extend marketing reach to directly touch leisure travelers, corporate meetings and incentive professionals, travel trade and travel media through HVCB partnership programs.

Through HVCB’s island chapters, including the Kauaʻi Visitor Bureau office, HVCB keeps in contact with membership and the visitors that come to the islands. In addition to cooperative marketing, HVCB provides strategic research and data and integrated marketing programs that might otherwise be too costly for individual businesses to acquire.

Through HVCB, a Kauaʻi Vacation Planner is prepared and distributed; it includes a description of the island's five major districts and a calendar of events. It also lists accommodations, activities and attractions, airlines, car rentals, destination associations, golf courses, wedding and honeymoon planners, and retail shopping centers.

Holoholo Kōloa Scenic Byway Marketing Holoholo Kōloa Scenic Byway Corridor Management Plan Chapter 5; Page 101 Likewise, a Visitors Guide to The Islands of Aloha, is distributed to potential visitors and provides information about the diversity of Hawaii. Distribution is approximately 325,000 copies annually. The Travel Professionals Guide to Hawaii is recognized as the only complete directory to the Hawaii travel product.

Primary distribution is controlled circulation to 25,000 Hawaii‐producing travel agents ‐ an exclusive database qualified by agency affiliation and volume of Hawaii business. The Guide is also mailed as a response piece to all HVCB travel agent inquiries.

HVCB's Market Trends Department offers on‐line insight into how to extend marketing dollars. It's a one‐stop source for the latest in HVCB market research and analysis. The regularly updated website includes special reports and presentations, such as daily passenger volume, Island‐specific arrivals from the top U.S. metropolitan areas, and travel forecast links.

The Market Trends Department provides members with general or detailed statistics on visitors to Hawaii and overall industry trends. Information is available through various levels of membership programs.

Poʻipū Beach Resort Association (PBRA)

Poʻipū Beach Resort Association (PBRA) serves as a central resource center for Kauai's Poʻipū Beach area, also known as Kauaʻi's sunny south shore. With a membership of over 100 businesses, the Resort Association provides detailed information on accommodations, activities, restaurants, shopping, and services in the Poʻipū/Kōloa area.

The PBRA hosts an informative website noting activities, accommodations and a variety of other information for residents and visitors (www.poipubeach.org.) It also provides a periodic newsletter to its members. Should we also mention national and international PR efforts? Annual media blitz (in the past PBRA covered New York, Denver, Southern California, Seattle and Vancouver, B.C. ) PBRA also hosts an annual press trip (6 journalists for a week‐long Poʻipū experience and/or individual media visits.) Recently, PBRA hosted a writer interested in The Kauai Marathon and both heritage trails. As a result, the Kōloa Heritage Trail will be featured on EveryTrail.com.

A new initiative … PBRA is working in partnership with Green Car Hawaii and the Grand Hyatt Kauai Resort & Spa on an innovative model to create an electric vehicle (EV) network throughout the area where guests and community members can access EVs at any of the participating locations. Beginning this summer, in addition to the Grand Hyatt, Marriott’s Waiohai Vacation Club will serve as a primary EV rental and charging location. The Poʻipū Beach area is expected to have more locations on line by the end of the year. The EVs can be picked up and dropped off at any participating location. This groundbreaking model sets Poʻipū apart as a vacation destination. "

Noted on the PBRA website, the Poʻipū Beach Foundation is a small, non‐profit charitable 501 C‐3 organization, formed in the spring of 2000 with the specific purpose of enhancing the social, cultural and physical environment of Kauai’s South Shore.

The intent of the Poʻipū Beach Foundation is to raise funds for projects that accomplish these goals as well as oversee the implementation and completion of chosen projects.

Holoholo Kōloa Scenic Byway Marketing Holoholo Kōloa Scenic Byway Corridor Management Plan Chapter 5; Page 102 Since inception, the Foundation has raised funds for and completed the following projects: • Production of the Māhāʻulepū Heritage Trail map and website; on‐going printing and distribution • Establishing the Kōloa Heritage Trail; providing interpretive printed and electronic information about the trail and distribution • Building the children’s play structure at Poʻipū Beach Park • Poʻipū Beach and Brennecke’s Beach nourishment efforts • Prince Kūhiō Celebration 2003‐2012 • Hawaiiana Festival 2002‐2009 • New Year’s Eve Fireworks 2002‐2009 • New Year’s Eve Music Fest & Fireworks Celebration 2011 • Malama Ola (to take care of life) 2009‐2011 • Aloha Kauai Festival 2011‐2012

Holoholo Kōloa Marketing Initiatives

The Kōloa and Po‘ipū communities have demonstrated their ability to work together for common goals in the Kōloa – Po‘ipū region. The community has been very successful at garnering media attention and developing the brand for their region.

The Scenic Byway Sponsor, Malama Kōloa has an informative and descriptive website (www.malamakoloa.com) and Facebook page that are directed to residents and visitors of the region. Highlights are various projects the group is undertaking: Scenic Byway, Multi‐Modal transportation Planning, Kaua‘i Trolley, Hapa Trail (Site #14), Safe Routes to Schools and other items.

The Kōloa Community Association (KCA,) umbrella community organization of which Malama Kōloa participates in, has a website (www.koloacommunityassociation.com) that provides residents and visitors a variety of helpful information on the community, activities and a community calendar. In addition, there is specific information directed to its members.

Po‘ipū Beach Resort Association (PBRA) has an active and regularly updated website (www.poipubeach.org) and Facebook page.

There is extensive information for visitors and residents on Beaches, Places To Stay, Things To Do, Services and Visitor Information. Web browsers are directed to a toll‐free telephone number or e‐mail address for immediate response to questions.

The Kōloa – Po‘ipū communities have already implemented the following marketing initiatives:  Established Brand identification and organizational structure to market Po‘ipū Beach and the surrounding areas  Identification, mapping, photographs and informational signage/brochure (and website) for the Kōloa Heritage Trail (whose sites are included in the Holoholo Kōloa Scenic Byway)  Identification, mapping, photographs and informational brochure (and website) for the Māhā‘ulepū Heritage Trail (some of whose sites are included in the Holoholo Kōloa Scenic Byway)

Private entities along the byway have also achieved individual success.

Holoholo Kōloa Scenic Byway Marketing Holoholo Kōloa Scenic Byway Corridor Management Plan Chapter 5; Page 103 The next phase of marketing will be to integrate key messages and initiatives into a comprehensive Royal Footsteps marketing plan. Components of this comprehensive marketing plan include:  Research and demographics  Identification of target markets  Brand positioning and key messages  Tools and materials  Public relations  Online marketing  Partnerships  Tracking, Evaluation and Ongoing Public Input

Existing Marketing of Points of Interest

Two existing trail systems within the Kōloa‐Poʻipū region are already established and being marketed to residents and visitors coming to the area. The first is the Kōloa Heritage Trail; this is followed by the Māhā‘ulepū Heritage Trail (Holoholo Kōloa Site numbering follows each trail site notation.)

Kōloa Heritage Trail

Ka Ala Hele Waiwai Hoʻoilina o Kōloa, or the Kōloa Heritage Trail, is a 14‐stop, self‐guided walk, bike ride or drive 10‐mile tour of the Kōloa and Poʻipū area’s most important cultural, historical and geological sites, with descriptive plaques that explain each spot’s significance. The trail whisks through 5 million years of exploration highlighting the natural history, archaeology, culture and history of the Kōloa District of Kaua‘i and its people.

1. SPOUTING HORN PARK (Site #8) Spouting Horn Park was called puhi, or blowhole, by early Hawaiians. Legends tell of a huge mo‘o, or lizard, caught in this puhi, which was formed when waves eroded softer, underlying rock and wore through the harder top rock. Water rushing into the hole is forced through the narrow opening and shoots skyward. A larger puhi was to the east, however McBryde Plantation dynamited it in the early 1900s to prevent saltwater spraying on sugar fields.

2. PRINCE KŪHIŌ BIRTHPLACE & PARK (Site #7) Prince Jonah Kūhiō Kalaniana‘ole was born in Kōloa in a grass hut near this beach to Princess Kinoike Kekaulike and High Chief David Kahalepouli Pi‘ikoi. He became a delegate to U.S. Congress after Hawai`i became a Territory in 1900, serving for 19 years. He worked tirelessly on behalf of the Hawaiian people.

3. HANAKA‘APE BAY & KAŌLO LANDING (Site #10) Once, Kōloa Landing was the third largest whaling port in all of Hawai`i and the only port of entry for foreign goods. The Sugar industry increased its use until 1912, when better facilities became available at Nawiliwili and Port Allen. Goods and people were transferred by hand and small boat to ships in Hanaka‘ape Bay.

Holoholo Kōloa Scenic Byway Marketing Holoholo Kōloa Scenic Byway Corridor Management Plan Chapter 5; Page 104 4. PA‘U A LAKA ‐ MOIR GARDENS (Site #11) What began as a hobby garden by the Kōloa Plantation Manager's wife became celebrated as one of the world's best of its kind. Numerous cactus planted in the 1930s thrived in the arid, rocky soil here. Many escaped to surrounding areas to become naturalized over time. You'll also find water lily‐filled lava rock ponds, koi and a variety of orchid and cactus species. Paʻu a Laka was a hula mound located on the southwest corner of Hapa Road ‐ Hoʻonani Road intersecon on the Moir property.

5. KIAHUNA HEIAU (Site #12) The walled heiau (temple) that once stood here was 130 feet by 90 feet; dedicated to Kane, a major god of Hawaii; Hulukoki, a bird god; and Ku‐hai‐ moana and Ka‐moho‐alii, two shark gods. Three hala‐lihilihi‐ula trees situated on the outside of the naupaka hedge mark the heiau perimeter.

6. PO‘IPŪ BEACH PARK (Site #16) Abundant, easy‐to‐view marine life in calm waters is a major attraction at Po‘ipū Beach. The endangered native Hawaiian Monk seal and threatened Green sea turtle are frequent visitors. From November through May, the endangered Humpback whale appears. Ancient Hawaiians fished and played here and harvested salt in dug‐out evaporating pans nearby. The beaches here are named Kahoʻoleinakapuaʻa and Haleoiʻa.

7. KEONELOA BAY (Site #17) Between 200 and 600 A.D., early visitors arrived at Keoneloa Bay, meaning long sand, likely from the Marquesas Islands. They used the area as a temporary fishing camp, leaving behind stone‐age tools, remnants of heiau, or temples, and ahu, or altars. They prayed to Kane‘aukai, an important fishing god.

8. MAKAWEHI & PA‘A DUNES (Site #18 and #19) The lithified sand dunes of Makawehi, calm face, and Pa‘a, hard rock, yield fossilized plant roots, bird bones, crab claws and other treasures. Prior to extensive wave erosion, this prominent limestone ridge extended across Keoneloa Bay. During March through November, water birds visit and sea birds nest and roost in the dunes.

9. PU‘UWANAWANA VOLCANIC CONE (Site #23) More than 5 million years ago, a hotspot in the earth spewed lava upward to form the volcanic mountain island of Kaua‘i. Nearby Ha‘upu Ridge and Mountain contain some of the oldest geologic formations. Look for the youngest volcanic cones such as Pu‘uwanawana, within view. Weathered volcanic material produced rich agricultural plains.

Holoholo Kōloa Scenic Byway Marketing Holoholo Kōloa Scenic Byway Corridor Management Plan Chapter 5; Page 105

Holoholo Kōloa Scenic Byway Marketing Holoholo Kōloa Scenic Byway Corridor Management Plan Chapter 5; Page 106

10. HAPA ROAD (Site #14) Lava rock walls near Hapa Road signify Hawaiian habitation ca. 1200 A.D., while the road dates to the late 1800s. Nearby tracks once held trains hauling cane to Kōloa Plantation for milling. Hapa Road served as a supply and emergency evacuation route during World War II, and at various times a foot‐ and bicycle path.

11. KŌLOA JODO MISSION (Site #5p) Buddhist temples provided Japanese immigrants a place to worship, study their language, learn martial arts and participate in social events. This Jodo Mission used a specialist in temple architecture from Japan to build the large temple's interior. Hand‐painted, wooden ceiling tiles were a gift from the Japanese artist who rendered them.

12. SUGAR MONUMENT (Site #4) Ancient Polynesians were the first to bring sugar cane to Hawai'i. Starting with its first cane seeding in 1835, Kōloa Plantation was the first in Hawai'i to successfully mill cane commercially for export. It set the precedent for free housing and medical benefits for its immigrant employees from China, Japan, East and West Germany, Portugal and the Philippines.

13. YAMAMOTO STORE & KŌLOA HOTEL (Site #5e) Built at the turn of the 20th century, The Yamamoto Building functioned at various times as a plantation camp store and general store with service station. Behind it, the Kōloa Hotel offered rooms to traveling salesmen and actors. The o‐furo, or hot tub, provided a relaxing soak to guests.

14. KŌLOA MISSIONARY CHURCH (Site #5l) Kōloa Missionary Church sanctuary is part of a homestead once owned by Dr. James W. Smith, a medical missionary. In 1842, he began a practice of over 40 years, later becoming an ordained minister at The Church at Kōloa. His grandson, Dr. Alfred Herbert Waterhouse, added a clinic to the homestead in 1933.

Holoholo Kōloa Scenic Byway Marketing Holoholo Kōloa Scenic Byway Corridor Management Plan Chapter 5; Page 107 Māhā‘ulepū Heritage Trail {1.} Keoneloa Bay - “LONG SAND, LONG BEACH” (Site #17) This sand contains a high level of calciumcarbonate in sand-sized fragments of coralline algae, coral, clams and other marine organisms, a common make-up of sand for many of Hawaii’s beaches. The lithified sand dunes that make up the ridges on either end of this bay, are a result of calcite cementation of the sand dunes. This beach is also known by locals as “Shipwrecks,” named for the wreckage of a fishing boat in the mid 1970’s. {2.} Makahuena - “ROUGH FACE” & Makawehi - “CALM FACE” (Site #18) Facing west, the formations at the far end of Keoneloa Bay are known as Makahuena, the southernmost tip of Kauai. The lithified sand dunes that form Makawehi (also known as the Paa Ridge) accumulated as sand dunes during the last “high stand” of the sea, about 125,000 years ago. Sea levels lowered at the peak of the Ice Age (about 18,000 years ago), reaching its lowest point of around 360–400 feet below the present sea level. From there, volcanic ash deposited onto the dunes. Rain percolated through the sand which partially dissolved some of the skeletal and coral grain sands. Calcite crystals grew around the sand grains and within the pore space between the grains, locking together to produce the cement that changed the carbonate sand into carbonate sandstone, also known as limestone. As the Ice Age ended, huge glaciers that had covered much of the earth melted, resulting in a rise in sea level. Waves eroded much of the dune and formed Keoneloa Bay. Caution: Stay well back from the edge. Jumping (or falling) into the water has caused serious injury and loss of life. {3.} Paa Dunes - “DRY AND ROCKY” (Site #19) About 8,000 years ago, dunes began forming atop Makawehi as sections of the sandy shoreline accumulated a reddish fossil soil overlay. This area became known as Paa Dunes, meaning “fence of lava rock” or “dry and rocky.” Erosion of the dunes has revealed land/tree snail fossils in the reddish fossil soils (paleosoils) found between the sand dune deposits. Also found are root casts called rhizocretions, the sand tubes cemented around the root of a living plant (usually the naupaka kahakai). {4.} Pinnacles - Sandstone-limestone pinnacles are usually formed by rain-water washing down along vertical fractures in the limestone. Pinnacles can be seen in stark formation to the right of a small bay just before the climb to the golf course. Paleontologists Storrs Olson and Helen James of the Smithsonian Institution uncovered bones from two extinct species of a large, flightless goose and an owl here. Bones of other extinct forest birds and flightless rails were also found, dating back to between 3,000–4,000 BC. {5.} Heiau Hoouluia - “FISHING TEMPLE” Likely created by humans, this site is thought to have been a place of worship where fish were offered to Keoniloa, the god of the sea, to ensure good fishing. In the past, there were usually two grass huts upon a heiau; one for offerings and one as living quarters for the kupuna or elderly person watching over the grounds. This site is so ancient that its true name has been forgotten, thus the generic title of “fishing temple.”

Holoholo Kōloa Scenic Byway Marketing Holoholo Kōloa Scenic Byway Corridor Management Plan Chapter 5; Page 108 Māhā‘ulepū Heritage Trail {6.} Punahoa - “TO BIND OR LASH” Punahoa is composed of a very thick accumulation of coastal sand dunes that formed around 350,000 years ago. They are the oldest sand dunes of this region, carved by the tradewinds which formed all the dunes of this coast. Along this area are short pieces of pipe anchored into the lava rock to hold fishing poles. This shoreline has been popular for centuries among local fishermen, catching primarily shoreline game fish such as ulua, papio (juvenile ulua) and oio. {7.} Makauwahi Sinkhole - “FEAR, BREAK THROUGH” (Site #20a) The Makauwahi Sinkhole is a small portion of the largest limestone cave found in Hawaii. Paleoecological and archaeological excavations of the sediment that has filled the pond in the sinkhole put its age at some 10,000 years, and have revealed at least 45 species of bird life. More importantly, the findings of this study show how the first humans that inhabited Kauai affected the pre-human natural environment. It is one of only a handful of sites in the world that show such impact. A reforestation program is in place to restore the environment to its pre-human condition by re-planting indigenous species. {8.} Mahaulepu Beach-“AND FALLING TOGETHER”(Site #20) Mahaulepu’s name comes from a legendary battle that occurred in the 1300’s when Kalaunuio Hua, a Big Island ruler, made an attempt to take over all the Hawaiian islands. Kalaunuio Hua and his men paddled to Kauai, drew up on Mahaulepu Beach and began to form themselves into fighting order. Kukona, then ruling chief of Kauai, appeared on the ridge above the gathering. Kalaunuio Hua hurried to meet Kukona, but when he got there Kukona could not be found. Kukona, who now stood on a neighboring ridge, challenged Kalaunuio Hua which prompted a chase inland, further away from the beach. When the invading warriors reached Wahiawa (near Kalaheo), Kukona and his army attacked the tired warriors and defeated them easily. By nightfall, it was evident that Kalaunuio Hua had lost the battle and became a prisoner to Kukona. Thus began the historical distinction of Kauai as an island that was never conquered. {9.} Waiopili Petroglyphs - “WATER AGAINST” (Site #20b) In 1887, Kauai resident J.K. Farley discovered carved drawings or petroglyphs on a rock on a large flat limestone reef at Mahaulepu Beach near the mouth of the Waiopili Stream. The carvings were exposed for ten days as waves washed over the area to clear off the sand that covered the petroglyphs. Sixty-seven pictures and markings were noted, with glyphs ranging in size from twelve inches to six-and-a-half feet in length. The carvings are normally covered by beach sand, but if tides and ocean conditions are right the petroglyphs can occasionally be seen. North of Mahaulepu Beach is a large petroglyph boulder which contains two cup-like carvings at the top. One of the carvings contains a pecked out groove from the cup and runs along the edge of the boulder. The function of these cups in the boulder is unknown. There are also distinct archeological markings on the basalt rock exposed in the surf just out from the Waiopili river mouth. Most of the markings are near-parallel grooves formed by the sharpening of rock tools (adzes) throughout the years.

Holoholo Kōloa Scenic Byway Marketing Holoholo Kōloa Scenic Byway Corridor Management Plan Chapter 5; Page 109 Brand Positioning and Key Messages

Holoholo Kōloa Scenic Byway is unique in that Hawaiʻi is generally promoted as a fun in the sun destination. The addition of our scenic byway with its significant archaeological, historic and cultural qualities will become a strong draw.

The central story theme of “The history of Kōloa is in many ways Hawai‘i’s history in microcosm” is compelling. It offers the byway visitor a broader, more concentrated educational experience within a relatively short distance.

Incorporate an Integrated Approach

 Emphasize the Byway Experiences  Maintain the Sense of Place  Educate and Involve the Community in the Byway  Continuous Marketing & Publicity  Diversify Media Outlets ‐ Conventional and Social Media  Build Partnerships  Protect Historic/Cultural Resources  Protect and Enhance South Shore Destination Appeal  Ensure Visitor Satisfaction  Provide Effective Distribution of Byway Marketing Materials  Monitor and Evaluate

Tools, Materials and Online Marketing

Based on market research, primary tools should appeal to repeat island visitors, who are independent and looking for a deeper destination connection.

Recommended initiatives include: 1. Website/Facebook/Twitter development 2. e‐newsletters with periodic updates (database management) 3. Calendar of special events (interactive on website) 4. Self‐guided materials (interpretive signage, smart‐phone apps) 5. Visitor Centers (maps and historic/cultural information)

Status:

Public Relations: Building Awareness

With the Hawaii Scenic Byway designation in late 2011, several milestones were achieved that were designed to raise awareness of the byway designation and its archaeological and historic qualities including:  Community Meetings  Legislative Briefing  Training Sessions

Holoholo Kōloa Scenic Byway Marketing Holoholo Kōloa Scenic Byway Corridor Management Plan Chapter 5; Page 110 Looking ahead, these are the near‐term initiatives: 1. Develop Holoholo Kōloa Scenic Byway Media Kit to promote editorial coverage in guidebooks, newspapers, magazines, broadcast and online. 2. Design and distribute Royal Footsteps decals to promote community awareness and cross‐ marketing (internal audience). 3. Continue to seek out opportunities to share our story.

Partnerships

Byway collaboration with other marketing organizations will strengthen awareness of Royal Footsteps and will yield greater results. Groups and organizations identified as marketing partners include: Hawaii State Department of Transportation County of Kauaʻi Office of Economic Development Hawaii Tourism Authority Hawaii Visitors & Convention Bureau Kauaʻi Visitors Bureau Poʻipū Beach Resort Association Hotels, restaurants, retail shops and other businesses along the byway

Results: Tracking, Evaluation and Ongoing Public Input

Return on investment can be measured and will be evaluated using these tools and criteria: 1. Continuing to analyze visitor trends 2. Tracking web statistics 3. Tracking editorial coverage and calculating value 4. Gathering economic feedback from byway businesses 5. Evaluating byway visitor satisfaction 6. Annual survey 7. Periodic community meetings

Holoholo Kōloa Scenic Byway Marketing Holoholo Kōloa Scenic Byway Corridor Management Plan Chapter 5; Page 111 Implementation Strategies

This chapter highlights the Implementation Strategies called for in order to protect the resources and provide for economic development opportunities. First, however, we are reminded of the Mission and Vision of the Holoholo Kōloa ethat set th foundation for the development of this Corridor Management Plan and all future actions.

Mission: Provide resources to our local communities of Lāwaʻi, Kōloa, Weliweli, Paʻa and Māhāʻulepū. To create and sustain unique travel experiences, enhance the quality of life through efforts to preserve and protect our cultural and historical sites. To interpret and promote the intrinsic qualities of our designated Byways. To deliver an economic stimulant to the communities in Lāwaʻi, Kōloa, Weliweli. Paʻa and Māhāʻulepu.

Vision: Holoholo Kōloa strengthens our community (residents and visitors alike) and sense of place by celebrating, promoting and sharing Kōloa’s diverse multi‐cultural historical heritage, through a collaborative, broad‐based community‐participation and decision‐making process.

Holoholo Kōloa will accomplish its mission and vision through the following goals and strategies:

Goals and Strategies to Implement the Mission and Vision

Holoholo Kōloa’s implementation strategy is intended to increase awareness and protection of the historic and other features along the byway, enhance the area’s economy via the tourist activities and provide a safe and pleasant experience for all along the corridor. The following highlights overarching principles in the strategy; this is followed by goals and strategies for implementation:

 Historic and Cultural Sustainability: Share with others the region’s historic and cultural past to help them better understand Hawaiʻi's and Kōloa's past.  Livability and Social Sustainability: Promote programs and services to care for the people that live and work along and near Holoholo Kōloa in a balanced manner.  Environmental Sustainability: Protect and preserve the area’s environment, and natural and scenic beauty.  Economic Sustainability: Provide support to the local businesses, regional visitor industry and community members by promoting Holoholo Kōloa.

Historical, Natural, Archaeological and Cultural Resources  Maintain, protect and enhance the character of historic, archaeological and cultural resources and “sense of place” along the corridor o Develop a list of priority preservation projects o Focus preservation efforts on stabilizing fragile and vulnerable resources o Support the implementation of preservation measures on historic and culturally significant features along the Byway o Assist private owners to secure grant funding, tax incentives and other financial benefits for restoration, preservation and interpretation

Holoholo Kōloa Scenic Byway Implementation Strategies Corridor Management Plan Chapter 6; Page 112 Scenic  Complement scenic vistas by providing facilities so travelers have greater enjoyment along the corridor

Recreational  Encourage, maintain and enhance the quality of outdoor recreational experiences available to Byway users o Support county initiatives to create a multi‐modal (pedestrian and bicycle) connection along the corridor o Support efforts to establish and maintain public access to the shoreline

Road Safety  Promote and enhance safety, comfort and efficiency for roadway users including motorists, pedestrians and non‐motorized vehicles o Continue to collaborate with government agencies and community groups on road safety concerns o Address transportation safety concerns utilizing best management practices and context sensitive approaches to enable travelers to enjoy the special places found along the Byway in a safe and appropriate manner

Coordination and Management  Continue to foster partnership among governmental agencies, cultural institutions and private interests to ensure ongoing support and implementation of the Plan’s recommendations, especially for those agencies with responsibilities for the day‐to‐day management along the corridor o Continue the collaborative partnership between the community, government, descendants and property owners evidenced through the development of the CMP o Work with existing entities already engaged in the management and interpretation of sites (such as the Hapa Trail and Māhāʻulepū Trail) and assist in the coordination of future programs, materials, tours and exhibits

Economic Development  Promote a culturally, environmentally and socially responsible approach to tourism based on the area's historic, archaeological, cultural, natural, recreational and scenic resources

Strategies Overlapping with Several Themes and Goals o Develop a coordinated way‐finding, identification and interpretive system to make it easier to discover the Byway and identify the resources along it o Develop roadside pull‐offs and stops primarily at points of interest as places for travelers to see, learn about and enjoy the experience (include shelters, parking, restrooms, etc, where possible) o Work with willing property owners to permanently protect important historic and archaeological resources

Holoholo Kōloa Scenic Byway Implementation Strategies Corridor Management Plan Chapter 6; Page 113 Local Byway Committee Top Management and Priority Actions

This Holoholo Kōloa Scenic Byway Corridor Management Plan (CMP) has been developed through an inclusive, broad‐based collaboration between the Community, the Sponsor and Governmental Agencies.

