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July 15, 2022 by Peter T Young Leave a Comment

Hāmākua

In very ancient times, the lands were not divided and an island was left without divisions such as ahupuaʻa and ʻili, but in the time when the lands became filled with people, the lands were divided, with the proper names for this place and that place so that they could be known.  (Kamakau)
 
Prior to European contact, each of the major islands or independent chiefdoms in the Hawaiian chain comprised a mokupuni (island.) Over the centuries, as the ancient Hawaiian population grew, land use and resource management also evolved.
 
Each island was divided into several moku or districts, of which there are six in the island of Hawaiʻi, and the same number in Oʻahu. There is a district called Kona on the lee side and one called Koʻolau on the windward side of almost every island.  (Alexander)  The moku of Hawaiʻi Island are: Kona, Kohala, Hāmākua, Hilo, Puna and Kaʻū.
 
Initial settlement of the Hawaiian Islands is believed to have occurred along the wetter windward sides of the Islands, along the fertile coastline.    On Hawaiʻi Island, that included Hāmākua.
 
Waipi‘o (“curved water”) is one of several coastal valleys on the north part of the Hāmākua side of the Island of Hawaiʻi. A black sand beach, three-quarters of a mile long, fronts the valley, the longest on the Big Island.
 
For two hundred years or more, Waipiʻo Valley was the Royal Center to many of the rulers on the Island of Hawaiʻi, including Pili lineage rulers – the ancestors of Kamehameha – and continued to play an important role as one of many royal residences until the era of Kamehameha.  (UH DURP)
 
Royal Centers were where the aliʻi resided; aliʻi often moved between several residences throughout the year. The Royal Centers were selected for their abundance of resources and recreation opportunities, with good surfing and canoe-landing sites being favored.
 
In 1872, Isabella Bird traveled by horseback along the Hāmākua coast from Onomea to the Waipiʻo Valley and described the landscape she travelled through. The journey was over very rough and steep trails and took five days.  Bird noted, “this is the most severe road on horses on Hawaiʻi, and it takes a really good animal to come to Waipiʻo and go back to Hilo.”
 
The Isabella Bird description that follows helps give a perspective of what Hāmākua was like about 150-years ago:
 
“The unique beauty of this coast is what is called gulches – narrow, deep ravines or gorges, from one hundred to two thousand feet in depth, each with a series of cascades from ten to eight hundred feet in height.”
 
“I dislike reducing their glories to the baldness of figures, but the depth of these clefts cut and worn by the fierce streams fed by the snows of Mauna Kea, and the rains of the forest belt, cannot otherwise be expressed.”
 
“The cascades are most truly beautiful, gleaming white among the dark depths of foliage far away, and falling into deep limpid basins, festooned and overhung with the richest and greenest vegetation of this prolific climate, from the huge-leaved banana and shining breadfruit to the most feathery of ferns.”
 
“Each gulch opens on a velvet lawn close to the sea, and most of them have space for a few grass houses, with cocoanut trees, bananas and kalo patches. There are sixty-nine of these extraordinary chasms within a distance of thirty miles!”
 
“We had a perfect day until the middle of the afternoon.  The dimpling Pacific was never more than a mile from us as we kept the narrow track in the long green grass, and on our left the blunt, snow-patched peaks of Mauna Kea rose from the girdle of forest, looking so delusively near that I fancied a two hours climb would take us to his lofty summit.”
 
“The track for twenty-six miles is just in and out of gulches, from one hundred to eight hundred feet in depth, all opening on the sea, which sweeps into them in three booming rollers. The candlenut or kukui tree, which on the whole predominates, has leaves of a rich, deep green when mature, which contrast beautifully with the flaky, silvery look of the younger foliage.”
 
“Some of the shallower gulches are filled exclusively with this tree, which in growing up to the light to within one hundred feet of the top, presents a mass and density of leafage quite unique, giving the gulch the appearance as if billows of green had rolled in and solidified there.”
 