With a foundation of Economic, Environmental, Social and Cultural Sustainability and Livability, the Local Byway Committee evaluated various actions to protect, preserve, restore, promote and share the intrinsic qualities along the Holoholo Kōloa Scenic Byway corridor. It is a guide to call attention to and protect the area’s significant historic, archaeological, cultural, natural, scenic and recreational resources.

Ultimately, the Local Byway Committee determined their top management actions and established a priority list in various categories. Following are the management action categories:

 Management  Transit  Roadway Improvements  Restoration  Multi‐use Trails, Bikeways & Pedestrian  Signage

These actions focus on protection of the corridor's primary intrinsic qualities and promotion, interpretation and marketing to attract and inform travelers to the corridor, whether resident or visitors.

Likewise, they address safety issues raised in the transportation analysis, as well as consideration for improvements to the corridor to enhance the aesthetics, experience and livability along the roadway.

The core principles in the actions under "Management" center on continuity of the public process and participation that was initiated through the Sponsor and Local Byway Committee, and increasing traveler awareness and understanding of the historic significance and other intrinsic qualities along the corridor. The Management actions call for ongoing public participation and expanded marketing efforts.

Several archaeological sites that may be considered for restoration are noted in this Corridor Management Plan. Ultimately, these actions will serve to maintain and enhance the byway's historic and archaeological intrinsic qualities.

Actions included in this process, although not stated as a specific action because it over‐arches all actions, are the preparation and implementation of a preservation plan. A draft interim preservation plan is included in the Appendices of this CMP and serves as an immediate guide to assist in the protection and preservation of the corridor's historic and archaeological sites.

Several issues were raised in the Transportation review along the corridor. These deal with the need for additional access ways to/from the corridor, as well as improvement to existing roads. All of these road projects undergo a public review process and include archaeological reviews per State statutes.

These not only assist in the safety and accommodation for automobiles, bicyclists and pedestrians, they also serve to enhance and accommodate the needs/safety for commercial traffic serving the area. Likewise, improved safety and alternative access to and from the corridor improve the livability for existing and future residents in developments along the corridor.

Holoholo Kōloa Scenic Byway Implementation Strategies Corridor Management Plan Chapter 6; Page 114

Several marketing actions for improved identification and interpretation of the corridor's intrinsic qualities, especially its historic sites and other points of interest, are addressed in the "Signage" category of actions.

Gateway and wayfinding signs direct travelers to and through the corridor, and respective site and interpretive signs help the traveler to better understand the context and significance of sites and other intrinsic qualities along the corridor.

The Local Byway Committee will continue to meet to review programs and ascertain whether responsibilities are being met in an acceptable manner. All LBC meetings will be open to the public to encourage ongoing public participation.

The Sponsor and Local Byway Committee recognize that the management priorities include short‐ and long‐term actions. Likewise, they recognize that, over time, amended or new priorities will need to be addressed.

Through this Corridor Management Plan, they express their commitment to long‐term planning, broad public process and sustainability efforts to maintain the integrity of the byway and the intrinsic qualities along its corridor.

Following is a summary list of the Local Byway Committee's Top Management and Priority Actions. This list summarizes the action in a list sorted by the various categories. Following this list is a chart noting the Lead Agency, Support Agency, Cost, Source of Funds, Timeframe and How the Project Improves Intrinsic Qualities.

Local Byway Committee Top Management and Priority Actions ‐ Summary List

Management:

1. Keep the Local Byway Advisory Committee and public process active 2. Prepare and implement an integrated marketing program 3. Continuously monitor and evaluate ways of maintaining and enhancing the Intrinsic Qualities

Roadway Improvements:

1. Kōloa Road/Po‘ipū Road intersection re‐alignment (Site #5) 2. East‐west cane haul road (paving between Po‘ipū Road and Ala Kinoiki shared‐use path/emergency route) 3. Northerly Extension of the Western Bypass 4. Maluhia Road/Ala Kinoiki Intersection re‐alignment/roundabout

Multi‐Use Trails, Bikeways & Pedestrian

1. Hapa Trail multi‐use path ‐ upgrading and landscaping (Site #14) 2. Extend Hapa Trail mauka along Weliweli Road to Old Kōloa Town (Site #14 and Site #5) 3. Makai Promenade multi‐use path paralleling the ocean along the South Shore (Site #16) 4. Kōloa Town sidewalks (along Waikomo Road, Po‘ipū Road and Kōloa Road) (Site #5) 5. Po‘ipū Road, Ala Kinoiki and Ho‘owili Road striped bicycle lanes Holo Holo Kōloa Scenic Byway Implementation Strategies Corridor Management Plan Chapter 6; Page 116

Transit

1. Initiate and support The Kaua‘i Trolley service looping between Kōloa and Po‘ipū 2. More frequent The Kaua‘i Bus service to/from Kōloa and Po‘ipū

Restoration: 1. Kiahuna Wahi Pana (Site #13) 2. Kaneiolouma (Site #15)

Signage: 1. Install gateway and wayfinding signage 2. Install ahupua‘a boundary markers along the length of the corridor 3. Install identification, place names and interpretive signs at select sites along the corridor

Holo Holo Kōloa Scenic Byway Implementation Strategies Corridor Management Plan Chapter 6; Page 117 Local Byway Committee Top Management and Priority Actions Priority Lead Agency Support Agencies Cost Source Immediate Mid‐term Long‐term How Project Improves Intrinsic Qualities Management: Up to 3 years 3 to 6 years 6+ years (1) Keep the Byway Advisory Committee and public process active Sponsor and Byway Community Low Internal Assures ongoing public process and attention to implementation ‐ ‐ ‐ ‐ Ongoing ‐ ‐ ‐ ‐ Committee (2) Prepare and implement an integrated marketing program Sponsor and Byway Community Medium Internal & Heightens understanding of the archaeological/historic features; promotes economic ‐ ‐ ‐ ‐ Ongoing ‐ ‐ ‐ ‐ Committee Grants benefits within the corridor (3) Continuously monitor and evaluate ways of maintaining and enhancing the Sponsor and Byway Community Low Internal Assures ongoing protection of Intrinsic Qualities at the highest standard, providing safety, ‐ ‐ ‐ ‐ Ongoing ‐ ‐ ‐ ‐ Intrinsic Qualities Committee comfort and enhanced experiences for the Byway user

Road Improvements: (1) Kōloa Road/Po‘ipū Road intersection realignment County Byway Commmittee and High County CIP Improves access to/from the corridor and public safety X Community (2) East‐west cane haul road (paving between Po‘ipū Road and Ala Kinoiki ‐ County Byway Commmittee and $8‐M County CIP Improves access to/from the corridor and public safety X shared use path/emergency route, as needed) Community (3) Northerly Extension of the Western Bypass County Byway Commmittee and $5‐M STIP Improves access to/from the corridor and public safety X Community (5) Maluhia Road/Ala Kinoiki Intersection realignment/roundabout County Byway Commmittee and Medium Improves access to/from the corridor and public safety X Community

Multi‐Use Trails, Bikeways & Pedestrian: (1) Hapa Trail multi‐use path ‐ upgrading and landscaping County Byway Commmittee and $25,000 County CIP Improves pedestrian and bicycle access along the corridor; enhances livability X Community (2) Extend Hapa Trail mauka along Weliweli Road to Old Kōloa Town (road County Byway Commmittee and $5‐M STIP Improves pedestrian and bicycle access along the corridor; enhances livability X only, not shared‐use) Community (3) Makai Promenade multi‐use path paralleling the ocean along the South Shore County Byway Commmittee and Medium County CIP/ Improves pedestrian and bicycle access along the corridor; enhances livability Community Adjoining X Landowners (4) Kōloa Town sidewalks (along Waikomo Road, Po‘ipū Road and Kōloa Road) County Byway Commmittee and Medium County CIP Improves pedestrian access along the corridor; enhances livability XX Community (5) Po‘ipū Road, Ala Kinoiki and Ho‘owili Road striped bicycle lanes County Byway Commmittee and Low County CIP/ Improves byway access, safety and comfort XX Community Operating

Transit: (1) Initiate and support the Kaua‘i Trolley service looping between Kōloa and Kaua‘i Trolley and Byway Commmittee and Medium County Enhances mobility options along the corridor X Po‘ipū County Community Operating (2) More frequent Kaua‘i Bus service to/from Kōloa and Po‘ipū County Byway Commmittee and Medium County Enhances mobility options to and from the corridor X Community Operating

Restoration: (1) Kiahuna Wahi Pana Byway Committee Byway Commmittee and $1‐M Grants Protects and enhances culturally‐significant archaeological/historic sites X Community (2) Kaneiolouma County and Hui Byway Commmittee and $3‐M County CIP/ Protects and enhances culturally‐significant archaeological/historic sites Malama O Community Grants X Kaneiolouma

Signage: (1) Install gateway and wayfinding signage County Sponsor and Byway $200,000 County & Enhances identity and guidance to byway, key destinations and sites X Committee Grants (2) Install ahupua`a boundary markers along the length of the corridor Byway Committee County/Land owners $75,000 County & Improves awareness and identification of historical land divisions X Grants (3) Install identification, place names and interpretive signs at select sites along Byway Committee County $150,000 County, State Improves awareness and identification of archaeological/historic features the corridor & Grants X

Low <$50,000 ; Medium<$500,000 ; High >$500,000 Page 118 Points of Interest Summaries

Scenic byways are roads that tell stories. For corridors such as Holoholo Kōloa Scenic Byway, the stories are most evident from various Points of Interest along the corridor. These along with the magnificent views along the corridor give travelers, whether resident or visitors, in vehicles, on bicycles or on foot a better understanding and appreciation for the place.

At the time of the application and nomination submittal the project sponsor through members of the community (who ultimately became active participants in the Local Byway Committee) reviewed the Kauaʻi South Shore roadways for consideration of inclusion into the State and National Scenic Byways Program. As residents and/or workers in the area they had an understanding and appreciation of what is essentially their back yard.

In particular, Teddy Kawahinehelelani Blake, Executive Director of Hui Malama o Kōloa, the project sponsor, has a passion for preserving and restoring the Hawaiian culture of Kōloa ‐ and, telling the stories related to the place. His knowledge and enthusiasm of the area’s history and culture is tremendous. His leadership set the foundation for the Holoholo cKōloa Sceni Byway, including many of the points of interest.

The Sponsor decided to prepare and submit the nomination/application on the core corridors to and through the town of Kōloa and the coastal resort and residential community of Poipu Beach. Based on their personal experience, and subsequent evaluation and assessment of the roadways and road segments, the group considered the numerous points of interest along the corridor.

Previously, the community, through several active community groups, had already identified many of the important points of interest in the area. Two interpretive trail systems were already identified with interpretive signage and/or published mapping and summaries of the important points in the region.

The community members and scenic byway sponsor decided to include the Points of Interest in the already‐established Kōloa Heritage Trail and Māhā‘ulepū Heritage Trail as core components of the Points of Interest to be included in the Holoholo Kōloa Scenic Byway.

The Ka Ala Hele Waiwai Hoʻoilina o Kōloa, or the Kōloa Heritage Trail, is a 14‐stop, self‐guided tour of the Kōloa and Poʻipū area’s most important cultural, historical and geological sites, with descriptive plaques thatn explai each spot’s significance.

Similarly, the Māhā‘ulepū Heritage Trail stretches from Keoneloa Bay to Kawailoa Bay and features a walk through a variety of geological and cultural sites. A handy map with site descriptions allows people to better understand this area's history.

Including these and other points along the corridor, the group’s initial assessment included over 75 individual potential Points of Interest with over 130 intrinsic qualities. After evaluating and assessing the various points, the group decided, via consensus, to reduce the number of primary Points of Interest to a little over 50 sites. The nomination and application for the Scenic byway was based on this number.

After the State designation was granted and the Local Byway Committee was formed, informal as well as formal discussions, evaluation and assessment of the sites continued. While recognizing that planning and implementation for the corridor is flexible and will evolve over time, the Local Byway Committee

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 119 discussed reducing the number of primary Points of Interest, understanding these could change or be added to in the future. Using their understanding of the region as the foundation of their evaluation and assessment of the Points of Interest and intrinsic qualities they possess, the group individually and collectively, continued formal and informal reviews.

As part of this formal evaluation and assessment, the Local Byway Committee and representative of the Department of Transportation and their consultant participated in several physical and visual surveys while driving ealong th corridor.

In addition, DOT and its consultant provided training to the Local Byway Committee which helped the committee members better understand the process, as well as have the committee work better together.

In the preparation of the Corridor Management Plan, many of the Local Byway Committee's discussions included the potential Points of Interest for the “final” Corridor Management Plan. This ongoing evaluation and assessment helped form a consensus among the group.

In addition, Local Byway Committee members participated in a formal site evaluation and ranking, as well as completing physical/visual survey evaluation forms. The Local Byway Committee decided to ride together in a van to view the Byway and conduct a corridor analysis.

Using the identified Points of Interest as the key to their physical/visual surveys, rather than periodic distances along the corridor, the Local Byway Committee continued their evaluation and analysis. Therefore, instead of mileposts and segments along the corridor, 24‐primary Points of Interest were used in the final evaluation (one of these, Kōloa Town, has several buildings identified as additional Points of Interest.) The Committee then completed the Visual Survey Rating Form. These forms in turn served to reinforce and validate the identified Points of Interest previously chosen.

By travelling together in a van, the Committee's corridor analysis provided the opportunity for group discussion on the sites and their physical/visual qualities. This informal discussion, combined with the formal process of form‐filling, allowed the group to come to consensus on the Points of Interest and the qualities each adds to the traveler's experience along the corridor. The forms by themselves were somewhat limiting; the group investigations, in a confined and cooperative manner helped to expand upon the evaluation process.

These discussions, as well as the various discussions in Byway Committee meetings, were extremely valuable in the process of deciding and identifying the primary Points of Interest and their respective Intrinsic Qualities. This took the group decision‐making process beyond the limited physical/visual survey forms.

Additionally, the overall knowledge of the Local Byway Committee of the Kōloa Community was a critically important component of the evaluation and assessment process. Having lived in the community for generations and/or currently living and working in the area, the Committee members are some of the most knowledgeable of the area and its respective intrinsic qualities.

Thus, this knowledge was used to formally and informally evaluate and assess both the inclusion of specific sites, as well as their intrinsic qualities.

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 120

Using the discussion and consensus of the Byway Committee to evaluate each site, a summary of the various Points of Interest along the Holoholo Kōloa Scenic Byway was created and mapped.

In addition, aerial visualization was conducted through the use of aerial photography, as well as using Google Earth imagery. This process also helped to conclude the primary Points of Interest and subsequent evaluation of the corridor. This process of using specific Points of Interest proved more effective that than arbitrary road segments along the corridor ‐ especially over the approximate 19‐miles of the overall corridor.

This process and group actions are consistent with the tasks identified in the committee’s Work Plan, specifically the mapping noted in Task 1 with subsequent changes due to the ongoing assessment and evaluation of the corridor.

In addition under Task 4, the Committee provided extensive discussion of the areas “rich history” as noted under Inventory and Assessment. Likewise, the delineation, assessment, analysis, evaluation and ranking tasks related to the corridor followed the general statements in the Work Plan.

The Committee’s physical/visual survey rating forms are included in the related Appendix of this Corridor Management Plan. The Committee evaluations were subsequently discussed and a consensus was formed on the number and rational of the “final” Points of Interest identified in this plan.

A list of approximately 24 primary Points of Interest was concluded by consensus of the group. Because this plan and its implementation is a changing and evolving process, the group was comfortable starting with this list, knowing it can and will likely change as time goes on. The Committee further agreed that there would be ongoing evaluation on potential additional sites as the process continued.

As noted in Chapter 3 of this Plan, in discussing the present day make up of the island and more specifically the region of the South Shore which is the subject of this plan, these primary Points of Interest are described in their context along the Corridor. In addition, following this discussion is the listing and further discussion of each of the corridor's primary Points of Interest.

The Chapter 3 discussion helps to illustrate the connectivity these individual Points of Interest have with each other, as well as their relationship and nature of intrinsic qualities. In addition, Chapter 3 (as well as Chapter 7) further illustrates how and why some of the management measures were determined and the relationship to the Points of Interest and the goals and priorities also discussed in this plan.

The physical and visual analysis of the Byway, as well as Local Byway Committee discussions and the cultural knowledge of the Local Byway Committee participants was an important part of the corridor analysis, and the Byway Committee was able to put in writing the specific features that make up the “intrinsic” scenic, natural, historic, cultural, archaeological and recreational qualities of the byway through the development of the “Points oft Interes Summary”.

This summary lists all of the sites, along with the intrinsic qualities each site possesses. Following this table is a summary of each site, giving a more detailed description of the site and its history.

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 121 Points of Interest Summaries

The following is a summary listing of the various Points of Interest along the Holoholo Kōloa Scenic Byway corridor. Following this list is an overall map noting the Points of Interest, then individual summaries on some of the primary Points along the corridor.

Point of Interest Heritage Historic Natural Archaeological Scenic Cultural Recreational Trail 1 Tree Tunnel x x x 2 La`aukahi Peak x x x 3 Pu`u o Hewa x x x x x 4 Kōloa Sugar Monument x x x x 5 Old Kōloa Town x x x 5a Kōloa History Center x x 5b Chang Fook Store x x 5c Yamada Building x x 5d Sueoka Store x x 5e Yamamoto Store Courtyard x x x 5f Salvation Army x x x 5g Awa Store x x x 5h Old Phone exchange x x x 5i Okamura Store x x x 5j Nishita Tailor Shop x x x 5k USA Store 5l Kōloa Missionary Church x x x 5m Kōloa Union Church x x x 5n The Church at Kōloa x x x 5o Kōloa School x x x 5p Kōloa Jodo Mission x x x 5q St Raphael Church x x x 6 Waikomo Stream and Kōloa x x x x Field System 7 Prince Kūhiō Park/ x x x x Ho‘ai Heiau 8 Puhi (Spouting Horn) x x x 9 National Tropical Botanical x x x x Gardens 10 Hanaka‘ape Bay x x x x x x (Kōloa Landing) 11 Pa‘u a Laka x x x x 12 Kihahouna Heiau x x x 13 Kiahuna Wahi Pana x x x 14 Luahine Aiapi‘i (Hapa Road) x x x x x 15 Kaneiolouma x x x 16 Manini Heiau at Ho‘oleina x x x x x ka pua‘a (Poʻipū Beach) 17 Keoneloa Bay x x x x x 18 Makawehi x x x x x 19 Pa‘a Dunes x x x 20 Maha‘ulepu x x x x x x x 20a Maka‘uwahi Cave x x x x x x x 20b Wai‘ōpili Heiau/ x x x x x x x Kapunakea Spring 20c Kawailoa Bay x x x x x x x 20d Kalaeokahonu Heiau x x x x x 21 Keolewa Heiau x x x x x 22 Kōloa Sugar Mill x x x 23 Pu‘uwanawana x x x 24 Waita Reservoir x x x x

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 122

Map of Holoholo Kōloa Points of Interest

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 123

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 124 Holoholo Kōloa ‐ Site 1

Tree Tunnel Intrinsic Qualities: Heritage Trail, Historic, Scenic

The gateway to the Old Kōloa Town/Poʻipū area is called the Tree Tunnel, a stretch of Maluhia Road lined with eucalyptus trees. These were first planted in 1911 as part of community effort led by Walter Duncan McBryde.

The original line of the eucalyptus tree tunnel continued from the Kaumualiʻi/Maluhia juncon to Knudsen's Gap. Though the majority of trees planted here were felled to build Kaumualiʻi Highway, some eucalyptus trees can still be seen on the drive to Lihuʻe.

Tree Tunnel (Local Byway Committee)

McBryde was a wealthy Scotchman and Kauaʻi cattle rancher who donated over 500 Eucalyptus trees that were left over after landscaping his estate.

McBryde was also successful in lumber, real estate, and banking. He co‐founded the McBryde Sugar Company, and managed the Kauai Pineapple Company.

The trees that make up the tunnel are called Eucalyptus Robusta, (sometimes also called Swamp Mahogany) and are native to southeastern Australia. They grow to heights of 180 feet or more.

The top of the tree tunnel was damaged in two hurricanes; Iwa in 1982 and the Iniki 1992 which for many years opened up the top of the tunnel. The trees however have continued to flourish, forming a complete canopy and welcomes visitors to Old Kōloa Town and Poʻipū.

Tree Tunnel ‐ Maluhia Road (Wikimedia Commons)

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 125 Holoholo Kōloa ‐ Site 2

Laʻaukahi Peak Intrinsic Qualities: Heritage Trail

Laʻaukahi Peak (literal translation lone tree) is a point (elevation 1,388‐feet) directly east of the Tree Tunnel on the Hāʻupu Mountain Range on the eastern boundary of the Holoholo Kōloa Scenic Byway corridor.

Laʻaukahi Peak (Local Byway Commiee)

In ancient times geographic features (ridge peaks and cinder cones) were culturally‐significant natural features and used to delineate ahupuaʻa boundaries. La‘aukahi Peak delineates the boundary between the ahupuaʻa of Kōloa and Weliweli.

La‘aukahi Peak is representative of the other geologic features that the ancient Hawaiians used in identifying the various ahupuaʻa.

Today’s La‘aukahi Peak is recognizable as the peak with the smaller radio tower on it (to the left of the larger tower.)

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 126 Holoholo Kōloa ‐ Site 3

Puʻu o Hewa Intrinsic Qualities: Historic, Natural, Archeological, Scenic, Cultural

Puʻu o Hewa is situated on the west side of the corridor, between the Tree Tunnel (Site #1) and Old Kōloa Town (Site #5.)

Puʻu o Hewa (Local Byway Commiee)

The actual name of the Puʻu o Hewa cinder cone is not clearly known. It is reported that an old map hung on the wall in an office that included the puʻu and a name. The name was crossed out and “hewa” was hand written over it.

Hewa means wrong, mistake or error, suggesting the crossed out name was incorrect. However, the correct name was not added in its place. As time went on, the cinder cone was commonly referred to as Puʻu o Hewa; the name has stuck, and the true name of the puʻu remains a mystery.

Puʻu o Hewa has an hōlua slide on it. The most dangerous sport practiced in Hawaiʻi is hōlua sliding. The rider lies prone on a sled the width of a ski and hurtles down a chute made of lava rock. The papa hōlua (canoe sled) is a reflection of the double‐hulled canoe. Contestants reached treacherous speeds on their narrow sleds by adding thatching and mats to make the hōlua slippery (note the x‐shaped scar ‐ two sledding paths that crossed, adding to the excitement.)

The slide consists of two grooved lines ine th soil of Puʻu o Hewa. Both lines cross each other to form an X. The slope is nearly 70 degrees. There are no signs of any stone within the slides area. Uniquely the slide was on earthen floor.

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 127 Holoholo Kōloa ‐ Site 4

Kōloa Sugar Monument Intrinsic Qualities: Historic, Cultural

The sugar monument celebrated the Sugar Industry's sesquicentennial on July 27, 1985. Near this site, in 1835, William Hooper began clearing 12d acres of lan to plant sugar cane. The land was part of 980 acres leased by Hooper’s employer, Ladd & Co. of Honolulu. Historical accounts of Ladd & Co, the first sugar plantation in Hawaiʻi, are recorded on the plaques at the monument.

Kōloa Sugar Monument (Local Byway Committee)

Sugarcane grew in Hawaii before the Western discovery of the islands in 1778, apparently brought to Hawaii by the Polynesian voyagers who first settled the islands. But Ladd & Co.’s enterprise was the first major effort to cultivate cane and manufacture sugar for sale elsewhere in Hawaii and abroad.

Kō loa Plantation thus is the birthplace of the Hawaiian sugar industry, which was the dominant economic force in Hawaii for over a century, and more than any other factor, shared the unique multi‐ ethnic society of this island state.

For more than a century, sugar production in Hawaii was a labor intensive business. In recent years, mechanization has eliminated most manual labor. The first sugar workers were native Hawaiians, whose population declined drastically following the arrival of westerners, who brought diseases previously unknown in Hawaii. As a result, the growing sugar industry quickly experienced a labor shortage.

In 1852, the planters nbega recruiting laborers from China and for nearly a century thereafter searched the globe for hardy working men and women to whom the rough life of the plantation offered opportunity.

Following the Chinese the next major immigrant group was the Japanese. Next came the Portuguese from Madeira and the Azores; the Puerto Ricans; the Koreans; and the Filipinos. The 1985 bronze by Jan Gordon Fisher (the largest bronze casting in the State of Hawaiʻi) depicts the diverse ethnic makeup of Hawaii's sugar industry workforce.

The “Millionth Tree of Aloha” was planted at the site by former First Lady of Hawai ʻi, Jean Ariyoshi, during the unveiling of the monument. This is the yellow shower tree near the monument.

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 128 Holoholo Kōloa ‐ Site 5

Old Kōloa Town Intrinsic Qualities: Historic, Scenic, Cultural

Old Kōloa Town grew up around the Plantation industry, attracting people to come work there from many different countries. Plantation workers not only labored, lived and shopped on the plantation, they also received medical care. Kōloa's buildings housed plantation stores and services for these people, including Kauai’s first hotel. Kōloa was the center of agriculture and, as such, became the center of activity for Kauaʻi.

Old Kōloa Town (Local Byway Committee)

In 1982, Hurricane ʻIwa damaged many of the older structures in the town and a group called Kōloa Town Associates (KTA) persuaded the Smith‐Waterhouse Family Partnership to grant the group a long‐ term lease on the property comprising the core of the town.

The stated intention was to restore the historic structures in this part of Kōloa. As the project progressed over a two‐year period starting in 1983, some of the historic buildings were torn down and new structures were built, generally similar to the original structures.

The wooden walkway along Kōloa Road in front of the buildings was added to facilitate tourist shopping. Some attention was paid to exterior features such as false fronts to give an appearance from the street similar to the original. Kōloa Town Associates named the resulting group of new buildings "Old Kōloa Town" and leased them to businesses catering to tourists.

Monkeypod trees are the signature of Kōloa Town. The trees line Kōloa, Weliweli, Waikomo and Po‘ipū Roads. They enhance the character and atmosphere of Hawai‘i’s first plantation town.

Two monkeypod seeds were been brought to Hawai‘i from Mexico by Mr. Peter Brinsdale who was the American Consul in 1847. The seeds were germinated and the seedlings planted. One was planted in Kōloa. The second seedling was planted in Honolulu. This tree was removed when the Alexander Young Hotel was built on the site. The Executive Center occupies this site today.

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 129 Holoholo Kōloa ‐ Site 6

Waikomo Stream and Kōloa Field System Intrinsic Qualities: Historic, Natural, Archaeological, Cultural

One of the great achievements of the ancient Hawaiians in this region is evidenced in the agricultural Kōloa Field System. Its makeup and design tells us much of the pre‐contact world and the ingenuity of the ancient's planning, architecture, and their agricultural and social systems.

Kōloa Field System (Hal Hammett)

This agricultural system which at its peak covered over 1,000 acres extends from the present Kōloa town to the shoreline and includes a complex of wet and dryland agricultural fields and associated habitation sites. Although soil deposits are thin and the land is rocky, plentiful irrigation water was available from several upper streams.

Its elements include parallel and branching ʻauwai (irrigation ditches,) terraced loʻi (taro growing ponds,) and dryland plots. Later intensification includes aqueducted ʻauwai, irrigated mound fields, and subdivision of lo'i and kula plots. The Kōloa System, at its apex in the early 19th century (probably due to the opportunity for provisioning of the whaling ships,) represents one of the most intensive cultural landscapes in Hawaiʻi.

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 130 Holoholo Kōloa ‐ Site 7

Prince Kūhiō Park / Hoʻai Heiau Intrinsic Qualities: Heritage Trail, Historic, Archaeological, Cultural

Born on March 26, 1871 Jonah Kūhiō Kalanianaʻole was prince of the reigning House of Kalākaua when the Kingdom of Hawaii was overthrown in 1893. Prince Jonah Kūhiō Kalaniana‘ole, last royal heir to the Hawaiian throne, Delegate to Congress for ten consecutive terms and tireless worker for native Hawaiian rights, was born along the Poʻipū coast at Kukui‘ula and grew up in Kōloa.

Prince Kuhio Park ‐ Hoʻia Heiau (Local Byway Committee)

Kūhiō was often called Ke Ali‘i Maka‘āinana (Prince of People) and is well known for his efforts to preserve and strengthen the Hawaiian people. While a delegate of Congress, he spearheaded the effort in the passage of the Hawaiian Homes Commission Act that provides lands for native Hawaiians. Prince Kūhiō was also restored the Royal Order of Kamehameha I and established the Hawaiian Civic Club.

The foundation of his royal home and fishpond is part of Kūhiō Park. The Ho‘ai Heiau is also located here toward the back, left side. Prince Kūhiō Park is more like a shrine, it’s a serene tribute to Kaua‘i's past.

Congressional visit in 1915. Pictured from left to right are Rep. Carter Glass; Speaker of the House Holstein; Delegate Prince Jonah Kuhio Kalanianaole; Rep. Phil Campbell of Kansas; and Mayor John C. Lane of Honolulu. (Wikimedia Commons)

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 131 Holoholo Kōloa ‐ Site 8

Puhi ‐ Spouting Horn Intrinsic Qualities: Heritage Trail, Natural, Scenic

Spouting Horn Park was called puhi, or blowhole, by early Hawaiians. It was formed when waves eroded softer, underlying rock and wore through the harder top rock. Water rushing into the hole is forced through the narrow opening and shoots skyward, sometimes reaching heights of over sixty feet.

Puhi ‐ Spouting Horn (Local Byway Committee)

There is a larger blowhole just a few feet east of Spouting Horn called Holona. Old‐timers tell of huge geysers that shot water so high (200 ft) in the air that when south winds blew, the sea water from the geysers would blow onto and kill the sugar cane in the adjacent fields. The plantation dynamited this blowhole in the 1920s.

Legend states that this coast was guarded by a large moʻo (lizard) who ate everyone who tried to fish or swim here. One day, a man named Liko entered the water. When the moʻo went to attack him, he swam under the lava shelf and escaped through the hole. The moʻo became stuck and was never able to get out. The groaning is the cry of hunger and pain from the lizard still trapped under the rocks.

Popular visitor attractions are Spouting Horn and the Spouting Horn vendors, offering residents and visitors a unique shopping experience in the covered stalls. You will find great prices on beautiful jewelry and gifts.

(There are great views from a protected overlook; Signs warn visitors not to venture out on the lava shelf and get close to the blowhole‐fatalities and injuries have resulted from such acts; Most dramatic effects are seen at high tide and at sunset) Observe the signs when there, it is never safe to climb around the fencing and walk out onto the lava!

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 132 Holoholo Kōloa ‐ Site 9

National Tropical Botanical Garden (NTBG) Intrinsic Qualities: Historic, Archaeological, Scenic, Cultural

The National Tropical Botanical Garden (originally the Pacific Tropical Botanical Garden) was created by Congressional Charter as a not‐for‐profit institution, dedicated to tropical plant research, conservation and education.

National Tropical Botanical Garden (Local Byway Committee)

The area is also a summer home for a former Hawaiʻi Queen, Queen Emma, now known as the historic Allerton Estate located near Poʻipū just past Spouting Horn. A naturally stunning location, the Lāwaʻi Valley's tropical splendor was nurtured by its famous owners. Queen Emma added her personal touch with the purple bougainvillea along the cliff walls. In 1937, the Allerton’s purchased the property and continued the vision of a stately garden paradise.

The NTBG is headquartered here at Lāwaʻi Kai. NTBG’s gardens and preserves are safe havens for at‐risk plant species that might otherwise disappear forever. There are two gardens at Lāwaʻi Kai, McBryde and Allerton Gardens. NTBG has the largest collection of endangered plant species in the world.

McBryde Garden has become a veritable botanical ark of tropical flora. It is home to the largest ex situ collection of native Hawaiian flora in existence, extensive plantings of palms, flowering trees, rubiaceae, heliconias, orchids and many other plants that have been wild‐collected from the tropical regions of the world. NTBG's Conservation Program is based at this site and the Garden contains a state‐of‐the‐art horticulture and micro‐propagation facility.

Allerton Garden (Lāwa`i Kai) lies between the Pacific Ocean and the McBryde Garden in the Lāwa`i Valley.

A series of garden rooms unfold between the Lāwa`i Stream and the cliffs of the Valley. The sound of water is in abundance in pools, miniature waterfalls, and fountains. Statues grace this former estate and resonate with a European influence.

Research and education programs have been expanded over time; NTBG’s Breadfruit Institute was formed. In more recent years the institution has strengthened its commitment to native plant conservation and habitat restoration. While NTBG had long been conducting ethno‐botanical research, new emphasis was placed on perpetuating traditional knowledge.

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 133 Holoholo Kōloa ‐ Site 10

Hanakaʻape Bay ‐ Kōloa Landing Intrinsic Qualities: Heritage Trail, Natural, Scenic, Cultural

Hanakaʻape Bay/Kōloa Landing, appropriately nicknamed “whalers cove,” was once a thriving deep‐ water port, first used in the fur and sandalwood trades before it was discovered by the whaling industry, then increasingly used by the sugar industry.

Hanakʻape Bay ‐ Kōloa Landing (Google Earth)

This port grew in use after it became known that the port at Waimea was often affected by unpredictable onshore Kona (south) wind conditions that made for a difficult entry and anchorage; ships could come to anchor and depart in normal and 'Kona' wind conditions. Likewise, Hanakaʻape was situated near a source of good water, near crops grown in the Kōloa field system, close to salt beds and had an abundance of firewood and beef from mauka regions.

In the mid 1800s, Hanakaʻape Bay/Kōloa Landing was the third largest whaling port in all of Hawai‘i (behind Honolulu and Lahaina) and the only port of entry for foreign goods. The sugar industry increased its use until 1912, when better facilities became available. Up to 60 ships a year anchored here to stock provisions and take on passengers.

Goods and people were transferred by hand and small boat to ships in Hanakaʻape Bay. The cove is at the mouth of the Waikomo (entering water) Stream on Hanakaʻape (headstrong) Bay.

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 134 Holoholo Kōloa ‐ Site 11

Pāʻū a Laka Intrinsic Qualities: Heritage Trail, Natural, Scenic, Cultural

One of the most interesting facts associated with the lower section of Luahinealapiʻi (Hapa Trail) is the hula mound Pāʻū a Laka, on the western side of Hapa where it met the seaside Hoʻonani Road. Hawai’i’s hula icon, ‘Iolani Luahine, learned and practiced hula here under the tutelage of loea hula, Keahi Luahine.

Keahi Luahine was the foremost hula instructor of her day and one of the last royal dancers from King Kalakaua’s and Queen Liliʻuokalani’s court. ʻIolani Luahine was admired as a famed hula dancer that preserved the ancient dance traditions and was one of Hawaiʻi’s premier performers and cultural treasures. One of ‘Iolaniʻs hula sisters at Paʻu a Laka was Mary Kawena Pukui (a noted Hawaiian historian.)

Paʻu a Laka (Local Byway Commiee)

The resort property of Outrigger Kiahuna Plantation was originally the estate of Hector Moir and Alexandra “Sandie” Knudsen (Hector Moir was the manager of the nearby Kōloa Sugar Plantation.) A wedding gift from Mrs. Moir’s father, Eric Knudsen, the newlyweds moved into their beautiful lava stone manor upon their marriage in 1930.

Built with lava rocks taken from the area, the Moirs named their home and gardens “Pāʻū a Laka,” or “skirt of Laka,” after the Hawaiian goddess of hula and the early Hawaiian name for the area. Legend says a sacred hula‐training temple was located in the area.g Alon the paths are magnificent lava rock arrangements. Some of the rock piles are exactly as the ancient Hawaiians left them.

Sandie Moir started her now‐famous gardens as a hobby. She first planted tropical plants, such as ginger, heliconia and other flowering plants that required lots of water. Unfortunately, it wasn’t long before it became apparent that these plants would not thrive in an area with such low rainfall.

Undaunted, Mrs. Moir continued to explore alternate varieties of plants. She soon discovered that cactus and succulents thrived in the area’s arid setting, and Sandie Moir’s cactus garden was born.

Throughout the years, Mrs. Moir continued to add rare and exotic cactus, succulents and other plants and trees, including wiliwili, hau coconut and plumeria.

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 135 Holoholo Kōloa ‐ Site 12

Kihāhouna Heiau Intrinsic Qualities: Heritage Trail, Historic, Cultural

Kihāhouna Heiau is a walled temple that once stood 130 feet by 90 feet. The name Kiahuna is a more recent version of the name Kihahouna. Literally translated the word "Kiahuna" means, "the key to a hidden secret."

The heiau was dedicated to four gods of great significance to ancient Hawaiians: Kāne; Hulukoki, a bird god; and Ku‐hai‐moana and Ka‐moho‐alii, two shark gods. Three hala‐lihilihi‐ula trees situated on the outside of the naupaka hedge mark the heiau perimeter.

Kihahouna symbolizes these four gods, their mana (life force) and their hā (breath) that sustains this special area. The nearby condominium resort, Kiahuna (a key to a sacred place) Plantation, derives its' name from this heiau.

Legend suggests that the second chief of Kōloa. Kiha‐ke‐oho‐lupalupa (Kiha with the luxuriant hair,) erected a walled temple here, which covered 90 feet by 130 feet and was terraced toward the south and west.

Portions of the temple platform were still evident more than 20 years ago until wave action from hurricanes in 1982 and 1992 eroded the site.

Although the temple no longer stands, according to ancient religion and to present day Hawaiians, the mana (llfe force) of the ʻāina (land) still exists.

The Kihahouna Heiau is also a part of the Kōloa Heritage Trail, a route that leads through the Kōloa‐ Poʻipū Beach area highlighting culture, history and natural beauty.

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 136 Holoholo Kōloa ‐ Site 13

Kiahuna Wahi Pana Intrinsic Qualities: Historic, Archaeological, Cultural

Wahi Pana are celebrated, legendary and traditional cultural places. These are areas that have significance for the people who live here. The Kōloa Field System is one of those celebrated, special places. The Kōloa Field System is characterized as a network of fields of both irrigated and dryland crops, built mainly upon one stream system.

This aerial shot of wahi pana ʻekahi at the Kiahuna Golf Village is typical of the type of terrain the Hawaiians dealt with in the Kōloa field system. The photo gives an idea of what this wahi pana would look like if crops grown during the hey days of the Kōloa field system were planted, the ʻauwai restored and running with water to irrigate the crop.

There are large areas of outcroppings interspersed with pockets of dirt, some accessible to water and others not. The areas not accessible to water were planted with sweet potatoes. Rocks, as plentiful as there were here, were used to form mounds around the potatoes to wrap the vines around, add nutrients and to gather condensation.

This field system was a thriving and productive enterprise for over 500 years. Taro, sweet potatoes, banana, cane sugar and other plants grew abundantly here. Interestingly, the US Soil Conservation Agency says the land in this area is totally unsuitable for agriculture due to poor soil composition and arid conditions.

This is the same land that supplied the forty‐niners in the California Gold Rush over 10,000 barrels of sweet potatoes annually in the 1850s. The area also supplied the North with all their sugar during the US Civil War.

The 100‐mile ʻauwai system that irrigated the crops of the field system are touted as a hydrological feat. Irrigation ditches traveled in all directions to irrigate crops grown on this rough landscape.

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Luahinealapiʻi ‐ Hapa Trail Intrinsic Qualities: Heritage Trail, Historic, Archaeological, Scenic, Cultural, Recreational

Luahinealapiʻi, a state historic site, bisects the Kōloa Field System.

Hanakaʻape Bay was the trans‐shipment point from which ships were off‐loaded with mercantile goods and livestock for Kauaʻi, and where trade‐goods, fresh produce and livestock were loaded on ships from Kauaʻi. It was also linked to Kōloa Town, two miles inland, by the purveyor's cart path. Archaeologists state that Hapa Trail was constructed over 150 years ago.

This cart path is known as Hapa Trail; “Hapa” being a hawaiianization of “Hobbs”, a prominent ship's chandler. Archaeologists have referred to an ancient name Luahinealapiʻi for the Trail. When the new Poʻipū Beach coastal road was built in the 1900s, Hapa Road fell into disuse and disrepair.

It is not clear why the trail has the ancient Hawaiian "Luahinealapiʻi". "Luahine" translates to "old lady;" "Alapiʻi" translates to "Stairs, steps, ladder, doorstep, ascent or a By J. J. Prats, October 19, 2008 musical scale".

Luahine could also be referring to ʻIolani Luahine (born Harriet Lanihau Makekau,) a well‐known hula instructor (kumu hula,) who learned her hula on the island of Kauaʻi. ʻIolani was raised by her great aunt Julia Keahi Luahine (1877–1937), who began educating her in the ancient Kauaʻi school of hula when she was four years old. She later became a highly respected hula instructor.

Hapa Trail is a 30‐foot numbered and registered State Historic right of way owned by the County of Kauaʻi. Hapa runs from Weliweli Road in Kōloa Town, 1.8 miles makai to Po’ipū Road. The portion of Hapa from Poʻipū Road mauka to St. Raphael’s Church is 1.2 miles unimproved miles and the remaining 0.6 miles to Weliweli Road is paved. Hapa Road was designated a bike and pedestrian way by the County of Kaua’i in the 1960s.

In 2008, the Kōloa community decided to clean and maintain Hapa Trail and encourage the use of this dedicated pedestrian and bicycle pathway by residents and visitors alike. Hapa is a cultural and historical path that once connected the people of na ahupua’a of Kōloa and Weliweli. They were intensely cultivated, highly productive, flourishing with sugar cane, taro and sweet potatoes. The Kōloa Community’s Hapa Trail Volunteers have established as its goal: the preservation and perpetuation of the ancient history of agriculture in the ahupua’a of Kōloa and Weliweli.

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 138 Holoholo Kōloa ‐ Site 15

Kāneiolouma Intrinsic Qualities: Historic, Archaeological, Cultural

Kāneiolouma translates as Kane‐who‐drove‐and‐pushed. The Kahua O Kāneiolouma (Kāneiolouma Complex) and agricultural site complex is part of a huge complex of agricultural and habitation sites ranging from Kōloa town to the coast of Poʻipū and ranging from the Weliweli area westward to Kukuiʻula Bay. Most of the esmated 1000+ features have been destroyed.

Currently under the jurisdiction of the County of Kaua ʻi and known as the Poʻipū Beach Park Mauka Preserve, the stewardship group Hui Malama O Kaneiolouma is cooperating with the County to clear, maintain and rehabilitate this complex as a public cultural preserve.

There are three components to this complex: religion, agriculture and aquaculture (fish ponds). The Kaneiolouma had three main sections. On the East side there is a large sports arena where Hawaiian games such as fore‐arm wrestling (uma), wrestling (hakoko) and deadly grappling (lua) were carried on. On the south side there is a large fishpond where special fish intended only for the alii were raised. The Waiohai spring is the center of this fishpond.

Extensive walled enclosures, alters, numerous bases for temple images, shrines, taro patches, irrigation ditches, a series of large fishponds, house platforms, extensive cooking areas, and terracing.

The County of Kauai’s Poʻipū Beach Park has consistently been recognized as one of our Nations most beautiful beaches. The Kaneiolouma Heiau complex is a component of Poʻipū Beach Park and by preserving and enhancing both elements, the County of Kauai is enriching its world class destination. Yet, perhaps more important to us as an island, is a sense of pride that oure uniqu cultural heritage is preserved in perpetuity.

Kaneiolouma (Hui Malama O Kaneiolouma)

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Manini Heiau at Hoʻoleina ka pua`a (Poʻipū Beach) Intrinsic Qualities: Heritage Trail, Archaeological, Scenic, Cultural, Recreational

Manini Heiau was another heiau of Kōloa. It stood near the beach.

The heiau was for the gods of the sea, Kuhaimoana and others. On the nights of Kāne (the night when the moon rose at dawn of day) these fish‐gods came up to the beach.

The explanation of the heiau use states spirits took possession of their keepers; then these men went into the heiau to drink awa. The people were accustomed to doing this in the olden days.

On each night of Kāne in every month, the drum was as beaten to proclaim a kapu on the beach. Men were not allowed to go to the beach at night lest they step on the fish (gods).

Manini Heiau was situated at Hoʻoleina‐ka‐puaʻa (lace‐to‐throw‐in‐ the‐pig) (now known as Poʻipū Beach)

The most popular beach on the South Shore is Poʻipū Beach, which is fronted by Poʻipū Beach Park, and a few resorts. Poʻipū Beach was named America's Best Beach by The Travel Channel, ranking top among the 10 "best" beaches selected nationwide.

This beach is a series of golden sand crescents, strung together where beach‐goers will find snorkeling, swimming, a natural ocean wading pool, boogie‐boarding and surfing.

The areas make up the overall beach experience in this area: Kahoʻoleinakapuaʻa (Poʻipū Beach,) Haleoia (Waiohai Beach) and Poʻopoko Manini Heiau (site no longer visible, area indicated is approximate (Brennecke's Beach.) l)

Located at the eastern end of Poʻipū Beach Park, Brennecke's Beach is known for its easy to catch body boarding and body surfing waves. It is a favorite with Kauai residents and visitors alike. There is a great protected area for swimming and snorkeling ‐ with surf breaks offshore (for experienced surfers). To the west of Poʻipū Beach is Baby Beach, a sweet little protected cove perfect for very young children.

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Holoholo Kōloa ‐ Site 17

Keoneloa Bay Intrinsic Qualities: Heritage Trail, Historic, Natural, Scenic, Cultural, Recreational

Keoneloa Bay (meaning “long sand”) is a long stretch of sandy beach on the far eastern end of the Poʻipū resort area.

It is also known as Shipwreck Beach, named for the wreckage an old, wooden fishing boat on the beach back in the 1970s (that has long since disappeared.) Keoneloa Beach is fronted by The Grand Hyatt Kauai Resort & Spa and a county park facility.

Keoneloa Bay (Māhā‘ulepū Heritage Trail)

This sand contains a high level of calcium‐carbonate in sand‐sized fragments of coralline algae, coral, clams and other marine organisms, a common make‐up of sand for many of Hawaii’s beaches.

The lithified sand dunes that make up the ridges on either end of this bay, along with the rest of the coast, are a result of calcite cementation of the sand dunes and are comprised of wind‐blown carbonate beach sand and other materials.

The area along the shoreline is accessible at its south end via a footpath leading from Keoneloa Bay and the Hyatt hotel along the Makawehi/Pā‘ā dunes.

Businesses and community groups jointly prepared an interpretive guide for this trail and sponsor occasional guided walks from the hotel to Punahoa Point.

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 141 Holoholo Kōloa ‐ Site 18

Makawehi Intrinsic Qualities: Heritage Trail, Historic, Natural, Scenic, Cultural, Recreational

Makawehi (“calm face”) is the name of the point in this area. The unusual cliff formations were formed from sand dunes that have been weathered by wind and surf over the centuries. These ancient limestone sea cliffs have been virtually sandblasted by a combination of wind, salt and water.

Makawehi (kamlooptrails‐net) The lithified sand dunes that form Makawehi accumulated as sand dunes during the last “high stand” of the sea, about 125,000 years ago. As sea levels lowered at the peak of the Ice Age (about 18,000 years ago,) reaching its lowest point of around 360‐400 feet below the present sea level, the dunes occupied a more inland position. From there, volcanic ash deposited onto the dunes and a coastal forest began to flourish. Rain percolated through the sand which partially dissolved some of the skeletal and coral grain sands.

Lithified cliffs form as weathered fragments are removed by erosion and transported by gravity, running water, glaciers, waves and wind. These weathered rock fragments then eventually come to rest as layers of loose, unconsolidated material called sediment. This material may subsequently be subjected to compaction and cementation, causing it to be lithified into solid rock.

The area along the shoreline is accessible at its south end via a footpath leading from Keoneloa Bay and the Hyatt hotel along the Makawehi/Pā‘ā dunes. Businesses and community groups jointly prepared an interpretive guide for this trail and sponsor occasional guided walks from the hotel to Punahoa Point.

Today Makawehi point is being undercut by continual wave erosion. The huge blocks of limestone that lie at the base of these cliffs are examples of that erosion. Caution: Stay well back from the edge. Jumping (or falling) intoe th water has caused serious injury and loss of life.

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Pā‘ā Dunes Intrinsic Qualities: Heritage Trail, Historic, Natural, Scenic, Cultural, Recreational

About 8,000 years ago, dunes began forming atop Makawehi as sections of the sandy shoreline accumulated a reddish fossil soil overlay. This area became known as Pā‘ā Dunes, meaning “fence of lava rock” or “dry and rocky.”

The tradewinds blowing from the northeast or mauka (mountain) side of this area have had the most dominant influence determining the shape of the dunes along this section of coast, hwit kona winds from the southwest having a minor influence.

Erosion of the dunes has revealed land/tree snail fossils in the reddish fossil soils (paleosoils) found between the sand dune deposits. Also found are root casts called rhizocretions, the sand tubes cemented around the root of a living plant (usually the naupaka kahakai).

The shoreline corridor begins at Makawehi Point, where a trail across the Pā‘ā dunes affords pedestrian access from the Po‘ipu resort area to Punahoa Point and Māhā‘ulepū Beach.

This popular recreation area features crescents of sandy beach, a variety of coastal vegetation, windblown modern dunes, and a fossil‐rich lithified dune system that forms fantastic cliffs, points and pinnacles overlooking the water.

Pā‘ā Dunes (Māhā‘ulepū Heritage Trail)

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Māhā‘ulepū Intrinsic Qualities: Heritage Trail, Historic, Natural, Archaeological, Scenic, Cultural, Recreational

Māhā‘ulepū name ("and falling together") comes from a legendary battle that occurred in the 1300s when Kalaunuio Hua, a Big Island ruler, made an attempt to take over all the Hawaiian islands. Kalaunuio Hua and his men paddled to Kauai, drew up on Māhā'ulepū Beach and began to form themselves into fighting order.

Kukona, then ruling chief of Kauai, appeared on the ridge eabove th gathering. Kalaunuio Hua hurried to meet Kukona, but when he got there Kukona could not be found.

Kukona, who now stood on a neighboring ridge, challenged Kalaunuio Hua which prompted a chase inland, further away from the beach. When the invading warriors reached Wahiawa (near Kalaheo), Kukona and his army attacked the tired warriors and defeated them easily. By nightfall, it was evident that Kalaunuio Hua had lost the battle and became a prisoner to Kukona. Thus began the historical distinction of Kaua‘i as an island that was never conquered.