“The descent into the gulches is always solemn. You canter along a bright breezy upland, and are suddenly arrested by a precipice, and from the depths of a forest-draped abyss a low plash or murmur arises, or a deep bass sound, significant of water which must be crossed, and one reluctantly leaves the upper air to plunge into heavy shadow, and each experience increases one’s apprehensions concerning the next.”
 
“It is wonderful that people should have thought of crossing these gulches on anything with four legs, formerly, that is, within the last thirty years, the precipices could only be ascended by climbing with the utmost care, and descended by being lowered with ropes from crag to crag, and from tree to tree, when hanging on by the hands became impracticable to even the most experienced mountaineer.”
 
“In this last fashion Mr. Coan and Mr. Lyons (missionaries from Hilo and Waimea) were let down to preach the gospel to the people of the then populous valleys. But within recent years, narrow tracks, allowing one horse to pass another, have been cut along the sides of these precipices, without any windings to make them easier, and only deviating enough from the perpendicular to allow of their descent by the sure-footed native-born animals.”
 
“All the gulches for the first twenty-four miles contain running water. The great Hakalau gulch which we crossed early yesterday, has a river with a smooth bed as wide as the Thames at Eton. Some have only small quiet streams, which pass gently through ferny grottoes.”
 
“The path by which we descended looked a mere thread on the side of the precipice. I don’t know what the word beetling means, but if it means anything bad, I will certainly apply it to that pali.”  (Byrd)
 
In more modern times, sugar defined the landscape.  Production started with initial smaller plantations that later merged into larger facilities.
 
The Hāmākua Mill Company was first established in 1877 by Theo Davies and his partner Charles Notley, Sr.  In 1878, the first sugarcane was planted at the plantation and Hilo Iron Works was hired to build a mill. The mill was located at Paʻauilo.
 
By 1910, it had 4,800-acres planted in sugarcane and employed more than 600 people. The company ran three locomotives on nine miles of light gauge rail. There was a warehouse and landing below the cliff at Koholālole where ships were loaded by crane.
 
In 1914, the Kūkaʻiau Mill Company became a part of the Hāmākua Mill Company. In 1917, the Kūkaʻiau mill was sold and moved to Formosa (Taiwan.)
 
In 1917, the Hāmākua Mill Company was renamed the Hāmākua Sugar Company. The Kaiwiki Sugar Company was merged with the Theo H Davies Company-owned Laupāhoehoe Sugar Company on May 1, 1956 and operations were merged with the latter beginning January 3. 1957.
 
In 1978, the Hāmākua Sugar Company, Honokaʻa Sugar Company and the Laupāhoehoe Sugar Company were merged to form the Davies Hāmākua Sugar Company. 
 
In 1984 the Davies Hāmākua Sugar Company was bought by Francis Morgan and renamed the Hāmākua Sugar Company (1984-1994). The Hāmākua Sugar Company operated until October of 1994, and its closing marked the end of the sugar industry at Hāmākua, as well as the Island of Hawaiʻi.
 
© 2022 Hoʻokuleana LLC

Filed Under: General, Economy, Place Names Tagged With: Laupahoehoe Train Museum, Hawaii, Hawaii Island, Hamakua, Honokaa, Theo H Davies, Waipio, Paauilo, Laupahoehoe

April 16, 2022 by Peter T Young 2 Comments

Hilo Railroad Company – Hawaiian Consolidated Railway

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.  Through the treaty and its amendments, the US obtained Pearl Harbor and Hawai‘i’s sugar planters received duty-free entry into US markets for their sugar.

At the industry’s peak in the 1930s, Hawaiʻi’s sugar plantations employed more than 50,000 workers and produced more than 1-million tons of sugar a year; over 254,500-acres were planted in sugar.

Sugar cultivation exploded on the Big Island.  As a means to transport sugar and other goods, railroading was introduced to the Islands in 1879.