Māhā‘ulepū (Māhā‘ulepū Heritage Trail)

The shoreline corridor begins at Makawehi Point, where a trail across the Pā‘ā dunes affords pedestrian access from the Po‘ipu resort area to Punahoa Point and Māhā‘ulepū Beach. From there the accessible shoreline continues north to Ha‘ula at the foot of the Hā‘upu range.

This popular recreation area features crescents of sandy beach, known as the Māhā‘ulepū coast, a variety of coastal vegetation, windblown modern dunes, and a fossil‐rich lithified dune system that forms fantastic cliffs, points and pinnacles overlooking the water. A privately‐owned rutted dirt road affords daytime vehicular access to the Māhā‘ulepū coast from Punahoa Point north to Hā‘ula Bay.

The entire four‐mile stretch from Makawehi Point to Hā‘ula offers a scenic hike in a wilderness atmosphere with no visible development except a single house at Māhā‘ulepū Beach. A narrow and rutted dirt road reaches most of the way to Hā‘ula; at favored spots it can be packed with vehicles on weekends and holidays, when local families converge for daytime and overnight fishing, spearfishing and camping.

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 144 Holoholo Kōloa ‐ Site 20a

Makauwahi Cave Intrinsic Qualities: Heritage Trail, Historic, Natural, Scenic, Cultural, Recreational

The Makauwahi Cave “fear, break through” is the small portion of the largest limestone cave found in Hawaii. It lies on the south coast of the island of Kauaʻi, in the Māhāʻulepū Valley close to Māhāʻulepū Beach, and is important for its paleoecological and archaeological values. It is reached via a sinkhole and has been described as “…maybe the richest fossil site in the Hawaiian Islands, perhaps in the entire Pacific Island region”.

The pale rock ridge that houses the sinkhole started as a field of sand dunes. Over time, rainwater seeped through the sand, converting it chemically into limestone rock. Underground water ate away at the lower parts of the limestone, forming an extensive complex of caves, and finally one large section of cave roof collapsed, creating a feature known as a sinkhole. The feature is as much as 100 yards long from the entrance to the most distant known cave, and as much as 40 yards wide, but it may contain other caverns whose entrances are buried.

The Makauwahi Sinkhole is a small portion of the largest limestone cave found in Hawaii. Paleoecological and archaeological excavations of the sediment that has filled the pond in the sinkhole put its age at some 10,000 years.

More importantly, the findings of this study show how the first humans that inhabited Kauai affected the pre ‐human natural environment. It is one of only a handful of sites in the world that show such impact.

The findings from a multiyear archaeological dig at the sinkhole by Dr. David and Linda Pigott Burney’s have profound implications for proposals to reforest parts of the archipelago with native vegetation, since it shows that coastal forests included a wide range of plants long thought to be limited to upland habitats. A reforestation program is in place to restore the environment to its pre‐human condition by re‐planting indigenous species.

Before the first Polynesian settlers set foot on Kaua‘i, Hawai‘i was a strange Eden, empty of mammals, reptiles, and amphibians, because none had ever made it across the vastness of the Pacific to these remote islands. An array of native birds that had evolved in splendid isolation filled every kind of niche.

More than 40 species of extinct native bird fossils have been excavated from Makauwahi, including an odd long‐legged owl, which specialized in hunting small forest birds, and a nocturnal duck with shrunken eyes. Among the bones discovered at Makauwahi were those of one lumbering flightless duck with a heavy bill designed to graze like a tortoise on short, tough grass and vegetation from rocks. Makauwahi Cave (Wildlife Conservation)

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Wai‘ōpili Heiau/ Kapunakea Spring Intrinsic Qualities: Heritage Trail, Historic, Natural, Archaeological, Scenic, Cultural, Recreational

Wai‘ōpili Heiau is located near Makauwahi cave; today, near a sand quarry operation.

In a 1974 surface survey archeologists recognized the heiau as “undoubtedly the most important site” known at that time along the southeast Kaua‘i coast, and rated it in the state’s “Valuable” category ‐ i.e., significant sites in excellent condition that are good examples of a feature type.

They recommended the heiau be “stabilized and/or restored” and described its unique qualities:

This temple is only one of 4 major heiau, in good condition, which still exist between Hanapepe and Māhā‘ulepū (in fact, if one were to continue up the east coast of the island of Kaua‘i the next comparable temple would be those in and around the State Park at Wailua)…

The large pāhoehoe slabs used in the construction of the south wall is unique as is the stone “tower” near the corner of the south and west walls. Wai‘ōpili is also the only remaining temple in the ahupua‘a of Māhā‘ulepū.

Though Māhā‘ulepū valley’s streams and wetlands were modified, their remnants remain; these expand and become especially visible during wetter periods.

The former Wai‘ōpili stream ‐ largely subsumed by the ditch system within the cultivated area at Māhā‘ulepū ‐ emerges in more natural form near Makauwahi Cave at the south end of the study area, where it joins forces with a natural spring and a remnant of the once much larger Kapunakea Pond.

This wetland juncture attracts waterbirds and serves as nursery habitat for native fish. It is linked hydrologically to the important Makauwahi Cave complex, a critical habitat for endangered arthropods that rely on seepage of nutrient‐rich water.

Waiʻōpili heiau is said to be safely buried beneath limestone tailings and quarrying equipment is said to be relocated far from the heiau, we wanted a site visit in order to be reassured about location and condition of this irreplaceable temple.

Portion Waiʻōpili Heiau (Malama Māhāʻulepu)

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Kawailoa Bay Intrinsic Qualities: Heritage Trail, Historic, Natural, Archaeological, Scenic, Cultural, Recreational

The stretch of coastline known as Māhā‘ulepū is comprised three beach areas (west to east:) Gillin's Beach, Kawailoa Bay and Haʻula Beach

These wilderness beaches, away from the resort area, are popular with Kauaʻi residents and visitors alike because it is so large, isolated and pristine. There are alternating sandy and rocky shorelines.

These provide excellent recreational opportunities, by walking and hiking along the. shoreline The brisk tradewinds make for a favorite Kauaʻi destination for wind surfers and is frequented by surfers, swimmers, snorkelers, kayakers, fishing enthusiasts and get‐away‐from‐it‐all sunbathers. (The waters can be dangerous, so caution is advised ‐ know your limit.)

This stretch of coastline is noted in some historical accounts concerning Kamehameha I's assault on Kauaʻi in 1796. It is reported that while the storm halted the invasion, potentially thousands of warriors made it to the section of coastline along Kauaʻi's South Shore. Ultimately, they were killed by Kaumualiʻi's warriors.

As proof of the account, people refer to the many skeletons exposed on the Māhā‘ulepū sand dunes, described as "more than a man would care to count in a day" and claimed that they were the remains of the Kamehameha's warriors.

The Kōloa sand dunes extend along the coast from the south point of Kauai for about three miles to the north‐east, fronting the land sections of Weliweli, Paʻa, and Māhā‘ulepū.

Kawailoa Bay (panoramio‐com)

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Kalaeokahonu Heiau Intrinsic Qualities: Archaeological, Cultural

Kalaeokahonu Heiau was another heiau that stood in Māhāʻulepū. It stood in the upland and was used for the purpose ofe healing th sick who went there to be cured of physical ailments. It has been reported that Kiha‐of‐the‐luxuriant‐hair built this heiau (then, ruling chief of Kaua‘i.)

The literal translation is “The headland of the Turtle”. It is in the ahupuaʻa of Paʻa. the ridge is sits on is the border of Paʻa and Māhāʻulepū. Legend has it the honu dug the pit, crawled up on the ridge and turned to stone.

Medicinal or healing heiau (temple) are known as heiau hoʻola. At this site, the kahuna (priest, expert) specializing in healing would diagnose and treat various illnesses and injuries. There was at least one heiau ho'ola in each district.

Those taken ill and unable to combat disease on their own or with the help of a family elder paid a visit to the heiau ho’ola, which was consecrated to one of the Hawaiian gods. Home to the kahuna laʻau lapaʻau, or herbalists, and kahuna lapaʻau, or healers, the heiau hoʻola served many different functions.

Heiau hoʻola was a training center for medical students and also served as a research center for the gathering and testing of medicines. It offered pregnant women a birthing place and a child‐care center. Physicians at the temple performed simple surgeries and healing massage, set broken bones, and called on spiritual forces for the purpose of healing disease and bodily disharmony.

Kalaeokahonu heiau is on the first hill (low elevation) on the west as you enter Māhāʻulepū Valley.

20d Kalaeokahonu Heiau (Google Earth ‐ Hookuleana LLC)

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Keolewa Heiau Intrinsic Qualities: Historic, Natural, Archaeological, Scenic, Cultural

Keolewa Heiau (the shifting sand) is situated along the Hā‘upu ridge line on the peak of Hāʻupu. According to chants, Keolewa can only be seen as a bird in the sky (above the clouds).

Hā‘upu in the Hawaiian language means a sudden recollection; the mountain is known for its ability to jolt a memory, or alternatively, open a view to the future.

The phrase Hā‘upu mauna kilohana i ka la‘i (Hā‘upu, a mountain outstanding in the calm) Hāʻupu Mountain ‐ Keolewa Heiau (Local Byway Committee) honors the mountain itself, and is also a description for someone who achieves outstanding things.

The small heiau atop Mt. Hā‘upu is dedicated to Laka, the goddess of hula, whose kinolau (embodied form) lives in the wild and sacred plants of the upland forest that are used by hula practitioners.

Both the heiau and the wooded area at Hā‘upu’s summit are known by the place name Keolewa, which appears in a variety of prayers, chants and oral traditions.

Hā‘upu Ridge is revered as a dividing line between and meeting place where the powerful fire‐goddess Pele made passionate love with the demi‐god Kamapua‘a.

The Kōloa region south of the ridge was controlled by Pele; its dry and rocky landscape reflects her harsh, impatient and dominant personality. The lusher Līhu‘e side of the ridge was home to the pig god Kamapua‘a, who is associated with “taro, fertility and the creation of fertile springs necessary to sustain life,” and who is known to excel as a lover.

According to tradition, “Pele and Kamapua‘a are believed to have been involved in a tumultuous love affair with each other in the vicinity of Hā‘upu and the topography of the area is believed to have been shaped by the fury of their love‐making.

In times of drought, the fertile and lush domain of Kamapua‘a is said to be inhabited by Pele, whereas in times of heavy rains the dry and arid domain of Pele is said to be inhabited by Kamapua‘a. It is at these times that their love affairs are believed to continue.

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 149 Holoholo Kōloa ‐ Site 22

Kōloa Sugar Mill Intrinsic Qualities: Historic Scenic, Cultural

Kōloa is the birthplace of the Hawaiian sugar industry; Kōloa Plantation and Kōloa Sugar Mill was the model for sugar plantations to follow. The signing of a lease, by Ladd & Co. and King Kamehameha III on July 29, 1835, for land at Kōloa, Kauaʻi marked the beginning of the sugar industry, which, more than any other, created modern Hawaii. Sugar provided the Hawaiian Islands with a foundation, playing a key part in bringing the Islands into a cosmopolitan society.

A mill was completed at Maulili Pool in 1836, but only molasses was produced the first year. The next year iron rollers were imported and a new mill built the first iron sugar mill in Hawaii. Hooper proudly told his partners, "our work at Maulili will forever remain a monument and an honor to the house of Ladd § Co." Well might he congratulate himself, since the 4,286 pounds of sugar and 2,700 gallons of molasses produced in 1837 marked the first real production of sugar on a commercial scale in Hawaii.

The second mill proved unsuccessful, so in 1839 a new mill site on Waihohonu Stream ‐ the site of the present Kōloa Mill ‐ was leased from the king. Completed in 1841, the remains of this structure still stand. The great square smokestack is said to bear the date "1842."

The firm was the first to institute agricultural operations in the islands on an extensive scale "and to demonstrate to others the profits that might be obtained from the production of sugar. They inaugurated the Hawaiian system of plantations, conducted and financed by central agencies in Honolulu, and the methods of housing and caring for the labor adopted by Mr. Hooper have been continued and are still [1835] followed by the Hawaiian sugar planters."

Kōloa Sugar Mill ‐ 1880‐1890 (David Young)

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 150 Holoholo Kōloa ‐ Site 23

Puʻuwanawana Intrinsic Qualities: Heritage Trail, Natural, Scenic

More than 5‐million years ago, a hotspot in the earth spewed lava upward to form the volcanic mountain island of Kaua‘i. Nearby Hā‘upu Ridge and Mountain contain some of the oldest geologic formations. The youngest volcanic cones, such as Pu‘uwanawana, produce weathered volcanic material creating rich agricultural plains.

As their name suggests, cinder cones consist of cinders, more properly called scoria. Scoria is very vesicular, low density basalt.

Lava fountains are driven by expanding gas bubbles; the bubbles are trying to expand in all directions but the only way to relieve the pressure is up out the vent so fountains are usually directed relatively vertically.

Cinder cones are the simplest type of volcano. They are built from particles and blobs of congealed lava ejected from a single vent. As the gas‐charged lava is blown violently into the air, it breaks into small fragments that solidify and fall as cinders around the vent to form a circular or oval cone.

Most cinder cones have a bowl‐shaped crater at the summit and rarely rise more than a thousand feet or so above their surroundings. Cinder cones are numerous in the various volcanic terrains of the world, including Hawaiʻi.

The circular ridge is the remains of the edge of the cone. The ground drops down inside the ridge into the caldera. The cone and its caldera are covered in tall scrub and cactus. A number of other cinder cones are within the Scenic Byway corridor.

Puʻuwanawana (Kōloa Heritage Trail)

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 151 Holoholo Kōloa ‐ Site 24

Waita Reservoir Intrinsic Qualities: Historic, Scenic, Cultural, Recreational

Sugar requires a lot of water to grow, so plantations regularly tapped streams or dug wells for water. In addition, reservoirs were constructed to store the water to irrigate their fields. The earliest irrigation at Kōloa Plantation was in 1869, a drought year. The plantation dug a "water lead" (ditch) to save the cane during the drought. This was most likely the infancy of the Wilcox Ditch.

After various expansions, the capacity of the Wilcox Ditch was 8‐mgd; the average daily flow was probably half that. The Wilcox Ditch supplied all of Kōloa Plantation's irrigation water until 1897, when small wells were drilled at Māhāʻulepu. These were marginally successful, and subsequent tunnels and wells produced little additional water. Mill Ditch was built, in 1902, for sending water to the factory.

Constrained by lack of surface and groundwater sources, Kōloa concentrated on developing water storage. The Kōloa Marsh was an ideal location for a reservoir. With little initial investment and subsequent upgrading, Kōloa Plantation developed the second‐largest reservoir in Hawaiʻi. With a 2.3‐ billion gallon capacity, the Waita (Kōloa) Reservoir is Kōloa Plantation's most notable irrigation achievement.

Initially, Hauiki Reservoir was constructed, but it proved too small. Then, Marsh Reservoir, with a capacity of 1‐billion gallons, was built in 1906. It was separated by a dam from the Hauiki Reservoir. In 1908 its retaining dam was raised, increasing the capacity of to 2.1‐billion gallons.

The reservoir covered 525‐acres of land, submerging the old dam dividing the original Hauiki Reservoir and the Marsh Reservoir. This separator dam was then raised 5 feet and a railroad track was placed on it for access to the back fields. Known for years as the Kōloa Reservoir, it is now known as the Waita Reservoir. This storage system enabled the plantation to irrigate over 70 percent of its fields from mountain sources.

Waita Reservoir (panoramic.com)

Holoholo Kōloa Scenic Byway Points of Interest Summaries Corridor Management Plan Chapter 7; Page 152 References:

This Corridor Management Plan (CMP) is not intended to serve as a technical, reference document. Instead, it is a management plan and tool for the implementation of Holo Holo Kōloa. This CMP has incorporated information from many different sources that, in most cases, involved copy‐paste and various edits of text from these sources. The following sources served as the basis for much of the background, historical, etc, information used in the CMP:

Bingham, Hiram; A Residence of Twenty‐One Years in the Sandwich Islands, 1847, Digitized by Google

Bingham, Sybil Moseley; Unpublished Journal, 1819‐1823

Center for Labor Education & Research University of Hawai‘i ‐ West O‘ahu; History of Labor in Hawai‘i (CLEAR)

County of Kauaʻi; Kauaʻi County General Plan, 2000

Cozard, Stormy; Images of America: Kauai, 2008

Cozard, Stormy; Kauai: 100 Years in Postcards, 2011

Cultural Surveys; Archaeological Inventory Survey of the Proposed Poʻipulani Golf Course and Residential Development Koloa, Kaua'i, July 1991 (Cultural Surveys 1991)

Cultural Surveys; PowerPoint Presentation

Cultural Surveys; Starwood Vacation Ownership, 10.6‐acre Parcel at Koloa, Archaeological Survey, 2005 (Cultural Surveys 2005)

Donohugh, Donald; The Story of Koloa, A Plantation Town, 2001

Dorrance, William H.; Sugar Lands, The 165‐year Story of Sugar in Hawai‘i, 2000

Economic History of Hawai‘i; eh.net

Grammer, A. R.; A History of the Experiment Station of the Sugar Planters' Association 1895‐1945, Hawaii Sugar Planters Association, 1947A (HSP 1947)

Hawaiʻi Tourism Authority; 2010 Annual Report to the Hawaiʻi State Legislature

Hawaiʻi Tourism Authority; Strategic Plan: 2010‐2012

Hawaiʻi Tourism Authority; Strategic Plan: 2012‐2013

Hawaiʻi Tourism Authority; 2011 Visitor Satisfaction Monitoring Report First ‐ Second Quarter (January – June) 2011

Holo Holo Kōloa References Corridor Management Plan Appendix A; Page 1 Hui Malama o Kaneiolouma; County of Kauai Kane‐I‐O‐Lo‐U‐Ma Heiau Complex Historical Overview, August, 2010 (Hui 2010)

Joesting, Edward; Kauai, The Separate Kingdom, 1987

Kamehameha Schools; Life in Early Hawai‘i – The Ahupua‘a; Third Edition, 1999 (KS)

Koloa Plantation Days 2001 Celebrating Our Plantation Roots, 2011

Koloa‐ Po‘ipū‐Kalaheo Development Plan Draft

Koloa‐Poʻipū Area Circulation Plan Draft Final Report, 2007

Kumu Pono Associates LLC; (HiNARS80‐Kipuka 032305); (HiMK67‐033005b); (Humu`ula Rural Villages and Landscape Restoration Plan); Mālama Pono I ka `Āina: An Overview of the Hawaiian Cultural Landscape; (HiKaha89(b)); He Wahi Mo`olelo ‐ A Collection of Traditions And Historical Accounts From The Kahalu`u‐Keauhou Vicinity In Kona, Hawai`i (Kumu Pono)

Loomis, Albertine; Grapes of Canaan, Hawaiʻi 1820, The True Story of Hawaiʻi's Missionaries, 1998

McDermott, John; People and Cultures of Hawai‘i – The Evolution of Culture and Ethnicity, 2011

Mueller‐Dombois, Dieter ‐ Department of Botany, University of Hawai`i at Mānoa, (The Hawaiian Ahupua`a Land Use System: Its Biological Resource Zones and the Challenge for Silvicultural Restoration) (Mueller‐Dombois)

National Park Service; A Cultural History of Three Traditional Hawaiian Sites on the West Coast of Hawai'i Island Puʻukoholā Heiau NHS; Kaloko‐Honokōhau NHP; Pu'uhonua O Honaunau NHP, 1992

Naonal Park Service; Māhāʻulepū, Island of Kaua ʻi Reconnaissance Survey, 2008 (NPS 2008)

Pukui, Mary Kawena; Hawaiian Dictionary, 1984

Pukui, Mary Kawena; ʻŌlelo Noʻeau, 2008

Pukui, Mary Kawena; Place Names of Hawaii, 1976

Putney, Clifford; Missionaries in Hawaiʻi, The Lives of Peter and Fanny Gulick, 1797‐1883, 2010

State of Hawaii, Department of Transportation, Highways Division; Draft Statewide Pedestrian Master Plan, 2011

Takaki, Ronald; Pau Hana, Plantation Life and Labor in Hawaii, 1983

Thrum, Thos. G.; All About Hawaii, Hawaiian Almanac and Annual, 1906

Warne, Douglas; Humehume of Kauaʻi, 2008

Holo Holo Kōloa References Corridor Management Plan Appendix A; Page 2 Wichman, Frederick B.; Kauaʻi Ancient Place‐Names and Their Stories, 1998

Wichman, Frederick B.; Kauaʻi Tales, 1985

Wilcox, Carol; Sugar Water, Hawaii’s Plantation Ditches, 1997

Wilcox, Carol; The Kaua‘i Album, 1981

Williams, Julie Stewart; From The Mountains To The Sea ‐ Early Hawaiian Life, 1997

Yamamoto, Luci; Kauaʻi, 2006 http://www.aloha‐hawaii.com/hawaii/prince‐kuhio/ http://commons.wikimedia.org http://www.gohawaii.com/kauai/about/history http://hawaii.gov/dbedt/ http://www.hawaiianencyclopedia.com http://www.hawaiianhistory.org (HHS) http://www.hawaiihistory.org http://www.hawaiilink.net/~ems/Pila/AAOK_files/v19.Abstract05.html (Hammatt) http://hawaiisplantationvillage‐info.com http://www.hikemahaulepu.org http://www.hvcb.org http://kauaihistoricalsociety.org http://www.kauai‐kiahuna.com/historic‐kiahuna.html http://www.kawaiolaphotography.com/tours.html http://www.koloacommunityassociation.com http://koloalanding.com http://www.koloa‐union.org http://www.nmfs.noaa.gov

Holo Holo Kōloa References Corridor Management Plan Appendix A; Page 3 http://ntbg.org http://www.poipubeach.org http://www.poipubeach.org/visitor_info/koloaheritagetrail.html http://publicradio.org https://sites.google.com/site/laurenbarina/thetraders http://www.ulukau.org

Holo Holo Kōloa References Corridor Management Plan Appendix A; Page 4 Hawaiian Words

‘a‘ä – Solidified lava with a rough, clinkery surface. ahu – A heap of stones erected as a marker; a cairn; the altar upon which tribute offerings were placed. ahupua‘a – A major land division usually extending from the uplands to the sea, so called because the boundary was marked by a heap (ahu) of stones surmounted by an image of a pig (pua‘a) or because a pig or some other tribute was laid on the altar as a tax to the chief. ‘äina – The living earth. akua ‐ personification of major natural forces; four all‐powerful cosmic deities existed in Polynesian mythology: Kane, creator of nature and man; Kanaloa, associated with the sea and death; Ku, controlling agricultural productivity, politics and the power behind war; and Lono, god of rain, agriculture and fertility ala – Anciently a footpath, trail, way; now also road or highway. ‘alä – Waterworn stones used as steppingstones or to mark a footpath; also called pa‘alä. ala loa – Coastal trail around an island; long trail. Ala Kahakai – “Trail by the Sea,” name given to a state trail from ‘Upolu Point to Kailua and ultimately to the 175‐mile national historic trail. alanui aupuni – Street, road, or highway. ali'i ‐ ruling class of chiefs and royalty considered to be of divine origin ali'i‐aimoku ‐ chief of an island or district ‐ sometimes referred to as ke ali'i or ke ali'i‐nui (chief, or great chief) or mo'i (king) aloha – Sacred breath of life, love, compassion. aloha ‘äina – Love of the land, reverence for all living things. heiau – Hawaiian temple platform. There were numerous temples for many different purposes such as agricultural prosperity, fishing, surfing, the hula, etc. Only the highest ranking one, the luakini, was used for human sacrifice. hölua – An inclined dry‐laid masonry ramp on which sledding contests were held. hula – Traditional form of dance. kahuna – Prophet, seer; members of a priestly class; also classes of specialists and experts (e.g. navigators, healers, tapa workers, sculptors, architects, medical practitioners, genealogists, and so on). kama‘äina – Native born Hawaiian; person familiar from childhood with any locality; in modern usage it refers to all long‐time residents. Käne – One of four god types of ancient Hawai‘i (Kane, Ku, Lono and Kanaloa). kapa ‐ barkcloth made by pounding paper mulberry bark kapu – Taboo; sacred; no trespassing. Kapu – A complex religious and political organization with associated rules (taboos).

Holo Holo Kōloa Glossary Corridor Management Plan Appendix B; Page 1 ko‘a – Fishing shrine. konohiki – Land manager of an ahupua‘a; a lesser chief. könane – An ancient Hawaiian game resembling checkers. Kü – A category with hundreds of gods. Kükä‘ilimoku was the war god of the Pili line of chiefs, of which Kamehameha was a member. Kükä‘ilimoku – Kamehameha I’s war image, among others. He was given charge of it by his uncle, Kalaniopu‘u. kuleana – Responsibility, implied reciprocity. ku‘ula – Heiau for the worship of fishing gods; also a fish god stone. Kumulipo – Origin, source ofe life; nam of Hawaiian creation chant. kupuna – Grandparent, ancestor, relative of grandparents’ generation. Küpuna is the plural form. Lono – One of four god types; associated with agriculture, fertility and peace. luakini – The heiau maintained by a paramount chief in his chiefdom for prayer and human sacrifice; the highest rank of temple. Generally dedicated to different Kü variants of each kingdom, which were the gods of war and of national prosperity. Mähele – Literally “a division, or a portion”. The Great Mähele of 1848 was a division of lands between the king, chiefs, and government that established land ownership on a Western style, fee simple basis. From this single act, the entire social, economic and political order of ancient Hawaii was altered forever. makai – Toward the sea; at the coast. maka‘äinana – People in general; citizen. Makahiki – The portion of the Hawaiian annual cycle which saw desanctification of the luakini temples and the ceremonial collection of taxes or tribute. It began about the middle of October and lasted four lunar months, with sports and religious observances and a taboo on war. malama – Care for, preserve. mana – Spiritual power, derived from the ancient gods, contained in varying degrees in all life forms and inanimate objects. mana‘o – Thought, idea, opinion; theory. mauka – Towards the interior, or mountains; inland. mauka‐makai – Refers to running from the mountains to the sea. mö‘ï – King, ruler. mo‘olelo – Story, tale, history, tradition, legend. nui – Large; important; before a noun, nui might mean “group.” ‘ohana – Family, relative, kin group. pali – A cliff or precipice.

Holo Holo Kōloa Glossary Corridor Management Plan Appendix B; Page 2 papamü – “Checkerboard” for game of könane, consisting of small, shallow holes arranged in a grid, either on native rock or a detachable slab. pähoehoe – Solidified, smooth unbroken surface lava. When compared with ‘a‘ä, often appears as billowy fields with hollows and small hills; large cracks mark some billows. poi ‐ staple plant food of Hawaiian diet cooked taro pounded and thinned with water pono – Balance, proper, right, just, fair, integrity. pua‘a – Pig. pu‘u – Any kind of protuberance; hill, peak, mound, bulge. pu‘uhonua – Place of refuge; sanctuary. These were established specific sites usually associated with a luakini heiau at a royal center such as Pu‘uhonua o Hönaunau, of the ruler himself or herself. taro ‐ a staple in the Hawaiian diet wahi pana – Storied and sacred places. wao – Environmental zone.

Glossary

Ancient trail: refers to trails made in Hawaiian antiquity, predating western contact in 1778.

Archaeological resource: any material remains or physical evidence of past human life or activities which are of archeological interest, including the effects of human activities on the environment.

Cultural Landscape: a geographic area, including natural and cultural resources and the wildlife and domestic animals therein, associated with a historic event, activity, or person or exhibiting other cultural or aesthetic values. There are four general types of cultural landscape: ethnographic landscape, historic designated landscape; historic site; and historic vernacular landscape.

Historic Site: a landscape significant for association with a historic event, activity or person.

Historic Structure: a constructed work, usually immovable by nature or design, consciously created to serve some human activity. This category includes trails and ancient earthen structures as well as buildings, bridges, among others

Historic trail: refers to trails developed in Hawai‘i post‐western contact after 1778 until 1892 when the Highways Act was passed.

Interpretative sign: communicates the significance of the history and resources. A synonym might be “education.” It aims to reveal meanings and relationships through original objects, firsthand experience, and illustrative media rather than only to convey factual information. If done well, interpretation can convey the quality of experience.

National Register of Historic Places (NRHP): the Nation’s official list of cultural resources worthy of preservation. It is part of a national program to coordinate and support public and private

Holo Holo Kōloa Glossary Corridor Management Plan Appendix B; Page 3 efforts to identify, evaluate, and protect historic and archeological resources. It is defined in section 106 of the National Historic Preservation Act (NHPA) and 36 CFR Part 800, the implementing regulations for the NHPA. Archeological resources, historic structures, cultural landscapes, traditional cultural properties, and ethnographic resources may be eligible for the register. A resource needs to be 50 years old to be considered eligible for national register listing unless the resource is of exceptional significance. Criteria for consideration include the quality of significance in American history, architecture, archeology, engineering, and culture present in districts, sites, buildings, structures, and objects that possess integrity of location, design, setting, materials, workmanship, feeling, and association, and: A. That are associated with events that have made a significant contribution to the broad patterns of our history; or B. That are associated with the lives of significant persons in or past; or C. That embody the distinctive characteristics of a type, period, or method of construction, or that represent the work of a master, or that possess high artistic values, or that represent a significant and distinguishable entity whose components may lack individual distinction; or D. Thathave yielded or may be likely to yield, information important in history or prehistory.

Preservation: the act or process of applying measures to sustain the existing form, integrity, and material of a historic structure, landscape or object. Work may include preliminary measures to protect and stabilize the property, but generally focuses upon the ongoing preservation maintenance and repair of historic materials and features rather than extensive replacement and new work. Preservation involves the least change, and is the most respectful of historic materials. It maintains the form and material of the existing landscape.

Reconstruction: the act or process of depicting, by means of new construction, the form, features, and detailing of a non‐surviving site, landscape, building, structure, or object for the purpose of replicating its appearance at a specific period of time and in its historic location. Reconstruction attempts to recapture the appearance of a property, or an individual feature at a particular point in time, as confirmed by detailed historic documentation.

Restoration: the act or process of accurately depicting the form, features, and character of a property as it appeared at a particular period of time by means of the removal of features from other periods in its history and reconstruction of missing features from the restoration period.

Tsunami: a large, rapidly moving ocean wave triggered by a major disturbance of the ocean floor, which is usually caused by an earthquake but sometimes can be produced by a submarine landslide or a volcanic eruption. Tsunamis are also referred to as “tidal waves,” but they have no relation to tides.

Holo Holo Kōloa Glossary Corridor Management Plan Appendix B; Page 4 Holo Holo Kōloa Scenic Byway Interim Preservation Plan (Draft)

Cultural and historic resources are tangible and intangible aspects of cultural systems that are valued by or representative of a given culture, or thatn contai information about a culture. Such resources are finite and non‐renewable and include but are not limited to sites, structures, districts, objects and historic documents associated with, or representative of peoples, cultures, and human activities and events, either in the past or in the present. Cultural and historic resources can also include the primary written and verbal data for interpretation and understanding of those resources.

"The basic premise of Cultural Resource Management is that cultural resources [like natural resources] are nonrenewable and are becoming increasingly endangered by activities which modify the landscape" (McGimsey and Davis 1977:22).

Federal, state, and local laws require the mitigation of adverse impacts on cultural resources. Cultural resources management involves a delicate balance between caring for one's history and cultural past and the long‐term benefits of preservation planning and the immediate needs of today.

Through a program of preservation and conservation, one strives to maintain the integrity of a site and the values (cultural, environmental, aesthetic and scientific) which contribute to its significance. The long‐term maintenance, curation and protection of resources are goals of a carefully designed preservation plan/interpretive program.

The proposal here is to address interim actions, prior to formal preservation and restoration plans for each of the respective historic properties. This plan is designed to minimize impacts to the historic properties, while long‐term plans are prepared, considering that public visitation to the sites is contemplated.

Likewise, the involvement of native Hawaiian community members and area residents in the formulation stages of the long‐term preservation plan and their long‐term involvement in the preservation interpretive processes is important to the success of preservation and restoration efforts.

Regulatory Background and Mitigation Requirements

Regulatory oversight of historic preservation compliance for falls under Chapter 6E‐8, Hawaiʻi Revised Statutes (HRS), which covers the review of the effects of projects on historic properties (since many of these historic properties are on state‐owned land. This interim historic preservation mitigation plan has also been developed in accordance with the provisions of the implementing regulations at Hawai‘i Administrative Rules (HAR) 13‐275‐8 on mitigation, dan HAR 13‐279, on archaeological monitoring.

Anticipated Finds

In view of the prior archaeological findings discussed in the Corridor Management Plan, it is anticipated that pre‐contact and/or historic properties that have not been identified in past studies may be present within one or more portions of the various site areas. These can include isolated artifacts; archaeological sites such as shrines, house sites, heiau, etc; buried deposits; buried human remains; etc.

Holo Holo Kōloa Scenic Byway Interim Preservation Plan (Draft) Corridor Management Plan Appendix C; Page 1 Extent of Archaeological Monitoring

If any ground disturbing activity is to take place, a qualified archaeologist will conduct on‐site monitoring of all ground‐disturbing activities potentially extending into previously undisturbed ground. Activities to be monitored include excavations and grading activities, as well as activity that occurs in previously disturbed and undisturbed areas.

Cultural Monitoring

A cultural monitor will work in conjunction with the archaeological monitor at all times and in all places or situations where on‐site archaeological monitoring is required. Presently, there are no statutory or regulatory mandates for cultural monitors, nor are there any recognized policies or guidelines that set out standards for cultural monitoring. However, it is recommended that cultural monitoring be conducted, along with an archaeological monitor, during any ground disturbing work, under the following protocols:

 It isd expecte that the cultural monitor will be present on‐site at all times that archaeological monitor is present.

 Individuals who are selected to be cultural monitors should have appropriate backgrounds in order to serve as a cultural monitor and as a resource person for cultural matters. Such individuals should also be able to serve as mediators among the stakeholders.

 The cultural monitors who are hired/volunteer should not be affiliated with the archaeological firm that is hired to provide monitoring support.

 In addition to providing direct oversight of ground disturbance activities, the cultural monitor will be expected to maintain regular records of attendance and activity on the job site.

 The cultural monitor will be expected to provide the Project Sponsor and DLNR‐SHPD with a report of activities and findings, if any, on a regular basis.

A detailed protocol and plan for cultural monitoring during ground disturbing activities will be developed and adopted prior to the beginning of any ground disturbing work.

Pre‐Ground Disturbing Conference

Before works begins, the on‐site archaeological and cultural monitors will explain to the entire crew what materials may be encountered and the procedures to follow if archaeological materials are found, as well as the role of the archaeological monitor. At this time it will be made clear that the archaeological monitor must be on‐site for all flagged ground‐disturbing activities and that the archaeological monitor has the authority to stop work immediately, if necessary.

Additional steps during the pre‐construction phase may also include having the archaeological monitor flag the limits of ground disturbance prior to the start of work in order to indicate clearly the areas that are off‐limits to construction equipment and personnel.

Holo Holo Kōloa Scenic Byway Interim Preservation Plan (Draft) Corridor Management Plan Appendix C; Page 2 Short‐term Preservation Measures

It is the goal of short‐term preservation measures to physically identify sensitive archaeological, historic and/or cultural resources and provide them with adequate preservation buffers to ensure their preservation durings phase of construction.

Interim preservation buffers will be designated with brightly colored construction fencing, four to six feet in height and/or other visible markers. Interim preservation will be ensured by adopting the following general protective measures (preservation buffer zones and treatment recommendations are based on the outcome of community discussions):

Overall Site Protection – Known Historic Properties

 All known historic properties and preservation areas will be plotted accurately on plans prior to the initiation of any grading, grubbing and/or other ground disturbing activities;

 Ground disturbing activity will not be allowed to occur within the protective buffer zones. Buffer zones will be identified and mapped around all site perimeters. Installation of the preservation buffer zones will be supervised by an archaeologist(s); DLNR‐SHPD will be notified when buffers zones are set in place.

 Explicit notification of people involved in any ground disturbing activities as to the nature and location of the preservation zones, the significance of the buffer zones, and the color and meaning of any site marking and/or buffer zone fencing;

 On‐site monitoring will also ensure that ground disturbing activities and use of equipment do not adversely affect the cultural sites;

 The protective buffer zone will remain in place until ground disturbing activities are completed, then the interim preservation buffer markers and/or fencing will be removed and long term preservation measures will be implemented;

 No stones may be removed from within the preservation zones..

Treatment of Cultural Materials

If any archaeological materials are encountered during ground disturbing activities, work will be stopped immediately in that area and the monitoring archaeologist will investigate the nature of the discovery. If an intact cultural layer, living surface, structural components (e.g., foundations), archaeological sub‐ surface features (e.g., hearths, pits, postholes, etc), artifacts, charcoal, or midden deposits/trash pits are encountered, then the following actions will be taken:

 Selected, sorted charcoal samples from discrete fire features will be collected for the possibility of radiocarbon analysis (particularly if the charcoal appears in a prehistoric context).

 Bulk samples of midden material will be collected, such as shell, bones, etc.

Holo Holo Kōloa Scenic Byway Interim Preservation Plan (Draft) Corridor Management Plan Appendix C; Page 3  All prehistoric artifacts will be collected

 All historic artifacts will be collected unless large trash or refuse pits are encountered, in which case only diagnostic samples will be taken, such as bottle and ceramic bases containing maker’s marks

 Standard documentation will be carried out, including scale maps, profiles, photographs, detailed soil and provenience descriptions, and interpretation

 Photographs of excavations will be included in the monitoring report even if no historically significant sites are documented during the monitoring field work.

Treatment of Human Remains

In compliance with Chapter 6E‐43, should any burial remains be inadvertently discovered as a result of work or exposed through natural processes, work will immediately stop in the area that the archaeologist determines could contain related material and DLNR‐DOCARE, DLNR‐SHPD and the Kauaʻi County Medical Examiner, via the Kauaʻi County Police Department, will be notified immediately of the find.

No further work will take place in that locale ‐ including screening of back dirt, cleaning and/or excavation of the burial area, or exploratory work of any kind ‐ unless explicitly requested by SHPD. Disposition of any identified remains will be determined on a case‐by‐case basis in consultation with DLNR‐SHPD (the HIBC), and individuals with familial ties to area.

During the period of ground disturbing activity, no construction or land modification activities, other than appropriate landscaping, interpretation and maintenance will occur within the designated preservation zones, with the exception of tree removal if trees have been damaged by natural causes. Where the existing introduced plants will not impact the cultural sites, the trees will be left in place.

Halting of Excavation Activity

The archaeological and/or cultural monitor(s) have the authority to halt further ground disturbing activity in the vicinity of the find, so that the mitigation measure to protect the archaeological features can be carried out. The independent archeological and cultural monitors will make it clear to all personnel/volunteers that the archaeologist and cultural monitors have the authority to halt work when it is deemed appropriate.

Laboratory Work

Artifacts will be cataloged and analyzed, along with any samples of midden materials that have been collected. Charcoal and other datable materials will be submitted for dating analysis, provided samples were collected in situ from prehistoric contexts that show no signs of intermixing with historic materials; e.g., charcoal obtained from distinct fire features in solely pre‐contact deposits.

In the event of human remains being encountered, as noted above all work will stop in the vicinity until DLNR‐SHPD authorizes resumption of activity. DLNR‐SHPD, in consultation with the Kauaʻi Burial Council, will determine if it is appropriate to remove and relocate any human remains encountered. If

Holo Holo Kōloa Scenic Byway Interim Preservation Plan (Draft) Corridor Management Plan Appendix C; Page 4 DLNR‐SHPD authorizes removal of the human remains, the archaeological monitor will remove and inventory the remains in accordance with Hawaiʻi Administrative Rules 13‐300, and the remains will be stored temporarily with DLNR‐SHPD.

Report Preparation

The archaeological and cultural monitors will compile daily monitoring logs. These logs will minimally include a description of daily activities, sites or features cleared and recorded, personnel on‐site, problems encountered, and corrective action taken. Reports will be filed as appropriate with the SHPD detailing any new sites or features identified within the project area boundaries, if necessary and appropriate.

Following completion of monitoring fieldwork and any required laboratory analyses, a draft archaeological and cultural monitoring report will be prepared and submitted to DLNR‐SHPD for review. The archaeological monitor will submit a final archaeological monitoring report after receiving any comments on the draft report. Should burials and/or human remains be identified, other letters, memos, and/or reports be requested by the History and Culture Branch of SHPD or other parties, they will be provided in accordance with applicable statutes and regulations.

Collections Archiving

All burial remains and associated materials will be given to SHPD for curation until re‐interment plans are finalized. Non‐burial materials will be stored temporarily at SHPD’s facilities until an appropriate curation facility is available on Kauaʻi.

Long‐term Preservation Recommendations

Following completion of ground disturbing, preservation, restoration or other activities, longm ‐ter preservation treatments, including site stabilization, landscaping, interpretation and monitoring will begin. The long‐term maintenance, curation and protection of resources are the goals of a carefully designed preservation‐interpretation plan.

It is through interpretation that local communities and island visitors alike will gain a better understanding of and awareness of the unique and fragile nature of Hawaiʻi's resources. Awareness will in turn foster an environment for the protection and preservation of the resources. Concerns for long‐ term preservation include:

 Documentation of Site Conditions and perimeters for future references in documenting site stability and/or evolution.

The Project Sponsor will work with community members and DLNR‐SHPD in compiling an archival catalogue of site conditions and treatments. The catalogue will serve as the "control" for monitoring reviews which may be conducted by DLNR‐SHPD, County Departments and the site stewards. The catalogue will be housed with DLNR‐SHPD, the offices of the appropriate Kauaʻi County Department(s) and appropriate community stewardship group.

 Monitoring Site Integrity ‐ determining and assigning maintenance schedules for landscaping and litter control, and monitoring level of pedestrian impact and/or inappropriate site uses.

Holo Holo Kōloa Scenic Byway Interim Preservation Plan (Draft) Corridor Management Plan Appendix C; Page 5

 Site Interpretation ‐ Interpretive signs that identify the preservation sites at appropriate (unobtrusive) locations will provide: the feature type; SIHP number; a cultural overview‐site history; and a statement about the sensitive nature of archaeological sites.

Visitation to the cultural sites will be limited to appropriate uses; i.e., cultural observances as practiced by native practitioners, and Hawaiian cultural interpretive programs. For general viewing, the sites will be visible from the public access areas.

Landscaping and Grounds Maintenance

Where the existing vegetation will not impact the cultural sites, the vegetation will be left in place. In areas where inappropriate vegetation should be cleared to foster site preservation and enhance view planes, no plants will be pulled out by the roots, instead they will be cut to the surface level and spot treated with a poison approved by DLNR‐SHPD, so as not to impact any possible subsurface remains. Additionally, appropriate native vegetation may be planted around the preservation site buffers.

If landscaping is to be done within the general vicinity of these sites, it is recommended that it be in keeping with the native and/or existing vegetation of the area. A variety of native Hawaiian coastal plants (as identified in historic literature and seen in similar coastal environmental zones) may be used for this task.

General Site Maintenance

It is recommended that waste receptacles be situated at several locations away from the preservation area buffers and in locations near parking areas. Waste receptacles are to be placed in such a way so as not to detract from the view planes to the sites, yet still be identifiable as waste receptacles. The waste receptacles could be heavy duty covered metal bins held in place between chain secured cemented pipes, or enclosed in wooden a stone enclosures. If metal bins are used, they should be painted in a color which blends in with the natural tones of the surrounding grounds.

The County of Kauaʻi will establish a site maintenance monitoring schedule for maintenance of and collection from these receptacles as well as coordinate the general landscaping, trail, and signage maintenance (waste receptacles to be checked on a daily schedule).

In order to ensure culturally sensitive, long‐term site maintenance and site protection, the project Sponsor and County of Kauaʻi will develop a program that informs grounds and maintenance staff of the requirements for site preservation. Among the topics to be addressed in the informational program are:

 Training of maintenance personnel in appropriate maintenance techniques and of appropriate uses/visitation at the sites (No picnicking, camping, playing, removing of sand, dirt, or stones, etc., at/or from sites). Personnel (employee or volunteer) will be informed of who to call when inappropriate activities are observed;

 Landscaping maintenance;

 Waste receptacle maintenance and collection;

Holo Holo Kōloa Scenic Byway Interim Preservation Plan (Draft) Corridor Management Plan Appendix C; Page 6  Maintenance of interpretive exhibits;

 Site condition monitoring and notifying DLNR‐SHPD and appropriate County Departments of changes in site conditions.

Implementation of Interpretive Programs

This plan proposes that the Project Sponsor, County of Kauaʻi, community stewardship groups and other appropriate entities manage a passive interpretive program for preservation areas. This plan suggests that the interpretive messages include:

 brief archaeological site descriptions and appropriate graphics;

 legendary and/or historic references;

 cultural site protection law citations; and

 personal safety statements.

Periodic site visits, to be conducted by DLNR‐SHPD and County departments, will confirm compliance with regulations and requirements for treatment of the preservation sites.

Indirect Mitigation

Several forms of indirect mitigation will be carried out in conjunction with the preservation and restoration of the various sites in eth Holo Holo Kōloa Scenic Byway. Most importantly, the Program will implement a Cultural and Natural Resources Training Program that will require all people (employed or volunteer) associated with the program implementation to be trained annually regarding the potential impact to cultural and archaeological resources and the measures to prevent such impact.

The content of the training program will be determined by the Project Sponsor, in cooperation this DLNR‐SHPD. Both the archaeological and cultural monitors will have the authority to enforce the tenets of this training. The training program will include but not be limited to the following content:

 Impart an understanding of region’s cultural landscape, including cultural practices, historic properties and their vulnerability to damage.

 Provide guidance and information on respectful and sensitive behavior and activities while in the summit region.

 Make clear that any disturbance of a historic property is a violation of Chapter 6E11, HRS, and punishable by fine and/or confiscation of equipment. All other applicable statutes and regulations pertaining to the protection of historic properties, including isolated artifacts and human burials, will also be explained during such training.

The training program will be reviewed regularly and updated, as need.

Holo Holo Kōloa Scenic Byway Interim Preservation Plan (Draft) Corridor Management Plan Appendix C; Page 7 Local Byway Committee and Institutional Partners Meetings

Following an extensive and inclusive nomination and State designation process, a Local Byway Committee was formed. Consistent with the State and National Scenic Byway Program, the Local Byway Committee was made up of a diverse cross‐section of residents, business owners, landowners and others from the Kōloa‐Poipu community.

The committee was focused on developing a clear and implementable Plan that met requirements of the State and National Program. Throughout the process of preparing this Corridor Management Plan the Local Byway Committee was active and engaged in formal and informal settings.

Part of the initial activities was to consider various Points of Interest and respective Intrinsic Qualities along and associated with the Scenic Byway corridor. During the nomination process a total of 167‐ Intrinsic Qualities were noted.

Recognizing that this represented a potentially unmanageable scale, the Local Byway Committee, as well as other members of the community, worked to reduce this list to a workable, manageable size. Through various means, including a group effort using a listing of potential sites and allowing those present to identify priority sites by putting sticky dots on the list of sites.

Eventually, the list was narrowed down to 53‐sites. During this process, the Committee and others took group drives through the Byway and discussed the respective sites and Intrinsic Qualities. This included taking non‐LBC members on driving tours of the corridor. This allowed the Committee to further understand how others not associated with the Byway felt about the potential sites.

After their evaluation and assessment of the corridor, consistent with the State and National program process, through consensus decision‐making, the committee selected 24‐primary Points of Interest sites along the corridor that are representative examples of the diversity and depth of the Intrinsic Qualities on the corridor. In addition, the committee identified the respective Intrinsic Qualities each site possessed.

This process not only concluded with the priority Intrinsic Quality listing and various Points of Interest sites, it also helped the committee in considering and establishing management measures in addressing the enhancement and protection of those Intrinsic Qualities. This process showed that some of the sites required little or no actions in order to enhance and protect certain Intrinsic Qualities.

In addition, the committee determined that future actions, including the preparation and implementation of an integrated marketing program, was necessary; related to this, the committee committed to consider appropriate signage and other wayfinding and interpretation measures in its immediate actions.

During this process, some of the community concerns that may have been included as actions in the Plan were ultimately implemented gdurin the course of preparing the Corridor Management Plan.

For instance, the lack of a crosswalk at the Kōloa Elementary School was identified as a priority issue. However, during the preparation of the Plan the crosswalk was installed, in addition, flashing warning lights were included with that project.

Holo Holo Kōloa Local Byway Committee and Institutional Partners Meetings Corridor Management Plan Appendix D; Page 1

In another case, concerns about people parking the road shoulders in the Poʻipū Resort area was identified as a road safety issue in that area. This reduced visibility and line of sight along the corridor. Recently, a resolution was introduced in the County Council to establish no parking sections in this area. (This is an example of another committee success, prior to the finalization of the CMP.)

Based on the committee's evaluation and assessment of the sites, as well as an overall consideration of the region and corridor, the committee concluded that the region's History, represented by many of the primary Points of Interest, was the appropriate core theme to the corridor. However, the committee also felt that several of the other Intrinsic Qualities were well represented along the corridor and are included in the Plan.

The Local Byway Committee also decided to include as an on‐going management action a commitment (reflected as a formal management priority action) to continuously monitor and evaluate ways of maintaining and enhancing the Intrinsic Qualities.

This includes, not only the opportunities to include more Intrinsic Qualities, but also included a commitment to examine in more detail respective needs for the various sites, including accessibility, safety, signage, features and other aspects of the priority and potentially‐additional Intrinsic Qualities. Another commitment is to monitor and be involved in the various planning processes that occur in the community, eincluding th South Shore Community Plan.

Following is a summary of the specific initial, priority action items determined by the Local Byway Committee (this is further discussed in Chapter 6, Implementation Strategies:)

Local Byway Committee Top Management and Priority Actions ‐ Summary List

Management:

1. Keep the Local Byway Advisory Committee and public process active 2. Prepare and implement an integrated marketing program 3. Continuously monitor and evaluate ways of maintaining and enhancing the Intrinsic Qualities

Roadway Improvements:

1. Kōloa Road/Po‘ipū Road intersection re‐alignment (Site #5) 2. East‐west cane haul road (paving between Po‘ipū Road and Ala Kinoiki ‐ shared‐use, emergency) 3. Northerly Extension of the Western Bypass 4. Maluhia Road/Ala Kinoiki Intersection re‐alignment/roundabout

Multi‐Use Trails, Bikeways & Pedestrian

1. Hapa Trail multi‐use path ‐ upgrading and landscaping (Site #14) 2. Extend Hapa Trail mauka along Weliweli Road to Old Kōloa Town (Site #14 and Site #5) 3. Makai Promenade multi‐use path paralleling the ocean along the South Shore (Site #16) 4. Kōloa Town sidewalks (along Waikomo Road, Po‘ipū Road and Kōloa Road) (Site #5) 5. Po‘ipū Road, Ala Kinoiki and Ho‘owili Road striped bicycle lanes

Holo Holo Kōloa Local Byway Committee and Institutional Partners Meetings Corridor Management Plan Appendix D; Page 2 Transit

1. Initiate and support The Kaua‘i Trolley service looping between Kōloa and Po‘ipū 2. More frequent The Kaua‘i Bus service to/from Kōloa and Po‘ipū

Restoration:

1. Kiahuna Wahi Pana (Site #13) 2. Kaneiolouma (Site #15)

Signage:

1. Install gateway and wayfinding signage 2. Install ahupua‘a boundary markers along the length of the corridor 3. Install identification, place names and interpretive signs at select sites along the corridor

Throughout the development of this Corridor Management Plan, the committee met formally and informally.