On March 28, 1899, Dillingham received a charter to build the original eight miles of the Hilo Railroad that connected the Olaʻa sugar mill to Waiākea, that was soon to become the location of Hilo’s deep water port.

Rail line extensions continued.  Extensions were soon built to Pāhoa, where the Pahoa Lumber Company was manufacturing ʻōhia and koa railroad ties for export to the Santa Fe Railroad.

Although not the first railway on the Big Island, the Hilo Railroad was arguably the most ambitious.  The Olaʻa line was completed in 1900, immediately followed by a seventeen mile extension to Kapoho, home of the Puna Sugar Company plantation.

Immediately after that two branch lines were constructed (also to sugar plantations,) and then the railroad was extended north into Hilo itself.

All the sugar grown in East Hawaiʻi, in Puna and on the Hāmākua Coast, was transported by rail to Hilo Harbor, where it was loaded onto ships bound for the continent.

An early account stated that the rail line crossed over 12,000 feet in bridges, 211 water openings under the tracks, and individual steel spans up to 1,006 feet long and 230 feet in height.

Some of the most notable were those over Maulua and Honoliʻi gulches, the Wailuku River and Laupāhoehoe.  Over 3,100 feet of tunnels were constructed, one of which, the Maulua Tunnel, was over half a mile in length.

While the main business of the railroad remained the transport of raw sugar and other products to and from the mills,  it also provided passenger service.

A chiefly tourist line, branching from Olaʻa, was built inland 12.5 miles up the mountain to Glenwood where visitors to the Volcano House near Kilauea Volcano would then transfer to buses. Due to stiff competition from motor vehicles, the Glenwood extension was scaled back to Mountain View in 1932.

Between 1909 and 1913, the Hāmākua Division of the railroad was constructed to service the sugar mills north of Hilo. Unfortunately, the cost of building the Hāmākua extension essentially destroyed the Hilo Railroad, which was sold in 1916 and reorganized as the Hawaiʻi Consolidated Railway.

Targeting tourists to augment local passenger and raw sugar transport, the Hawaiʻi Consolidated Railway ran sightseeing specials under the name “Scenic Express.”

Not for the faint of heart, these trips included a stop on the trestles, where passengers disembarked to admire the outstanding scenery.

The Great Depression saw a decrease in business, but business picked up in the 1940s, when thousands of battle-weary troops packed the passenger cars en route to Camp Tarawa, in Waimea, to rest, recuperate and prepare for another campaign.

But the end was near for the Hawaiʻi Consolidated Railway. Early in the morning of April 1, 1946, a massive tsunami struck Hawaiʻi. The railroad line between Hilo and Paʻauilo suffered massive damage; bridges collapsed, trestles tumbled and one engine was literally swept off the tracks.

The expensive option of rebuilding the railway was rejected. Hawaiʻi Consolidated offered the rights-of-way, tracks and remaining bridges, trestles and tunnels to the Territory of Hawaiʻi, but the offer was refused, and finally the company sold the entire works to the Gilmore Steel and Supply Company.

Shortly thereafter, realizing its error, the Territory bought it all back.  Much of the current highway along the coast follows the route of the old railroad; five original railroad trestles have been converted into highway bridges.  (This route averaged better than one bridge per mile over its 40-mile length.)

At the time of the tsunami, plantations were already phasing out rail in favor of trucking cane from the field to the mill. It was inevitable that trucking would also replace rail as the primary means of transporting sugar to the harbor. The tsunami accelerated that transition.

Most sugar from Hāmākua was trucked to Hilo Harbor, although the Hāmākua Sugar Company continued to use its offshore cable landing at Honokaʻa until 1948.

A few remnants of the railway are still visible. Hawaiʻi Consolidated’s yards were in the Waiākea district of Hilo, where the roundhouse still stands today, next to the county swimming pool on Kalanikoa Street.