A periodic meeting schedule was established. Meengs were held in the Kōloa Neighborhood Center, a centrally located, accessible, public meeting place, as well as on‐site drive‐thrus along the corridor.

Meetings related to the nomination and designation of the corridor were held by the Sponsor and other community members. Following designation as a State Scenic Byway, discussions and decisions dealt with the organization of the Corridor Management Plan and later its content.

Over the course of several months the committee reviewed and commented on draft text of various sections and chapters of the Corridor Management Plan. Following is a list of dates of some of the Sponsor and Local Byway Committee meetings:

06/17/11 ‐ Koloa Community Association 06/17/11 ‐ Koloa Community Association 08/16/11 ‐ Presented to Poʻipu Beach Resort Associaon. 09/23/11 ‐ Status Meeting 09/26/11 ‐ Byway Route Tour 09/27/11 ‐ Designation Application Checklist Discussion 09/30/11 ‐ Designation Application Checklist Discussion 10/05/11 ‐ Designation Application Checklist Discussion 10/06/11 ‐ Review and Assessment of Proposed Work Plan II 10/10/11 ‐ Work Plan Preparation 10/19/11 ‐ Corridor Management Plan Preparation Training 10/27/11 ‐ Corridor Management Plan Preparation

Holo Holo Kōloa Local Byway Committee and Institutional Partners Meetings Corridor Management Plan Appendix D; Page 3 01/13/12 ‐ Legislative Presentation 01/19/12 ‐ Corridor Management Plan Preparation 02/08/12 ‐ Corridor Management Plan Preparation 03/16/12 ‐ Meeting with Mayor Carvalho and his Cabinet 03/16/12 ‐ Corridor Management Plan Preparation 04/09/12 ‐ Kōloa Scenic Byway recognized by State Senate 04/16/12 ‐ Corridor Management Plan Preparation 05/11/12 ‐ Historic Hawaiʻi Foundaon Award Ceremony 06/14/12 ‐ Corridor Management Plan Preparation 07/24/12 ‐ Corridor Management Plan Preparation

At the Corridor Management Plan preparation/review meetings, committee members were given sections of draft text to review. The meetings were held to discuss the text and make changes and recommendations for the subject and future sections of the Plan.

Typically, no formal 'agendas' were associated with each meeting; the committee members were aware the discussions would be addressing the draft text. In addition to the meetings, there was extensive use of e‐mail and on‐line file transfers in getting drafts for review and comments related to the Plan.

The committee's work concluded with a number of action strategies, as well as specific project and program initiatives. Those are found in Chapter 6 of this Plan.

Public Agency Participation

In the preparation of this Corridor Management Plan a variety of meetings were held, documents reviewed and public testimony considered as they related to the transportation and safety issues and associated management measures associated with the corridor.

Through those conversations, various on‐line and printed documents were reviewed and incorporated into the Corridor Management Plan.

A meeting was held with Mayor Bernard Carvalho and members of his cabinet. The Mayor and cabinet members were briefed on the project and a question/answer period was held. No concerns were raised and the County officials expressed their support for the project.

As noted in the meeting, the participants were supportive that public documents were being reviewed and incorporated as part of the planning process. Throughout this Plan there are references to a variety of State and County documents related to transportation alternatives, safety and other related transportation planning documents.

These plans were reviewed and incorporated into the evaluation and assessment ofe th corridor. Among the plans reviewed were:

Holo Holo Kōloa Local Byway Committee and Institutional Partners Meetings Corridor Management Plan Appendix D; Page 4 Government planning and transportation documents: Kauaʻi County General Plan Koloa‐Poipu‐Kalaheo Development Plan Kauaʻi Mulmodal Land Transportaon Plan Koloa‐Poipu‐Kalaheo Multimodal Land Transportation Workshop notes Koloa‐Poipu Area Circulation Plan Transit Chapter of the Kauai Transportation Data Book Website information on Kauai Bus and Kauai Trolley Kauai Complete Streets Resolution Kauaʻi Plan and Policy Review of the Statewide & Regional Long‐Range Land Transportation Plan Bike Sharing: History, Impacts, Models of Provision and Future Department of Health Start Living Healthy Designing for Active Transportation

In addition, telephone conversations were held with representatives of the County Public Works, Traffic Safety and Police Departments.

Likewise, discussions with Department of Health, Injury Prevention and Control Program provided guidance on emergency response and related statistics concerning safety along the corridor.

Transportation safety document reviewed, included (in addition to the above:) Hawaiʻi Strategic Highway Safety Plan Kauaʻi Police Collision Data Traffic Safety Performance Measures for Hawaiʻi Hawaiʻi DOH Injuries in Hawaiʻi: 2007‐2011

In addition to these, the findings and recommendations of the Traffic Assessment Report for the Proposed Western Byway Road Northern Leg (2010) were reviewed and considered.

Ultimately, these reports and interactions with the public agencies, as well as the assessment and evaluation of the various points of interest along the corridor by the Local Byway Committee, provided the backdrop for the traffic safety and related management measures and actions recommended by the Local Byway Committee through this Corridor Management Plan.

While the information was reviewed and considered in the context of the overall Plan, for ease and consistency in reading this Plan, the various plan reviews, input from others and related information were noted in appropriate/related parts of the Corridor Management Plan.

Following is a series of collages of photographs that capture some of the meetings and activities of the Local Byway Committee and Sponsor.

Holo Holo Kōloa Local Byway Committee and Institutional Partners Meetings Corridor Management Plan Appendix D; Page 5 These images represent the variety of small group meetings the community conducted during the nomination process

Holo Holo Kōloa Local Byway Committee and Institutional Partners Meetings Corridor Management Plan Appendix D; Page 6

Representative images of various Hawaiʻi Scenic Byways Training sessions

Holo Holo Kōloa Local Byway Committee and Institutional Partners Meetings Corridor Management Plan Appendix D; Page 7 Holo Holo Kōloa Scenic Byway was represented at a State Legislature briefing/ open house at the State Capitol

Holo Holo Kōloa Local Byway Committee and Institutional Partners Meetings Corridor Management Plan Appendix D; Page 8

Representative images showing various Local Byway Committee meetings in the preparation of the Corridor Management Plan

Holo Holo Kōloa Local Byway Committee and Institutional Partners Meetings Corridor Management Plan Appendix D; Page 9

Local Byway Committee members during the site evaluation process

Holo Holo Kōloa Local Byway Committee and Institutional Partners Meetings Corridor Management Plan Appendix D; Page 10

Images show the meeting with Mayor Carvalho and member of his staff in the Institutional Partners meeting

Holo Holo Kōloa Local Byway Committee and Institutional Partners Meetings Corridor Management Plan Appendix D; Page 11 Holo Holo Kōloa Safety Analysis

Consistent with the requirements listed in the Federal Register concerning Corridor Management Plans, the following is a general review of the corridor’s safety and accident record to identify any correctable faults in highway design, maintenance or operation.

For the safety analysis for the Holo Holo Kōloa Scenic Byway, traffic crash data was difficult to obtain. Our situaon was not unique in that as we reviewed the Kōloa‐Poʻipū Area Circulation Plan it noted,

“Research was conducted to try to obtain crash records along major roadways and at major intersections. It was the intent that crash records would be analyzed to identify trends, vehicle/ pedestrian conflicts, and highest crash locations. It was found that these records are extremely difficult to access or obtain, and do not exist in a usable format that facilitates aggregation and analysis. Instead, a qualitative assessment was undertaken with invaluable assistance from the community.”

Thus, this safety analysis was not driven by quantitative technical analysis, but by community input via the Local Byway Committee and thru a general review of the corridor’s safety concerns identified in the by the following:  Police records and discussion with police  Department of Health Injury Prevention and Control Program  Kōloa‐Poʻipū Area Circulaon Plan  Traffic Assessment Report for the Proposed Western Byway Road Northern Leg

Many of these documents we part of extensive public processes and include background information, findings and recommendations that have been vetted at various levels.

As an integral part of this Corridor Management Plan, we look at the status of the road corridor, safety issues/concerns and prior planning and proposals for improvements along the roadway. Ultimately, this review leads to recommendations and actions in this Corridor Management Plan.

The Local Byway Committee review of the present situation, recent traffic and transportation reports and recommendations from various public and private entities produced several consistent challenges and needs to improve traffic flow and safety on the Byway. These priorities/recommendations are consistent with governmental planning documents and projects proposed by the agencies.

The following are the respective priority safety and transportation related concerns noted in the safety analysis. Here is the summary list followed by a review including a description of the “Issue”, “Recommended Actions” and “Anticipated Outcomes”.

Roadways Issues:

Kōloa Town has been described by local residents as the beating heart and crossroads of Kaua‘i’s South Shore. Most of the area’s major roadways travel directly through Kōloa Town. Unfortunately, this concentration of roadways and activity has led to inefficient and unsafe traffic flow and circulation through the downtown area.

Holo Holo Kōloa Scenic Byway Safety Analysis Corridor Management Plan Appendix E; Page 1

Additionally like most traditionally rural communities in Hawai‘i and around the country, the Kōloa‐ Po‘ipū area does not have a well‐developed roadway network. There are only two mauka‐makai roadways connecting Kōloa and Po‘ipū on their eastern and western edges (Po‘ipū Road and Ala Kinoiki). (Ala Kalanikaumaka adds a third mauka/makai connection.) There is only one major east‐west roadway (Po‘ipū Road), and only one connection via Kaumuali‘i Highway to Līhu‘e (Maluhia Road).

The following are some of the Byway’s priority safety issues related to roadways and traffic flow, followed by recommend actions to address these safety issues.

Kōloa Road/Poʻipū Road Intersection

Issue: Ho‘okuleana LLC reviewed the Kaua‘i Police Department’s crime mapping page, available at http://www.kauai.gov/?tabid=644. The crime mapping map shows traffic crime types by location. By selecting the crime type “traffic incident,” Ho‘okuleana LLC was able to extract some relevant data.

In analyzing where repeat traffic crimes occurred, it was revealed that the Kōloa Road/Poʻipū Road intersecon had 11 traffic collisions between 01/01/11 and 06/30/13 – the most of any intersecon in the Kōloa/Poʻipū region. Thus, the current alignment clearly creates a safety issues.

Addionally, in analyzing the Kōloa‐Poʻipū Area Circulation Plan, it noted that during community workshops for the development of the plan, the community participants voted the Kōloa Road/Poʻipū Road Intersection re‐alignment as their number 2 priority project for both funding and implementation, and an important safety concern.

Recommended Actions: Proposed realignment of the Kōloa Road/Po‘ipū Road intersection to favor northbound (mauka) to westbound (NB‐WB) and eastbound to southbound (makai) (EB‐SB) movements, particularly during peak travel periods. Cost ‐ $100,000

Anticipated Outcomes: Realignment will result in better traffic flow through the intersection, particularly NB queuing during the afternoon, and should also provide some benefit to traffic flow issues resulting from the close spacing of this intersection with the Maluhia Road/Kōloa Road intersection. This new alignment is expected to diminish the traffic collision frequency by facilitating the traffic flow.

This recommended action was considered and addressed in the following reports that are discussed and summarized in Chapter 4:  Kōloa‐Poʻipū Area Circulaon Plan (Funding Priority 2/Implementation Priority 2)  Kōloa‐Poʻipū Area Circulaon Plan (Development funded project)  Koloa‐Poʻipū Area Circulaon Plan (Koloa Town Traffic Safety Enhancements)  County of Kauai Police Department Stascs noted 11 traffic collisions here between 01/01/11 and 06/30/13 – the most of any intersecon in the Kōloa/Poʻipū region

East‐West Cane Haul Road

Issue: The lack of roadway connections and travel path options within the Byway results in traffic concentrating on a few major existing roadways. This concentration of traffic magnifies the circulation issues in Kōloa Town and as a safety issue, has implications for emergency response times and disaster evacuation.

Holo Holo Kōloa Scenic Byway Safety Analysis Corridor Management Plan Appendix E; Page 2

After the devastating impacts of Hurricane ‘Iniki in 1992, there can be no doubt of the importance of adequate and efficient means for emergency access and evacuation. The only direct east‐west corridor between Kōloa and Poʻipū is the dirt east‐west Cane Haul Road. It is unusable for cars in its current condition and thus cannot be used.

Addionally, in analyzing the Kōloa‐Poʻipū Area Circulation Plan, it noted that during community workshops for the development of the plan, the community participants voted the East‐West Cane Haul Road between Poʻipū Road and Ala Kinoiki as their number 3 priority project for both funding and implementation.

Recommended Actions: This recommendation involves the paving of the existing east‐west cane haul road as a shared‐use path, as well as emergency route (or an alignment approximating the existing dirt road) between Poʻipū Road and Ala Kinoiki. Cost: $1.8 million; $600,000 ‐ multiuse path/emergency

Anticipated Outcomes: This project will provide a needed east‐west corridor between both communities. Providing for both an alternative evacuation path as well as provide a critical route option for the increased regional traffic thus, demonstrating how a more connected network facilitates both disaster evacuation and emergency vehicle access.

Northerly Extension of Western Bypass

Issue: The lack of roadway connections and travel path options within the Byway results in traffic concentrating on most of the few major existing roadways. There is a need to improve regional traffic flow and circulation within this South Shore region, which extends from Kōloa Town makai to the Poʻipū and Kukui‘ula areas. This concentration of traffic magnifies the circulation issues in Kōloa Town and as a safety issue, has implications for emergency response times and disaster evacuation.

Addionally, in analyzing the Kōloa‐Poʻipū Area Circulation Plan, it noted that during community workshops for the development of the plan, the community participants voted the Northerly Extension of the Western Bypass as their number 5 priority project for funding and number 4 priority project for implementation.

Recommended Actions: Development of a northerly extension of the Western Bypass Road. This recommended connection would extend Ala Kalanikaumaka north and east from Kōloa Road to Maluhia Road at Ala Kinoiki. Cost ‐ $4,892,600

Anticipated Outcomes: This project will provide regional benefit and function as an important component of the area’s major roadway network. The Northern Leg will provide the remaining road link between these two major mauka‐makai collector roadways in the Kōloa‐Poʻipū region, and facilitate access and mobility in this area by providing an alternative route for motorists and emergency vehicles.

This recommended action was considered and addressed in the following reports that are discussed and summarized in Chapter 4:  Kōloa‐Poʻipū Area Circulaon Plan (Funding Priority 5/Implementation Priority 4)  Kōloa‐Poʻipū Area Circulaon Plan (Development funded project)  Kauai General Plan (Planning District Vision calls for mauka‐makai road paralleling Poʻipū Road and joining Kōloa Road and Maluhia Road bypassing Kōloa Town)

Holo Holo Kōloa Scenic Byway Safety Analysis Corridor Management Plan Appendix E; Page 3

 Kauai General Plan (Planning District Vision calls for providing traffic circulation between town and the By‐Pass Road)  Traffic Assessment Report for the Proposed Western Bypass Road Northern Leg (The construction of the Northern Leg of the Western Bypass Road, as well as, the installation of traffic signal systems at both ends of that roadway are expected to alleviate projected traffic operating conditions)

Maluhia Road/Ala Kinoiki Intersection

Issue: The Maluhia Road and Ala Kinoiki intersection is a heavily used intersection. As it is currently aligned, it does not facilitate traffic flow and creates a safety issue.

Addionally, in analyzing the Kōloa‐Poʻipū Area Circulation Plan, it noted that during community workshops for the development of the plan, the community participants voted the Makai Poʻipū Road/Western Bypass connector as their number 5 priority project for implementation.

Recommended Actions: The short‐term recommendation is to realign the intersection to favor traffic traveling between Maluhia Road and Ala Kinoiki. Cost ‐ $825,000

Anticipated Outcomes: Realignment of the intersection will direct through traffic to Ala Kinoiki and force drivers traveling to and from Kōloa Town to turn to/from the realigned roadway. This realignment would help separate local Kōloa Town trips from regional/visitor trips to and from Po‘ipū Beach. This in turn would encourage better utilization of existing capacity on Ala Kinoiki and help relieve traffic pressure through Kōloa Town.

This recommended action was considered and addressed in the following reports that are discussed and summarized in Chapter 4:  Kōloa‐Poʻipū Area Circulaon Plan (Development funded project)  County of Kauai Police Department Statistics noted 2 crashes at this intersection between 1/1/11 and 6/30/13)

Bike and Pedestrian Issues

Pedestrian and bicycle safety is a critical component of any transportation system. Unfortunately there was a lack of information specific to bike and pedestrian related traffic incidents and events. The statistical information we were able to extract was from the Hawai‘i Department of Health’s Injury Prevention & Control Program’s “Injuries in Hawai‘i 2007‐2011” report. The two maps below are extracted from that report. The Holo Holo Kōloa Byway is circled in red.

Holo Holo Kōloa Scenic Byway Safety Analysis Corridor Management Plan Appendix E; Page 4

These maps and subsequent report show that there were recorded bike (5) and pedestrian (9) crashes requiring EMS services within the Kōloa district between 2007 and 2011. The report further reveals that Koloa has 3% of all EMS attended bike crashes in the state over the 2007‐2011 period and 4% of the EMS attended pedestrian crashes for that time period (not all are on the byway, this is just a comparison to see the district's comparison with the whole island.) Unfortunately, the specific location of these events was no able to be extracted. However, from this information we can assume that the pedestrian and bicyclist use along the Byway is being impacted negatively due to these statistics.

Because of the lack of statistical information, this analysis relied heavily on the community’s stated safety concerns within in the Kōloa‐Poʻipū Area Circulation Plan. Participants in the Kōloa‐Poʻipū Area Circulation Plan’s public workshops identified, “Safety: more sidewalks, and bike paths (especially near schools), traffic calming and crosswalks” as priorities.

Likewise, expanding the number of walking and biking paths was the most strongly supported investment by the community through the Kōloa‐Poʻipū Area Circulation Plan’s public involvement process. The Kōloa‐Poʻipū Area Circulation Plan states, “In particular, the community expressed strong support for ….. increasing walking and biking options for safety, livability, and mobility reasons.” (emphasis added)

The Kōloa‐Poʻipū Area Circulation Plan refers to a letter from a Kōloa School teacher in September 2006, which states, “She also noted in a survey conducted of the school’s 5th graders that 50 percent of respondents indicated ‘a desire for access to activities in the larger community…’ and that students suggested bike paths and sidewalks to access these places and activities.”

The following are some of the Byway’s priority safety issues related to bicyclists and pedestrians, followed by recommend actions to address these safety issues.

Holo Holo Kōloa Scenic Byway Safety Analysis Corridor Management Plan Appendix E; Page 5

Hapa Trail

Issue: The most notable multiuse path within the Byway corridor is the Hapa Trail corridor. This corridor represents a potential non‐motorized connection between Kōloa and Poʻipū; however, the trail is not regularly maintained, and the walkway is mostly overgrown, making it difficult to safely use.

Addionally, in analyzing the Kōloa‐Poʻipū Area Circulation Plan, it noted that during community workshops for the development of the plan, the community participants voted the Hapa Trail roadway project as their number 1 priority project for implementation and number 1 priority project for funding.

Recommended Actions: It is recommended that the existing trail be upgraded to a lushly‐landscaped multiuse path that can accommodate pedestrians, bicyclists and emergency vehicles, as needed. The project should include a grade separation at the Cane Haul Connector, allowing for an almost uninterrupted pathway connecting Kōloa and Poʻipū. Cost ‐ $1.5 Million.

Anticipated Outcomes: A more upgraded Hapa trail can provide the following community benefits: • A safe route for pedestrians and bicyclists traveling mauka‐makai • An enhanced and safer experience for those visiting Kōloa and Poʻipū  An alternative emergency vehicle access

This recommended action was considered and addressed in the following reports that are discussed and summarized in Chapter 4:  Kauai General Plan (Planning District Vision calls for pedestrian and bike trails connecng Kōloa, Poʻipū and Kukui‘ula)  Kōloa‐Poʻipū Area Circulaon Plan (Funding Priority 1/Implementation Priority 1)  Kōloa‐Poʻip ū Area Circulaon Plan (The local community chose Hapa Trail as the Plan’s flagship project to connect communities, increase transportation and mobility options, preserve the area’s unique history, identity and culture, and improve the quality of life for residents and visitors)  Kōloa‐Poʻipū Area Circulaon Plan (Project Recommendation)  Kaua‘i Multimodal Land Transportation Plan (Highest Priority for sidewalks, crosswalks and walkways for safe routes to school and access to bus stops)  Kaua‘i Multimodal Land Transportation Plan (Communities’ “Vision of transportation on Kauai in 2035”)  Hawai‘i Strategic Highway Safety Plan (Update zoning codes and street design standards to support best practices for pedestrian and bicycle facilities and safety)  Hawai‘i Strategic Highway Safety Plan (Identify and prioritize bike and pedestrian facilities requiring upgrades and improvements and begin phased implementation)

Extend Hapa Trail

Issue: As stated in issue #6, the most notable multiuse path within the Byway corridor is the Hapa Trail corridor. If the Hapa trail is upgraded, (as stated in issue #6) it would end at Kōloa Town. However, there is no safe connector for walking or biking into the heart of Kōloa Town. Safety in downtown Kōloa is currently an issue due to traffic flow patterns, lack of significant bicycle and pedestrian facilities, and unsafe parking conditions.

Holo Holo Kōloa Scenic Byway Safety Analysis Corridor Management Plan Appendix E; Page 6

Recommended Actions: Extend the Hapa Trail mauka along Weliweli Road and connect to downtown Kōloa Town. Cost ‐ $550,000 (road extension, not shared‐use)

Anticipated Outcomes: An extension of Hapa trail into Kōloa Town can provide the following community benefits: • A safe route for pedestrians and bicyclists traveling into Kōloa Town • An enhanced and safer experience for those vising Kōloa Town  An alternave emergency vehicle access into Kōloa Town

This recommended action was considered and addressed in the following reports that are discussed and summarized in Chapter 4:  Kōloa‐Poʻipū Area Circulaon Plan (The local community chose Hapa Trail as the Plan’s flagship project to connect communities, increase transportation and mobility options, preserve the area’s unique history, identity and culture, and improve the quality of life for residents and visitors)  Kōloa‐Poʻipū Area Circulaon Plan (Project recommendation)  Kaua‘i Multimodal Land Transportation Plan (Highest Priority for sidewalks, crosswalks and walkways for safe routes to school and access to bus stops)  Kaua‘i Multimodal Land Transportation Plan (Communities’ “Vision of transportation on Kauai in 2035”)  Hawai‘i Strategic Highway Safety Plan (Update zoning codes and street design standards to support best practices for pedestrian and bicycle facilities and safety)  Hawai‘i Strategic Highway Safety Plan (Identify and prioritize bike and pedestrian facilities requiring upgrades and improvements and begin phased implementation)

Makai Promenade

Issue: There is currently no continuous “waterfront” path along the South Shore. Segments of pathways exist in fragments, especially east of Lawai Road, making the area hard to access and not safely accommodating to pedestrians and bicyclists.

This issue is further supported by the Department of Health’s EMS & Injury Prevention System Branch’s data which showed 3 bicycle accidents and 1 pedestrian accident along the south shore streets paralleling the ocean.

Recommended Actions: Development of a Makai Promenade ‐ a continuous multi‐use path paralleling the waterfront along the South Shore. Segments of pathways already exist in fragments, so the Makai Promenade would not need to be developed as an entirely new project, but rather as upgrades to existing paths and some new sections to connect them. Cost ‐ $3.2 million

Anticipated Outcomes: The Makai Promenade would connect the currently fragmented sidewalks, paths and trails along the waterfront into a safe unified pathway for pedestrians and bicyclists.

Holo Holo Kōloa Scenic Byway Safety Analysis Corridor Management Plan Appendix E; Page 7

This recommended action was considered and addressed in the following reports that are discussed and summarized in Chapter 4:  Kōloa‐Poʻipū Area Circulaon Plan (Project Recommendation)  Kauai General Plan (Planning District Vision calls for walkers, joggers and bicyclists on a connuous pedestrian/bicycle pathway from Spoung Horn to Māhā‘ulepū)  Kauai General Plan (Planning District Vision calls for pedestrian and bike trails connecng Kōloa, Poʻipū and Kukui‘ula)  Kaua‘i Multimodal Land Transportation Plan (Moderate Priority for coastal and other multi‐use trails)  Kaua‘i Multimodal Land Transportation Plan (Highest Priority for sidewalks, crosswalks and walkways for safe routes to school and access to bus stops)  Kaua‘i Multimodal Land Transportation Plan (Communities’ “Vision of transportation on Kauai in 2035”)  Hawai‘i Strategic Highway Safety Plan (Update zoning codes and street design standards to support best practices for pedestrian and bicycle facilities and safety)  Hawai‘i Strategic Highway Safety Plan (Identify and prioritize bike and pedestrian facilities requiring upgrades and improvements and begin phased implementation)  Department of Health’s EMS & Injury Prevention System Branch’s data

Kōloa Town Sidewalks

Issue: While there are some sidewalks in Kōloa and Poʻipū, the Byway generally lacks the type of continuous network necessary for safe, comfortable, and convenient walking and bicycling activity. Only one segment of Kōloa Road currently has sidewalks. Without adequate sidewalks in Kōloa town there are safety concerns for children walking to/from Kōloa School, particularly along Poʻipū Road and Waikomo Road.

This issue is further supported by the Department of Health’s EMS & Injury Prevention System Branch’s data which showed 2 pedestrian accidents on Poʻipū Road near Kōloa Elementary School. Additionally, development of sidewalks along Poʻipū Road was the Highest Priority “Pedestrian” Project during the workshops for the Kōloa‐Poʻipū Area Circulation Plan.

Recommended Action: Development of sidewalks in Kōloa Town (along Waikomo Road, Poʻipū Road and Kōloa Road) Cost ‐ $1.2 million ‐ Waikomo Road & Poʻipū Road; $85,000 ‐ Kōloa Road

Anticipated Outcome: Development/enhancement of sidewalks in Kōloa Town will address the communities primarily safety concerns for children attending Kōloa School, by providing them with safe routes to school via designated sidewalks.

This recommended action was considered and addressed in the following reports that are discussed and summarized in Chapter 4:  Kōloa‐Poʻipū Area Circulaon Plan (Project Recommendation)  Kauai General Plan (Planning District Vision calls for pedestrian walkways connecting to public parking)  Kaua‘i Multimodal Land Transportation Plan (Highest Priority for sidewalks, crosswalks and walkways for safe routes to school and access to bus stops)

Holo Holo Kōloa Scenic Byway Safety Analysis Corridor Management Plan Appendix E; Page 8

 Kaua‘i Multimodal Land Transportation Plan (Communities’ “Vision of transportation on Kauai in 2035”)  Hawai‘i Strategic Highway Safety Plan (Update zoning codes and street design standards to support best practices for pedestrian and bicycle facilities and safety)  Hawai‘i Strategic Highway Safety Plan (Identify and prioritize bike and pedestrian facilities requiring upgrades and improvements and begin phased implementation)  Department of Health’s EMS & Injury Prevention System Branch’s data

Bicycle Lanes

Issue: There are currently no dedicated bicycle facilities, such as on‐street bike lanes, within in the Byway. Some major streets, such as Ala Kinoiki and Poʻipū Road, have wide shoulders which accommodate bicyclists to varying degrees of safety. A few short, disconnected facilities, such as wide shoulders or side‐ street paths, are also present in Poʻipū.

This issue is further supported by the Department of Health’s EMS & Injury Prevention System Branch’s data which showed 3 bicycle crashes on Poʻipū Road.

Recommended Action: Striped Bicycle Lanes on Poʻipū Road, Ala Kinoiki, and Ho‘owili Road. Costs ‐ $1.9 million‐Ala Kinoiki, $2.3 million‐Poʻipū Road and $525,000‐Ho‘owili Road.

Anticipated Outcome: Striped bicycle lanes along Poʻipū Road, Ala Kinoiki, and Ho‘owili Road will provide dedicated lanes for bicyclists, creating a safer biking experience.

This recommended action was considered and addressed in the following reports that are discussed and summarized in Chapter 4:  Kōloa‐Poʻipū Area Circulaon Plan (Implement “complete streets” policy)  Kōloa‐Poʻipū Area Circulaon Plan (Project Recommendation ‐ Koloa Town Safety Improvements)  Kaua‘i Multimodal Land Transportation Plan (Highest priority to update County street design standards and implement “complete streets” policy)  Kaua‘i Multimodal Land Transportation Plan (Moderate priority to rural bicycle lanes)  Kaua‘i Multimodal Land Transportation Plan (Communities’ “Vision of transportation on Kauai in 2035”)  Hawai‘i Strategic Highway Safety Plan (Update zoning codes and street design standards to support best practices for pedestrian and bicycle facilities and safety)  Hawai‘i Strategic Highway Safety Plan (Identify and prioritize bike and pedestrian facilities requiring upgrades and improvements and begin phased implementation)  Kauai General Plan (Issues & Opportunities – Development of convenient and efficient facilities supporting bicycle transportation)  Department of Health’s EMS & Injury Prevention System Branch’s data

Transit Issues

Most of the Byways major roadways travel directly through Kōloa Town, which includes retail shops, restaurants, grocery stores, and other attractions, and is a major destination for local residents and tourists. Unfortunately, this concentration of roadways and activity has led to inefficient and unsafe

Holo Holo Kōloa Scenic Byway Safety Analysis Corridor Management Plan Appendix E; Page 9 traffic flow and circulation through the downtown area. All of these issues are exacerbated by the mixing of local, tourist/ visitor, and commuter/employment traffic.

The following are some of the Byway’s priority safety issues related to transit, followed by recommend actions to address these safety issues.

Kōloa‐Poʻipū Trolley

Issue: A unique “customer market” in the Kōloa‐Poʻipū area, as compared to most of the island, is residents, tourists/visitors, and employees traveling between Kōloa Town and Poʻipū Beach. The movement of people between the two main towns within the Byway is an important safety issue. For many people, walking and biking is not a safe option due to mobility issues.

Additionally, Poʻipu is a visitor destination town. Most visitors are unfamiliar with the area may prefer being able to access between the two towns via trolley instead of driving on their own.

Recommended Action: Initiate the Kōloa‐Poʻipū Trolley service looping between Kōloa and Poʻipū. This recommendation, one of the most strongly supported by the community, through the Kōloa‐Poʻipū Area Circulation Plan’s public workshops, envisions a trolley service circulating frequently between communities, allowing residents, and visitors to safely access both towns. Cost ‐ $300,000 per year.

Anticipated Outcome: This service would connect residents and visitors/tourists with local shops and attractions. The service could consist of two trolleys, each starting at opposite ends (one in Kōloa Town and one in Poʻipū) and circulating between both communities. Over time, the trolley could also funnel ridership to the Kaua‘i Bus system. Increasing public transportation within the Byway can reduce the number of cars on the road, meaning less traffic congestion and fewer chances for accidents, leading to a safer Byway. Additionally the trolley can provide for an enhanced and safer experience for those visiting Kōloa and Poʻipū. This recommended action was considered and addressed in the following reports that are discussed and summarized in Chapter 4:  Kōloa‐Poʻipū Area Circulaon Plan (Recommended Project)  Kauai General Plan (Building Public Facilities and Services Policy – Increased utilization of public transit)  Kauai General Plan (Issues & Opportunities – Development of convenient and efficient public transit services)

Kaua‘i Bus Service

Issue: Although ridership on the Kaua‘i Bus has gradually been increasing over time, service frequency to/from Kōloa and Poʻipū is currently limited. As stated in issue #11 above, for some people, driving, walking and biking is not a safe option due to mobility issues.

Recommended Action: More frequent Kaua‘i Bus service to/from Kōloa and Poʻipū.

Anticipated Outcome: Increasing public transportation within the Byway can reduce the number of cars on the road, meaning less traffic congestion and fewer chances for accidents, leading to a safer Byway.

Holo Holo Kōloa Scenic Byway Safety Analysis Corridor Management Plan Appendix E; Page 10

This recommended action was considered and addressed in the following reports that are discussed and summarized in Chapter 4:  Kōloa‐Poʻipū Area Circulaon Plan (Recommended Project)  Kaua‘i Multimodal Land Transportation Plan (Communities’ “Vision of transportation on Kauai in 2035”)  Kaua‘i Multimodal Land Transportation Plan (Highest priority is increase service levels on commuter bus routes)  Kauai General Plan (Building Public Facilities and Services Policy – Continue to operate the Kauai Bus; seek to increase ridership and expand services)  Kauai General Plan (Building Public Facilities and Services Policy – Increased utilization of public transit)  Kauai General Plan (Issues & Opportunities – Development of convenient and efficient public transit services)  Kauai General Plan (Bus Transit – Increased bus service in Kōloa/Poʻipū)

The specific engineering and roadwork actions for safety or any other improvement/action are beyond the scope, scale and responsibility of the Sponsor and Local Byway Committee for the Holo Holo Kōloa Scenic Byway.

In reviewing the safety matters on the road and making these recommendations, the Sponsor and Committee are not assuming any responsibility for implementation, nor are they accepting any liable for any present or future incidents that have/may occur due to inaction or actions taken by agencies responsible for respective road segments.

The Sponsor and Local Byway Committee will continue to monitor the situation, as well as work with and provide support to responsible agencies to see that safety and traveler experiences are maximized along the Scenic Byway. However, all actions/inactions by the Sponsor and Committee do not place liability or responsibility on these parties.

Holo Holo Kōloa Scenic Byway Safety Analysis Corridor Management Plan Appendix E; Page 11

Traffic Collision Data ‐ Kōloa‐Poʻipū Area

Kaua‘i County Police Department “Crime Mapping” Data In analyzing hazards and safety issues along the Byway, we contacted the Kaua‘i County Police Department, an institutional partner. After sharing with them the type of information we were looking for, they stated that we would need to use the Kaua‘i Police Department’s 'crime' mapping page, available at http://www.kauai.gov/?tabid=644. They noted that the crime map contained a variety of crime data and that we would have to extract the information we needed from the map since traffic specific information was not available in any other form.

The crime map is interactive and offers 27 different crime categories. For this analysis “Traffic Incident” was appropriate and used. Within the “Traffic Incident” category, there are a variety of crime types (traffic collision, abandoned vehicle, fraudulent use of license plate etc.), many of which are not relevant to specific traffic safety issues.

After discussing the crime map with Sergeant Green of the Kaua‘i Police Department, it was determined that the relevant information, for this analysis, was classified as Traffic Collision Major and Traffic Collision Minor. (Traffic Collision Minor = Accident on a Highway with no injuries and/or damage less than $5,000 and Traffic Collision Major = Accident on a Highway with injuries and/or damage over $5,000). For the analysis, “Traffic Collision Major” and “Traffic Collision Minor” incidents occurring within the Kōloa/Poʻipū area from 01/01/11 through 06/30/13 was extracted.

The data gathered includes the information which was included on the crime map, i.e. incident number; crime type (Traffic Collision Minor or Traffic Collision Major;) date and time of incident; the address of the incident and the location of the incident (street, address or intersection). The chronological listing of Minor and Major Traffic Collisions follows (verbatim off the website:)

KAUA‘I COUNTY POLICE DEPARTMENT “CRIME MAPPING” DATA JANUARY 1, 2011 THROUGH JUNE 30, 2013 INCIDENT CRIME DATE/TIME ADDRESS STREET 2011‐143 TRAFFIC COLLISION 1/2/2011 12:54 HOONANI RD BLDG, X POIPU, Street (MINOR) 96756 2011‐1539 TRAFFIC COLLISION 1/18/2011 19:09 KAUAMUALII/MALUHIA KOLOA, Intersection (MINOR) 96754 2011‐1909 TRAFFIC COLLISION 1/22/2011 20:34 53XX KOLOA RD, KOLOA, 96756 Address (MINOR) 2011‐1986 TRAFFIC COLLISION 1/23/2011 20:23 32XX POIPU RD, KOLOA, 96756 Address (MINOR) 2011‐2006 TRAFFIC COLLISION 1/24/2011 7:59 KOLOA RD / ALA KALANI KAUMAKA Intersection (MINOR) JUNCTION KOLOA, 96756 2011‐2236 TRAFFIC COLLISION 1/26/2011 16:58 KIAHUNA PLANTATION DR. / POIPU Intersection (MINOR) RD. POIPU, 96756 2011‐2876 TRAFFIC COLLISION 2/3/2011 3:00 FRONTING, 22XX HOOHU RD, Address (MAJOR) POIPU, 96756 2011‐3113 TRAFFIC COLLISION 2/5/2011 12:23 ALA KINOIKI RD & WAILAAU, Intersection (MAJOR) KOLOA, 96756 2011‐3255 TRAFFIC COLLISION 2/7/2011 11:00 Koloa Rd / Weliweli KOLOA, 96756 Intersection (MINOR)

Holo Holo Kōloa Scenic Byway Safety Analysis Corridor Management Plan Appendix E; Page 12

INCIDENT CRIME DATE/TIME ADDRESS STREET 2011‐3951 TRAFFIC COLLISION 2/15/2011 11:55 KOLOA JUNCTION & MALUHIA RD Intersection (MINOR) RD, KOLOA, 96756 2011‐4982 TRAFFIC COLLISION 2/26/2011 16:16 KOLOA JUNCTION & MALUHIA RD, Intersection (MINOR) KOLOA, 96756 2011‐5096 TRAFFIC COLLISION 2/27/2011 20:53 KOLOA JUNCTION & POIPU RD RD, Intersection (MINOR) KOLOA, 96756 2011‐5427 TRAFFIC COLLISION 3/3/2011 20:45 PAANAU ROAD/HIKINA STREET Intersection (MAJOR) KOLOA, 96756 2011‐6236 TRAFFIC COLLISION 3/12/2011 17:50 POIPU RD/ KOLOA RD KOLOA, Intersection (MINOR) 96756 2011‐7396 TRAFFIC COLLISION 3/25/2011 21:00 VIC, 24XX HOONANI RD, POIPU, Address (MINOR) 96756 2011‐8383 TRAFFIC COLLISION 4/6/2011 19:40 FRTG, 37XX MAMAKI ST, KOLOA, Address (MINOR) 96756 2011‐10027 TRAFFIC COLLISION 4/24/2011 8:43 MALUHIA RD. KOLOA, 96756 Street (MINOR) 2011‐10760 TRAFFIC COLLISION 5/2/2011 12:14 POIPU RD. KOLOA, 96756 Street (MINOR) 2011‐11024 TRAFFIC COLLISION 5/5/2011 18:45 WAIKOMO RD KOLOA, 96756 Street (MINOR) 2011‐11538 TRAFFIC COLLISION 5/11/2011 13:56 ALA KINOIKI ROAD POIPU, 96756 Street (MAJOR) 2011‐12393 TRAFFIC COLLISION 5/20/2011 10:20 ELEMENTARY SCHOOL ON PAANAU Street (MAJOR) RD KOLOA, 96756 2011‐12441 TRAFFIC COLLISION 5/20/2011 16:52 POIPU ROAD KOLOA, 96756 Street (MINOR) 2011‐13105 TRAFFIC COLLISION 5/27/2011 21:57 24XX HOONANI RD, POIPU, 96756 Address (MINOR) 2011‐13616 TRAFFIC COLLISION 6/2/2011 22:00 28XX Poipu Rd, POIPU, 96756 Address (MAJOR) 2011‐14179 TRAFFIC COLLISION 6/9/2011 12:55 MALUHIA RD KOLOA, 96756 Street (MINOR) 2011‐14344 TRAFFIC COLLISION 6/11/2011 2:05 KOLOA RD LAWAI, 96765 Street (MINOR) 2011‐14395 TRAFFIC COLLISION 6/11/2011 20:34 54XX KOLOA RD, KOLOA, 96756 Address (MINOR) 2011‐14744 TRAFFIC COLLISION 6/16/2011 1:15 WAIKOMO RD KOLOA, 96756 Street (MAJOR) 2011‐14881 TRAFFIC COLLISION 6/16/2011 15:00 16XX KELEKA STREET, POIPU, 96756 Address (MINOR) 2011‐15280 TRAFFIC COLLISION 6/22/2011 11:00 KIAHUNA PLANTATION DRIVE Street (MINOR) POIPU, 96756 2011‐16265 TRAFFIC COLLISION 7/3/2011 2:29 32XX POIPU RD, KOLOA, 96756 Address (MINOR) 2011‐16443 TRAFFIC COLLISION 7/5/2011 5:47 MALUHIA RD. KOLOA, 96756 Street (MAJOR) 2011‐17056 TRAFFIC COLLISION 7/12/2011 0:57 MALUHIA RD. KOLOA, 96756 Street (MINOR) 2011‐17246 TRAFFIC COLLISION 7/14/2011 2:30 18XX PEE RD, POIPU, 96756 Address

Holo Holo Kōloa Scenic Byway Safety Analysis Corridor Management Plan Appendix E; Page 13

(MINOR) INCIDENT CRIME DATE/TIME ADDRESS STREET 2011‐17592 TRAFFIC COLLISION 7/17/2011 21:00 MALUHIA RD. KOLOA, 96756 Street (MAJOR) 2011‐17790 TRAFFIC COLLISION 7/20/2011 11:11 54XX KOLOA RD, KOLOA, 96756 Address (MINOR) 2011‐17960 TRAFFIC COLLISION 7/22/2011 1:00 FRONTING, 23XX HOOHU RD, Address (MINOR) KOLOA, 96756 2011‐18160 TRAFFIC COLLISION 7/24/2011 10:45 15XX POIPU RD, POIPU, 96756 Address (MINOR) 2011‐18815 TRAFFIC COLLISION 7/30/2011 21:00 POIPU RD./ ALA KINOIKI WY. Intersection (MINOR) JUNCTION. POIPU, 96756 2011‐19180 TRAFFIC COLLISION 8/3/2011 18:17 KOLOA RD / ALA KALANI KAUMAKA Intersection (MINOR) RD KOLOA, 96756 2011‐19194 TRAFFIC COLLISION 8/3/2011 22:45 WELIWEILI RD/ ALA KINOIKI KOLOA, Street (MINOR) 96756 2011‐19508 TRAFFIC COLLISION 8/7/2011 17:30 POIPU / KOLOA RD. JUNCTION Intersection (MINOR) KOLOA, 96756 2011‐20268 TRAFFIC COLLISION 8/14/2011 13:00 POIPU RD. KOLOA, 96756 Street (MINOR) 2011‐20297 TRAFFIC COLLISION 8/14/2011 18:30 KOLOA RD LAWAI, 96765 Street (MAJOR) 2011‐21585 TRAFFIC COLLISION 8/27/2011 1:00 ALA KALANIKAUMAKA RD POIPU, Street (MAJOR) 96756 2011‐22358 TRAFFIC COLLISION 9/4/2011 16:40 POIPU RD KOLOA, 96756 Street (MAJOR) 2011‐22477 TRAFFIC COLLISION 9/6/2011 6:50 MALUHIA RD KOLOA, 96756 Street (MAJOR) 2011‐22597 TRAFFIC COLLISION 9/7/2011 12:30 WAIKOMO RD. KOLOA, 96756 Street (MINOR) 2011‐23372 TRAFFIC COLLISION 9/8/2011 12:00 MAMAKI ST. KOLOA, 96756 Street (MINOR) 2011‐24045 TRAFFIC COLLISION 9/24/2011 15:00 24XX HOONANI RD, POIPU, 96741 Address (MINOR) 2011‐24540 TRAFFIC COLLISION 9/30/2011 9:40 ALA KINOIKI RD. KOLOA, 96756 Street (MAJOR) 2011‐24575 TRAFFIC COLLISION 9/30/2011 18:43 ALA KALANIKAUMAKA WY. KOLOA, Street (MINOR) 96756 2011‐24730 TRAFFIC COLLISION 10/2/2011 16:30 KOLOA RD LAWAI, 96765 Street (MINOR) 2011‐24760 TRAFFIC COLLISION 10/3/2011 2:40 28XX POIPU, KOLOA, 96756 Address (MAJOR) 2011‐25301 TRAFFIC COLLISION 10/9/2011 2:20 MALUHIA RD N OF EMI RD KOLOA, Street (MINOR) 96756 2011‐25789 TRAFFIC COLLISION 10/14/2011 7:30 FRTING, 58XX WAILAAU RD, Address (MINOR) KOLOA, 96756 2011‐26005 TRAFFIC COLLISION 10/17/2011 8:30 50XX LAWAI RD, KOLOA, 96756 Address (MINOR) 2011‐26058 TRAFFIC COLLISION 10/18/2011 7:47 KAUMUALII HWY/ MALUHIA Intersection (MINOR) KOLOA, 96756

Holo Holo Kōloa Scenic Byway Safety Analysis Corridor Management Plan Appendix E; Page 14

INCIDENT CRIME DATE/TIME ADDRESS STREET 2011‐27385 Accident Inv. 10/25/2011 MAHAULEPUU ROAD POIPU, 96756 Street Substantial Bodily 13:15 Injury 2011‐26860 TRAFFIC COLLISION 10/26/2011 POIPU / KOLOA RD JCT KOLOA, Intersection (MINOR) 23:00 96756 2011‐29631 TRAFFIC COLLISION 12/2/2011 6:45 KOLOA RD / POIPU RD JUNCTION Intersection (MAJOR) KOLOA, 96756 2011‐29937 TRAFFIC COLLISION 12/6/2011 11:15 KIAHUNA PLANTATION DRIVE Street (MINOR) KOLOA, 96756 2011‐30421 TRAFFIC COLLISION 12/13/2011 0:48 KOLOA RD / MALUHIA RD Intersection (MINOR) INTERSECTION KOLOA, 96756 2011‐30846 TRAFFIC COLLISION 12/18/2011 FRONTING, 33XX POIPU ROAD, Address (MINOR) 12:09 KOLOA, 96756 2011‐30951 TRAFFIC COLLISION 12/19/2011 DIRT RD & PARKING LOT OFF POIPU Street (MINOR) 12:00 ROAD, KOLOA, 96756 2011‐31009 TRAFFIC COLLISION 12/20/2011 POIPU RD KOLOA, 96756 Street (MINOR) 10:15 2011‐31412 TRAFFIC COLLISION 12/26/2011 9:42 FRONTING, 33XX WAIKOMO ROAD, Address (MAJOR) KOLOA, 96756 2012‐01534 TRAFFIC COLLISION 1/20/2012 13:40 POIPU RD./ KIPUKA RD. JUNCTION Intersection (MINOR) KOLOA, 96756 2012‐02050 TRAFFIC COLLISION 1/26/2012 11:30 WAIKOMO RD // POIPU RD POIPU, Intersection (MINOR) 96756 2012‐02723 TRAFFIC COLLISION 2/3/2012 23:32 23XX KIPUKA ST POIPU RD, KOLOA, Intersection (MAJOR) 96756 2012‐02875 TRAFFIC COLLISION 2/5/2012 8:30 ALA KINOIKI RD KOLOA, 96756 Street (MAJOR) 2012‐03039 TRAFFIC COLLISION 2/8/2012 17:53 51XX HOONA ROAD, POIPU, 96756 Address (MINOR) 2012‐03075 TRAFFIC COLLISION 2/9/2012 11:00 16XX PEE ROAD, POIPU, 96756 Address (MINOR) 2012‐03376 TRAFFIC COLLISION 2/12/2012 17:28 23XX NALO RD, POIPU, 96756 Address (MAJOR) 2012‐03828 TRAFFIC COLLISION 2/14/2012 20:56 28XX POIPU RD, POIPU, 96756 Address (MAJOR) 2012‐04615 TRAFFIC COLLISION 2/24/2012 21:37 KAUMUALII / MALUHIA KOLOA, Intersection (MAJOR) 96756 2012‐05291 TRAFFIC COLLISION 3/5/2012 12:10 FRONTING, 32XX POIPU RD, Address (MINOR) KOLOA, 96756 2012‐06515 TRAFFIC COLLISION 3/19/2012 17:40 24XX HOONANI RD, KOLOA, 96756 Address (MINOR) 2012‐06699 TRAFFIC COLLISION 3/21/2012 14:00 HOONA RD KOLOA, 96756 Street (MINOR) 2012‐06792 TRAFFIC COLLISION 3/22/2012 23:30 ALA KALANIKAUMAUKA WY. Street (MINOR) POIPU, 96756 2012‐06915 TRAFFIC COLLISION 3/24/2012 17:04 36XX POIPU RD, KOLOA, 96756 Address (MAJOR) 2012‐07125 TRAFFIC COLLISION 3/27/2012 18:00 50XX LAWAI RD, KOLOA, 96756 Address (MAJOR) Holo Holo Kōloa Scenic Byway Safety Analysis Corridor Management Plan Appendix E; Page 15

INCIDENT CRIME DATE/TIME ADDRESS STREET 2012‐07823 TRAFFIC COLLISION 4/5/2012 16:10 ALA KALANI KAUMAKA POIPU, Street (MINOR) 96756 2012‐07949 TRAFFIC COLLISION 4/7/2012 14:32 ALA KALANIKAUMAKA ROAD Street (MINOR) POIPU, 96756 2012‐08099 TRAFFIC COLLISION 4/9/2012 16:04 53XX KOLOA RD, KOLOA, 96756 Address (MINOR) 2012‐08270 TRAFFIC COLLISION 4/11/2012 15:20 347XX WELIWELI RD, KOLA, 96756 Address (MINOR) 2012‐08540 TRAFFIC COLLISION 4/14/2012 16:15 HOONE RD. KOLOA, 96756 Street (MINOR) 2012‐08537 TRAFFIC COLLISION 4/14/2012 16:29 WAILAAU RD // MALUHIA RD Intersection (MINOR) KOLOA, 96756 2012‐08933 TRAFFIC COLLISION 4/19/2012 12:00 POIPU ROAD POIPU, 96756 Street (MINOR) 2012‐09122 TRAFFIC COLLISION 4/22/2012 0:04 MALUHIA RD KOLOA, 96756 Street (MAJOR) 2012‐09186 TRAFFIC COLLISION 4/22/2012 18:18 15XX POIPU RD, KOLOA, 96756 Address (MINOR) 2012‐09810 TRAFFIC COLLISION 4/28/2012 20:00 FRONTING, 18XX HOONE ROAD, Address (MINOR) KOLOA, 96756 2012‐09823 TRAFFIC COLLISION 4/29/2012 18:50 KOLOA RD / ALA KALANIKAUMAKA Intersection (MINOR) KOLOA, 96756 2012‐11006 TRAFFIC COLLISION 5/12/2012 19:50 MALUHIA RD/ ALA KINOIKI WY. Intersection (MINOR) JUNCTION KOLOA, 96756 2012‐10973 TRAFFIC COLLISION 5/13/2012 19:00 MALUHIA RD // ALA KINOIKI RD Intersection (MAJOR) KOLOA, 96756 2012‐11330 TRAFFIC COLLISION 5/18/2012 2:57 WELIWELI RD / HAPA RD KOLOA, Intersection (MINOR) 96756 2012‐11719 TRAFFIC COLLISION 5/22/2012 20:06 KOLOA RD/ MALUHIA JCT KOLOA, Intersection (MINOR) 96756 2012‐12274 TRAFFIC COLLISION 5/28/2012 7:00 KAUAMUALII HWY / MALUHIA RD Intersection (MAJOR) KOLOA, 96756 2012‐12608 TRAFFIC COLLISION 6/1/2012 11:21 HOONA RD POIPU, 96756 Street (MINOR) 2012‐12952 TRAFFIC COLLISION 6/5/2012 8:23 ALAKINOIKI ROAD POIPU, 96756 Street (MINOR) 2012‐13439 TRAFFIC COLLISION 6/10/2012 22:25 KOLOA RD // WELIWELI ST KOLOA, Intersection (MINOR) 96756 2012‐13829 TRAFFIC COLLISION 6/15/2012 12:54 KAUMUALII HWY / MALUHIA JCT Intersection (MAJOR) KOLOA, 96756 2012‐14474 TRAFFIC COLLISION 6/23/2012 12:27 34XX WELIWELI RD, KOLOA, 96756 Address (MINOR) 2012‐14926 TRAFFIC COLLISION 6/26/2012 17:15 23XX KIAHUNA PLANTATION DR Street (MINOR) POIPU SHOPPING VILLAGE, 96756 2012‐14902 TRAFFIC COLLISION 6/29/2012 0:45 HOOWILI RD // POIPU RD POIPU, Intersection (MINOR) 96756 2012‐14971 TRAFFIC COLLISION 6/29/2012 17:00 HOONANI RD POIPU, 96756 Street (MINOR)