In Laupāhoehoe, a concrete platform remains where Hula dancers once performed for tourists. And the Laupāhoehoe Train Museum is housed in the former home of Mr. Stanley, the superintendent of maintenance.

Today, the Laupāhoehoe Train Museum and Visitors Center keeps the memory of Hawaiʻi Consolidated Railway alive.  Although the Laupāhoehoe Train Museum is among the state’s smallest museums, it attracts an estimated 5,000 visitors a year. The admission fee is $4 for adults, $3 for seniors, and $2 for students. Special rates for tours are also offered.

The museum is open weekdays from 9 am to 4:30 pm and on weekends from 10 am to 2 pm. The address is 36-2377 Māmalahoa Highway, Laupāhoehoe, Hawaiʻi 96764.  (Lots of information here for Laupāhoehoe Train Museum and Ian Birnie.)

© 2022 Hoʻokuleana LLC

 

Filed Under: General, Prominent People, Economy Tagged With: Laupahoehoe Train Museum, Dillingham, Big Island, Hawaiian Consolidated Railway, Hilo Railroad, Hawaii, Hawaii Island, Hilo, Treaty of Reciprocity, Hamakua, Laupahoehoe

February 21, 2020 by Peter T Young Leave a Comment

Kaluakauka

In 1793, Captain George Vancouver gave a few cattle to Kamehameha I; when Vancouver landed additional cattle at Kealakekua in 1794, he strongly encouraged Kamehameha to place a 10‐year kapu on them to allow the herd to grow.

In the decades that followed, cattle flourished and turned into a dangerous nuisance. Kamehameha III lifted the kapu in 1830 and the hunting of wild cattle was encouraged. The king hired cattle hunters from overseas to help in the effort.

By 1846, 25,000-wild cattle roamed at will and an additional 10,000-semi‐domesticated cattle lived alongside humans. A wild bull or cow could weigh 1,200 to 1,500-pounds and had a six‐foot horn spread. Vast herds destroyed natives’ crops, ate the thatching on houses, and hurt, attacked and sometimes killed people.

In addition to traditional practices in the forests (i.e. bird feather collecting, harvesting koa and ʻōhiʻa, etc,) wild cattle were hunted for consumption, as well as provisioning ships with salt beef, and hides and tallow to the growing whaling fleets replenished their stocks.

Hunting wild cattle in the upper forest where they roamed was dangerous. Bullock pits were dug to trap the animals (they were about seven or eight feet long, and four feet wide and were walled up and covered with fragile brush;) they were near established trails; cattle were also drawn to the area by adjoining water holes. When animals fall in the pits, they were unable to climb out the steep sides.

On July 12, 1834, the pits proved they can be a peril to people, too. Douglas was killed by a wild bullock at Keahuaʻai (a knoll at the top of Laupāhoehoe near the boundary of Humuʻula and Laupāhoehoe (now called Kaluakauka or Douglas Pit.)) (Maly) “In the forest under the shadow of Mauna Kea I have seen the bullock pit where the dead body of the distinguished Scottish naturalist, (David) Douglas”. (Coan)

Douglas was born at Scone, near Perth, Scotland, in 1799, and started his career, there; he was a botanist. He was affiliated with the University of Glasgow and served as botanical collector for the Horticultural Society of London. He was hired by the Hudson’s Bay Company to do a botanical survey of the Oregon region.

In mid-August 1823, Douglas was in Philadelphia looking at the plants brought back by Lewis and Clark that even then were flourishing in some American, as well as European gardens. By September Douglas was in the Northwest, looking as always for seeds and cuttings of fruit trees, as well as wild woody plants.

Even though first Menzies (1790, while sailing with Captain Vancouver) and then Lewis and Clark (1804, through the expedition through the Louisiana Purchase and to the Northwest) had collected plants in the area, they had found only the obvious. Almost every day Douglas was in the field he was finding curious plants that proved to be new to science.

One of the collections he sent back to England with a home-bound ship was the dried branches and needles of what he called “Oregon pine,” that today is known as Douglas Fir (his namesake that is now a common wood in construction, as well as the festive and adorned Christmas tree.)

For 4 years, he travelled approximately 8,000-miles throughout the Northwest, cataloging and collecting samples. He returned to England in 1827. He achieved fame in Europe for his collection, and has been referred to as “one of the founding fathers of the British forestry industry as it exists today” by one biographer.

He returned to the Northwest in 1829 hoping to convince the Hudson’s Bay Company to finance a trip to Alaska and beyond. They refused, so David Douglas sailed to Hawaiʻi, arriving here just before Christmas of 1833.

Douglas was a gifted collector, but in the field he was often in trouble. He once fell on a nail that penetrated his leg under the kneecap. He nearly drowned in a glacier-fed river, and was weeks away from civilization with little but his wet clothes. He grew blind in one eye, and his vision was slowly failing in the other.

In January 1834, he set out to “to ascend and explore Mauna Kea, as soon as possible” Having completed his trek to both Mauna Kea and Mauna Loa, Douglas also visited Kilauea and then returned to O‘ahu.

In July of 1834, Douglas returned to Hawai‘i for a second trip to Mauna Kea. This trip was made via the Waimea-Laumai‘a mountain trail.

“Douglas left the vessel at Kawaihae to cross over by land, engaged a foreigner for a guide and several natives to take along his baggage. The guide accompanied him till they passed all the pit falls dug to entrap wild cattle on the north side Mauna Kea, he then left him to return.” (Lyman, Greenwell)

On July 12, 1834, while exploring the Island; “Douglas, a scientific traveller from Scotland, in the service of the London Horticultural Society, lost his life in the mountains of Hawaii, in a pitfall, being gored and trampled to death by a wild bullock captured there. (Bingham)

“This has been one of the most gloomy days I ever witnessed. … Soon after Mr. Douglas went back a short distance for something and in retracing his steps fell into a pit (into which a bullock had previously fallen) and was found dead a short time afterward. This was Sat. Morning.”

“Sunday he was taken the shortest distance to the sea side, wrapped in a hyde, put on board a canoe and brought here as he was taken from the pit. His close are sadly torn and his body dreadfully mangled. Ten gashes on his head.” (Lyman, Greenwell)

Some have suggested it was not an accident. “(T)he dead body of the distinguished Scottish naturalist, Douglas, was found under painfully suspicious circumstances, that led many to believe he had been murdered for his money.” (Coan)

While examination at the time suggested death by the bullock – “On the 3rd instant the body was brought here (Oʻahu) in an American vessel. I immediately had it examined by the medical gentlemen, who gave it as their opinion that the several wounds were inflicted by the bullock.” (Charlton, British Consul) – many remain skeptical.

As Titus Coan noted (1882,) “A mystery hangs over the event which we are unable to explain.”

David Douglas was buried in the Kawaiahaʻo Church Cemetery. A plaque on the wall of Kawaiahaʻo Church and a stone marker at Kaluakauka (near where the pit was located) commemorate David Douglas’s death.

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Sugar pine (Pinus lambertiana Douglas)
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Pseudotsuga_menziesii_cone-From a tree grown from seed collected by David Douglas
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David-Douglas-Memorial-Perthshire-Scotland

Filed Under: Place Names, Prominent People Tagged With: Kamehameha III, Laupahoehoe, Mauna Kea, George Vancouver, Humuula, David Douglas, Titus Coan, Kaluakauka, Hawaii, Hawaii Island, Kamehameha

January 24, 2016 by Peter T Young 1 Comment

Laupāhoehoe

The northeastern coast of the island of Hawaiʻi presents an almost continuous succession of valleys, with intervening uplands rising gently for a few miles, and then more abruptly toward the snows of Mauna Kea and the clouds.