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INCIDENT CRIME DATE/TIME ADDRESS STREET 2012‐15076 TRAFFIC COLLISION 7/1/2012 14:00 FRONTING, 25XX HOONANI RD, Address (MINOR) POIPU, 96756 2012‐15811 TRAFFIC COLLISION 7/10/2012 9:40 HOONANI RD. KOLOA, 96756 Street (MINOR) 2012‐16407 TRAFFIC COLLISION 7/17/2012 10:13 MALUHIA RD KOLOA, 96756 Street (MINOR) 2012‐17407 TRAFFIC COLLISION 7/29/2012 22:37 ALA KALANIKAUMAKA ST POIPU, Street (MAJOR) 96756 2012‐17516 TRAFFIC COLLISION 7/31/2012 7:20 FRONTING, 5575XX WAILAAU RD, Address (MAJOR) KOLOA, 96756 2012‐17647 TRAFFIC COLLISION 8/1/2012 14:40 54XX KOLOA RD, KOLOA, 96756 Address (MINOR) 2012‐17743 TRAFFIC COLLISION 8/2/2012 18:44 POIPU RD/ALA KINOIKI KOLOA, Intersection (MINOR) 96756 2012‐17827 TRAFFIC COLLISION 8/3/2012 21:40 WELIWELI RD. KOLOA, 96756 Street (MINOR) 2012‐18271 TRAFFIC COLLISION 8/9/2012 11:00 HOONE RD/ HOOWILI RD POIPU, Intersection (MAJOR) 96756 2012‐18299 TRAFFIC COLLISION 8/9/2012 16:55 MALUHIA RD KOLOA, 96756 Street (MAJOR) 2012‐18448 TRAFFIC COLLISION 8/11/2012 9:34 KAUMUALII HWY VIC MALUHIA RD Street (MINOR) KOLOA, 96756 2012‐18982 TRAFFIC COLLISION 8/17/2012 13:00 37XX ALOHA PL, KOLOA, 96756 Address (MINOR) 2012‐19405 TRAFFIC COLLISION 8/22/2012 13:10 MALUHIA RD/ALA KONOIKI KOLOA, Intersection (MAJOR) 96756 2012‐20552 TRAFFIC COLLISION 9/4/2012 16:15 MALUHIA RD. KOLOA, 96756 Street (MINOR) 2012‐20617 TRAFFIC COLLISION 9/5/2012 10:35 KOLOA RD // POIPU RD KOLOA, Intersection (MAJOR) 96756 2012‐20657 TRAFFIC COLLISION 9/5/2012 18:00 52XX PAANAU RD, KOLOA, 96756 Address (MINOR) 2012‐23566 TRAFFIC COLLISION 9/7/2012 7:00 POIPU // MALINO KOLOA, 96756 Intersection (MAJOR) 2012‐21134 TRAFFIC COLLISION 9/10/2012 15:00 HOOLEI STREET KOLOA, 96756 Street (MINOR) 2012‐21118 TRAFFIC COLLISION 9/11/2012 7:30 53XX KOLOA RD, KOLOA, 96756 Address (MINOR) 2012‐21196 TRAFFIC COLLISION 9/12/2012 10:17 POIPU RD // ALA KINOIKI RD POIPU, Intersection (MAJOR) 96756 2012‐21843 TRAFFIC COLLISION 9/19/2012 12:30 LAWAI RD // HOONA RD KOLOA, Intersection (MINOR) 96756 2012‐21892 TRAFFIC COLLISION 9/20/2012 1:30 KOLOA RD & POIPU RD, INT KOLOA, Intersection (MAJOR) 96756 2012‐22260 TRAFFIC COLLISION 9/24/2012 13:17 24XX HOONANI RD, POIPU, 96754 Address (MINOR) 2012‐22563 TRAFFIC COLLISION 9/27/2012 23:25 32XX POIPU RD, KOLOA, 96756 Address (MAJOR)

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INCIDENT CRIME DATE/TIME ADDRESS STREET 2012‐23558 TRAFFIC COLLISION 10/10/2012 6:35 POIPU RD // KOLOA RD KOLOA, Intersection (MINOR) 96756 2012‐23931 TRAFFIC COLLISION 10/13/2012 53XX MALINO RD, KOLOA, 96756 Address (MINOR) 10:00 2012‐24620 TRAFFIC COLLISION 10/22/2012 MALUHIA RD/ WAILAAU RD JCT Intersection (MINOR) 14:20 KOLOA, 96766 2012‐25056 TRAFFIC COLLISION 10/27/2012 POIPU RD KOLOA, 96756 Street (MINOR) 21:50 2012‐25415 TRAFFIC COLLISION 10/31/2012 MALUHIA RD / KOLOA RD JCT. Intersection (MINOR) 10:45 KOLOA, 96756 2012‐26357 TRAFFIC COLLISION 11/12/2012 ALA KINOIKI RD / POIPU RD KOLOA, Intersection (MINOR) 11:30 96756 2012‐26493 TRAFFIC COLLISION 11/14/2012 2:14 KOLOA RD / ALA KALANI KAUMAKA Intersection (MAJOR) KOLOA, 96756 2012‐26513 TRAFFIC COLLISION 11/14/2012 8:10 LAWAI BRIDGE LAWAI, 96765 Street (MINOR) 2012‐26548 TRAFFIC COLLISION 11/14/2012 KOLOA JCT & POIPUS RD, KOLOA, Intersection (MINOR) 13:13 96756 2012‐26814 TRAFFIC COLLISION 11/17/2012 MALUHIA // KAUMUALII HWY Intersection (MAJOR) 20:47 KOLOA, 96756 2012‐26975 TRAFFIC COLLISION 11/19/2012 32XX POIPU RD, KOLOA, 96756 Address (MINOR) 21:05 2012‐28026 TRAFFIC COLLISION 12/2/2012 17:40 54XX KOLOA RD, KOLOA, 96756 Address (MINOR) 2012‐28224 TRAFFIC COLLISION 12/5/2012 7:56 KOLOA RD // OLD MILL PL KOLOA, Intersection (MINOR) 96756 2012‐28539 TRAFFIC COLLISION 12/8/2012 16:34 POIPU RD FRONTING, 30XX POIPU Address (MAJOR) RD, KOLOA, 96756 2012‐28587 TRAFFIC COLLISION 12/9/2012 11:25 24XX HOONANI RD, KOLOA, 96756 Address (MINOR) 2012‐29128 TRAFFIC COLLISION 12/14/2012 0:30 23XX KIPUKA ST, KOLOA, 96756 Address (MAJOR) 2012‐29263 TRAFFIC COLLISION 12/16/2012 KUKUIULA HARBOR KOLOA, 96756 Address (MINOR) 17:20 2012‐29364 TRAFFIC COLLISION 12/17/2012 5:00 35XX OLD MILL PL, KOLOA, 96756 Address (MAJOR) 2012‐29534 TRAFFIC COLLISION 12/20/2012 KAUMUALII JUNCTION & MALUHIA Intersection (MINOR) 15:00 ROAD HWY, KOLOA, 96756 2012‐29561 TRAFFIC COLLISION 12/20/2012 ALA KINOIKI RD // WELIWELI RD Street (MAJOR) 21:54 KOLOA, 96756 2012‐30300 TRAFFIC COLLISION 12/29/2012 POIPU RD/ ALA KINOIKI KOLOA, Intersection (MAJOR) 15:09 96766 2012‐30503 TRAFFIC COLLISION 12/31/2012 POIPU RD. KOLOA, 96756 Street (MINOR) 21:30 2012‐30519 TRAFFIC COLLISION 12/31/2012 18XX PEE RD, KOLOA, 96756 Address (MINOR) 22:25 2013‐00124 TRAFFIC COLLISION 1/2/2013 13:30 18XX PEE RD, POIPU, 96756 Address (MAJOR)

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INCIDENT CRIME DATE/TIME ADDRESS STREET 2013‐00449 TRAFFIC COLLISION 1/6/2013 13:05 KOLOA RD LAWAI, 96765 Street (MINOR) 2013‐00805 TRAFFIC COLLISION 1/10/2013 19:15 X 10 SOUTH KAUMUALII HWY Intersection (MINOR) MALUHIA RD, KOLOA, 96756 2013‐00981 TRAFFIC COLLISION 1/12/2013 16:00 HOONE RD / LAWAI RD KOLOA, Street (MINOR) 96756 2013‐01254 TRAFFIC COLLISION 1/16/2013 7:47 34XX POIPU RD, KOLOA, 96756 Address (MINOR) 2013‐01454 TRAFFIC COLLISION 1/18/2013 11:30 MALUHIA RD KOLOA, 96 Street (MINOR) 2013‐01596 TRAFFIC COLLISION 1/20/2013 12:12 POIPU SHOPPING VILLAGE POIPU, Street (MINOR) 96756 2013‐01648 TRAFFIC COLLISION 1/21/2013 11:10 POIPU RD. KOLOA, 96756 Street (MINOR) 2013‐02188 TRAFFIC COLLISION 1/27/2013 17:30 MALUHIA RD KOLOA, 96756 Street (MINOR) 2013‐02617 TRAFFIC COLLISION 2/2/2013 1:05 52XX KOLOA ROAD, KOLOA, 96756 Address (MAJOR) 2013‐02743 TRAFFIC COLLISION 2/3/2013 15:30 50XX LAWAI RD, KOLOA, 96756 Address (MINOR) 2013‐02955 TRAFFIC COLLISION 2/6/2013 11:43 54XX KOLOA RD, KOLOA, 96756 Address (MINOR) 2013‐03521 TRAFFIC COLLISION 2/12/2013 18:00 KUKONA A LAA ST. POIPU, 96756 Street (MINOR) 2013‐03512 TRAFFIC COLLISION 2/13/2013 9:11 KAPILI / POIPU RD JUNCTION Intersection (MAJOR) POIPU, 96756 2013‐04165 TRAFFIC COLLISION 2/18/2013 14:30 MALUHIA RD KOLOA, 96756 Street (MINOR) 2013‐03934 TRAFFIC COLLISION 2/18/2013 16:40 POIPU ROUNDABOUT POIPU, Street (MINOR) 96756 2013‐04519 TRAFFIC COLLISION 2/25/2013 11:23 23XX KIAHUNA PLANTATION DR, Address (MAJOR) POIPU, 96756 2013‐06043 TRAFFIC COLLISION 3/15/2013 13:00 HOONE RD POIPU, 96756 Street (MINOR) 2013‐06344 TRAFFIC COLLISION 3/18/2013 19:05 POIPU RD / KOLOA RD JUNCTION Intersection (MINOR) KOLOA, 96756 2013‐06347 TRAFFIC COLLISION 3/22/2013 13:31 POIPU RD / PEE RD JUNCTION Intersection (MINOR) KOLOA, 96756 2013‐07202 TRAFFIC COLLISION 3/29/2013 10:17 34XX POIPU RD, KOLOA, 96756 Address (MAJOR) 2013‐07341 TRAFFIC COLLISION 3/31/2013 2:55 LWR MALUHIA RD NEAR BRIDGE Street (MINOR) KOLOA, 96756 2013‐07434 TRAFFIC COLLISION 3/31/2013 15:00 POIPU BEACH PARK, POIPU, 96756 Address (MINOR) 2013‐07631 TRAFFIC COLLISION 4/4/2013 7:40 KOLOA RD/POIPU RD JUNCTION Intersection (MAJOR) KOLOA, 96756 2013‐07948 TRAFFIC COLLISION 4/6/2013 12:16 HOOWELI RD KOLOA, 96756 Street (MINOR)

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INCIDENT CRIME DATE/TIME ADDRESS STREET 2013‐08003 TRAFFIC COLLISION 4/7/2013 6:18 KOLOA RD VIC KANESHIRO FARM Street (MINOR) KOLOA, 96756 2013‐08034 TRAFFIC COLLISION 4/7/2013 15:45 AINAKA RD KOLOA, 96756 Street (MINOR) 2013‐08780 TRAFFIC COLLISION 4/13/2013 14:30 AINAKA ST KOLOA, 96756 Street (MINOR) 2013‐08592 TRAFFIC COLLISION 4/14/2013 2:01 MALUHIA RD KOLOA, 96756 Street (MINOR) 2013‐09494 TRAFFIC COLLISION 4/24/2013 11:30 MALUHIA RD KOLOA, 96756 Street (MINOR) 2013‐09958 TRAFFIC COLLISION 4/29/2013 23:49 MALUHIA RD KOLOA, 96756 Street (MAJOR) 2013‐10385 TRAFFIC COLLISION 5/5/2013 2:15 ALA KALANIKAUMAKA POIPU, Street (MAJOR) 96756 2013‐10505 TRAFFIC COLLISION 5/6/2013 20:00 39XX OMAO RD KOLOA, 96756 Address (MINOR) 2013‐10647 TRAFFIC COLLISION 5/8/2013 12:40 KOLOA RD/MALUHIA RD KOLOA, Intersection (MINOR) 96756 2013‐10713 TRAFFIC COLLISION 5/9/2013 7:19 WAIKOMO RD @ X LANE BRIDGE Street (MAJOR) POIPU, 96756 2013‐11007 TRAFFIC COLLISION 5/13/2013 12:25 KAUMUALII HWY VIC KNUDSEN Street (MAJOR) GAP KOLOA, 96756 2013‐11173 TRAFFIC COLLISION 5/15/2013 2:00 54XX KOLOA RD KOLOA, 96756 Address (MINOR) 2013‐11318 TRAFFIC COLLISION 5/16/2013 20:21 KAUMUALII RD & MALUHIA HWY, Intersection (MAJOR) INT KOLOA, 96756 2013‐12001 TRAFFIC COLLISION 5/24/2013 20:30 WELIWELI RD KOLOA, 96756 Street (MINOR) 2013‐12640 TRAFFIC COLLISION 6/1/2013 23:55 MALUHIA RD KOLOA, 96756 Street (MAJOR) 2013‐12814 TRAFFIC COLLISION 6/3/2013 16:30 KOLOA PARK KOLOA, 96756 Address (MINOR) 2013‐12969 TRAFFIC COLLISION 6/4/2013 16:45 54XX KOLOA ROAD KOLOA, 96756 Address (MINOR) 2013‐13097 TRAFFIC COLLISION 6/7/2013 8:05 MALUHIA RD/KOLOA RD KOLOA, Intersection (MINOR) 96756 2013‐13307 TRAFFIC COLLISION 6/9/2013 22:20 POIPU RD KOLOA, 96756 Street (MAJOR) 2013‐13697 TRAFFIC COLLISION 6/14/2013 16:12 KOLOA RD/ALA KALANIKAUMAKA Intersection (MINOR) RD KOLOA, 96756 2013‐13717 TRAFFIC COLLISION 6/14/2013 19:10 39XX OHUOHU ST KOLOA, 96756 Address (MAJOR) 2013‐13810 TRAFFIC COLLISION 6/15/2013 22:30 ALA KALANIKAUMAKA RD 3XX S OF Intersection (MINOR) KOLOA RD POIPU, 96756 2013‐14005 TRAFFIC COLLISION 6/18/2013 8:20 LAWAI BEACH RESORT POIPU, Street (MINOR) 96756 2013‐14336 TRAFFIC COLLISION 6/21/2013 16:50 MALUHIA RD KOLOA, 96756 Street (MAJOR)

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INCIDENT CRIME DATE/TIME ADDRESS STREET 2013‐14396 TRAFFIC COLLISION 6/22/2013 0:15 28XX POIPU RD POIPU, 96756 Address (MINOR) 2013‐14545 TRAFFIC COLLISION 6/24/2013 20:40 KAUMUALII HWY/MALUHIA RD Intersection (MINOR) KOLOA, 96756 2013‐14952 TRAFFIC COLLISION 6/30/2013 1:14 WELIWELI RD KOLOA, 96756 Street (MAJOR) 2013‐14961 TRAFFIC COLLISION 6/30/2013 8:00 WAIKOMO BRIDGE KOLOA, 96756 Street (MAJOR)

Department of Health, EMS & Injury Prevention Data In addition, we received the Hawai‘i Department of Health’s Injury Prevention & Control Program’s “Injuries in Hawai‘i 2007‐2011” report; this was primarily in mapping format. With assistance from Lyon Associates, Ho‘okuleana LLC received from the Kari Benes, Injury Prevention Coordinator of the Department of Health’s EMS & Injury Prevention System Branch, a list of EMS attended crashes in Koloa from 2007‐2011 that was described to be the raw data that made up the maps.

In speaking with Kari she stated that she had created the list from raw data that she had which required deleting many duplicate crashes. She admitted that much of the data was not site‐specific in regard to the precise location of the accident. She was not able to explain the discrepancies between the data she provided and the Hawai‘i Department of Health’s Injury Prevention & Control Program’s “Injuries in Hawai‘i 2007‐2011” report. She noted the difficulty in acquiring traffic data in Kaua‘i County.

Ho‘okuleana took the list and deleted all crashes that had specific locations which were not on the Byway. We kept accidents which had no address but occurred on streets that are within the Byway, even though the accidents could have occurred outside of the Byway.

The Department of Health’s EMS & Injury Prevention System Branch’s data did provide bicycle and pedestrian data which the Kaua‘i County Police data did not have. Unfortunately after reviewing both sets of data, because much of the data from both sets was not site‐specific, there was no real correlation between the Kaua‘i County data and the Department of Health’s EMS & Injury Prevention System Branch’s data. Following is a summary of the DOH data.

Location of the Incident Cause of Injury Municipality Patient Year final (neighborhood Condition board/district) at Scene Ala Kinohiki/ Weliweli Rd Motor vehicle Koloa Minor 2007 crash, occupant Kaumuali'i Hwy and Koloa Rd Motor vehicle Koloa Serious 2007 crash, motorcyclist Kaumuali'i Hwy E of Koloa Rd Motor vehicle Koloa Minor 2007 intersection crash, motorcyclist Knudsen Gap Motor vehicle Koloa Serious 2007 crash, occupant Knudsen GAP Motor vehicle Koloa Minor 2007 crash, occupant

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Location of the Incident Cause of Injury Municipality Patient Year final (neighborhood Condition board/district) at Scene Maluhia Rd Motor vehicle Koloa Apparent 2007 crash, motorcyclist DOA Maluhia Rd Motor vehicle Koloa Serious 2007 crash, occupant Maluhia Rd S turns Motor vehicle Koloa Minor 2007 crash, occupant Po'ipu Point Peee Rd, Po'ipu, HI Motor vehicle Koloa Minor 2007 96756 crash, occupant Sheraton Kaua'I Resort, Koloa, HI Motor vehicle Koloa Minor 2007 96756 crash, pedestrian S turns on Maluhia Rd, Koloa, HI Motor vehicle Koloa Minor 2008 96756 crash, occupant Ala Kinoiki near Pe'e Rd, Koloa, HI Motor vehicle Koloa Serious 2008 96756 crash, occupant Kaumuali'i Hwy and Maluhia Rd Motor vehicle Koloa Minor 2008 crash, occupant Knudsen Gap on Kaumuali'i Hwy, Motor vehicle Koloa Minor 2008 Koloa, HI 96756 crash, occupant Kuku'iula Boat Harbor, Koloa, Motor vehicle Koloa Serious 2008 Koloa, HI 96756 crash, occupant Kuku'iula Store, Po'ipu rd, Koloa HI Motor vehicle Koloa Serious 2008 96756 crash, motorcyclist Maluhia Rd @ S turns Motor vehicle Koloa Minor 2008 crash, occupant S turns on Maluhia Rd, Maluhia Motor vehicle Koloa Minor 2009 Rd., Koloa, HI 96756 crash, occupant 2869 Po'ipu rd, Koloa, HI 96756 Motor vehicle Koloa Minor 2009 crash, occupant Beach House Restaurant Koloa,, HI Motor vehicle Koloa Minor 2009 96756 crash, occupant Ho'onani Rd, Koloa, HI 96756 Motorcycle/moped Koloa Extremely 2009 crash, unknown Critical type Kaumuali'i hwy at Maluhia Koloa, Motor vehicle Koloa Serious 2009 HI 96756 crash, occupant Koloa Fire Station # 4, Po'ipu Motor vehicle Koloa Serious 2009 Road, Koloa, HI 96756 crash, occupant

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Location of the Incident Cause of Injury Municipality Patient Year final (neighborhood Condition board/district) at Scene

Kuku'iula Boat Harbor, HI 96756 Bicycle Crash Koloa Minor 2009 without motor vehicle Kuku'iula Boat Harbor, HI 96756 Motor vehicle Koloa Minor 2009 crash, occupant Maluhia Junction, Koloa, HI 96756 Motor vehicle Koloa Minor 2009 crash, occupant Maluhia Junction, Koloa, HI 96756 Motor vehicle Koloa Minor 2009 crash, occupant Maluhia Rd Koloa, HI 96756 Motor vehicle Koloa Minor 2009 crash, occupant Maluhia Rd, on west side just past Motor vehicle Koloa Minor 2009 Koloa Cemetary, Koloa, HI 96756 crash, occupant Maluhia Rd. across the street Motor vehicle Koloa Serious 2009 from baseball field, Koloa, HI crash, occupant 96756 Po'ipu Point , 1613 pee rd, poipu, Motorcycle/moped Koloa Serious 2009 HI 96756 crash, unknown type Brennecke's Beach, Po'ipu, HI Bicycle Crash Koloa Serious 2010 96756 without motor vehicle FRONTING KUKUIULA STORE, Motor vehicle Koloa Minor 2010 Koloa, HI 96756 crash, occupant grand hyatt poipu, poipu road, Motor vehicle Koloa Serious 2010 Koloa, HI 96756 crash, occupant Kahala Po'ipu Kai Condominiums, Motor vehicle Koloa Serious 2010 HI 96756 crash, occupant

Kaumuali'i at Maluhia Koloa, HI Motorcycle/moped Koloa Apparent 2010 96756 crash, unknown DOA type Kiahuna Bldg 41, Koloa, HI 96756 Motor vehicle Koloa Minor 2010 crash, occupant Knudsen Gap on Kamuali'i Hwy, Motor vehicle Koloa Minor 2010 Koloa, HI 96756 crash, occupant

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Location of the Incident Cause of Injury Municipality Patient Year final (neighborhood Condition board/district) at Scene Koloa School Cafeteria Area, Motor vehicle Koloa Serious 2010 Koloa, HI 96756 crash, pedestrian

Maluhia Rd s‐turns below tree Motorcycle/moped Koloa Minor 2010 tunnels, Koloa, HI 96756 crash, unknown type Near Kukui'ula Boat Harbor, Lawai Motor vehicle Koloa Critical 2010 Beach Rd., Koloa, HI 96756 crash, occupant Kahala Condominium‐Po'ipu Kai, Motor vehicle Koloa Serious 2010 poipu road, Koloa, HI 96756 crash, occupant Po'ipu Sands ‐ 312, Koloa HI 96756 Motor vehicle Koloa Critical 2010 crash, occupant Residence, 3048 Po'ipu Rd, Koloa, Motor vehicle Koloa Minor 2010 HI 96756 crash, occupant Sheraton Kaua'i Resort ‐ Koloa, HI Motor vehicle Koloa Minor 2010 96756 crash, occupant Koloa Fire Station # 4, Koloa, HI Motor vehicle Koloa Serious 2010 96756 crash, occupant

Station $, Koloa, HI 96756 Motorcycle/moped Koloa Serious 2010 crash, unkwn type Waiohai Resort, Koloa HI 96756 Motor vehicle Koloa Serious 2010 crash, occupant Ala Kinoiki/Po'ipu road Motor vehicle Koloa Minor 2011 intersection, Koloa, HI crash, occupant Hyatt Hotel Golf Course, Koloa, HI Motor vehicle Koloa Serious 2011 96756 crash, occupant Knudsen Gap Kamuali'i Hwy, Motor vehicle Koloa Serious 2011 Koloa, HI 96756 crash, occupant Koloa Road, Koloa, HI 96756 Motor vehicle Koloa Minor 2011 crash, occupant Maluhia Rd s turns area, maluhia Motor vehicle Koloa Serious 2011 road s turns, Koloa, HI 96756 crash, occupant Maluhia Rd s turns, maluhia road Motor vehicle Koloa Minor 2011 s turns, Koloa, HI 96756 crash, occupant Spouting Horn Parking lot, Motor vehicle Koloa Minor 2011 Kukui'ula crash, moped rider

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