The rains are abundant on that side of the island, and the fertile plateau, boldly fronting the sea with a line of cliffs from fifty to a hundred feet in height, is scored at intervals of one or two miles with deep and almost impassable gulches.

The streams reach the ocean either through rocky channels worn to the level of the waves, or in cascades leaping from the cliffs and streaking the coast from Hilo to Waipiʻo.

In the time of Līloa, and later, this plateau was thickly populated, and requiring no irrigation, was cultivated from the sea upward to the line of frost. A few kalo patches are still seen, and bananas grow, as of old, in secluded spots and along the banks of the ravines. (Kalākaua)

“Lapahoi (Laupāhoehoe – leaf of lava) is a small stony flat with a few huts and sweet potatoes and taro patches scattered over it. It lies at the extremity of a deep ravine, the declivities on either side nearly 500 feet in height and extending to the sea beach, terminating in a rocky precipice.”

“The coast all the way to Lapahoi was intersected by many deep ravines, many of which had large rivers forming beautiful waterfalls that fell over the outward cliffs into the ocean, the angry surf of which broke a long way up upon the rocks underneath.” (Macrae, 1825)

“The country, by which we sailed, was fertile, beautiful, and apparently populous. The numerous plantations on the eminences and sides of the deep ravines or valleys, by which it was intersected, with the streams meandering through them into the sea, presented altogether a most agreeable prospect.”

“The coast was bold, and the rocks evidently volcanic. We frequently saw the water gushing out of hollows in the face of the rocks, or running in cascades from the top to the bottom.”

“After sailing very pleasantly for several hours, we approached Laupāhoehoe: although we had come upwards of twenty miles, and had passed not less than fifty ravines or valleys, we had not seen a spot where we thought it would be possible to land without being swamped”.

“(A)lthough we knew we had arrived at the end of our voyage, we could discover no place by which it seemed safe to approach the shore, as the surf was beating violently, and the wind blowing directly towards the land.” (Ellis, 1823)

In January 1834, David Douglas (a fir tree was named after him) visited the island of Hawai‘i, traveled around the base of Mauna Kea – including the upper Laupāhoehoe forest zone – and ascended Mauna Kea; while on his second visit to the island, he died at a location near the mauka boundary of Laupāhoehoe and Humuʻula.

In 1859, Abel Harris and FB Swain entered into a partnership and secured a section of land on the Laupāhoehoe peninsula and lower plains; they ran a trading station and attempted to undertake several business ventures, including, collection of pulu (down) from hāpuʻu tree ferns, hunting bullocks in the upper forest lands, and cultivation of sugar cane on the lowlands.

The lowlands of the Laupāhoehoe region became the focus of sugar plantation efforts as early as the 1850s. But it was not until 1876, that a full-scale plantation was incorporated, and a mill established.

At the industry’s peak in the 1930s, Hawaiʻi’s sugar plantations employed more than 50,000 workers and produced more than 1-million tons of sugar a year; over 254,500-acres were planted in sugar.

As elsewhere, sugar cultivation exploded on the Big Island. As a means to transport sugar and other goods, railroading was introduced to the Islands in 1879. All the sugar grown in East Hawaiʻi, in Puna and on the Hāmākua Coast, was transported by rail to Hilo Harbor, where it was loaded onto ships bound for the continent.

The rail line crossed over 12,000-feet in bridges, 211-water openings under the tracks, and individual steel spans up to 1,006-feet long and 230-feet in height.

Some of the most notable were those over Maulua and Honoliʻi gulches, the Wailuku River and Laupāhoehoe. Over 3,100 feet of tunnels were constructed, one of which, the Maulua Tunnel, was over half a mile in length.

While the main business of the railroad remained the transport of raw sugar and other products to and from the mills, it also provided passenger service.

Targeting tourists to augment local passenger and raw sugar transport, the Hawaiʻi Consolidated Railway ran sightseeing specials under the name “Scenic Express.”

Not for the faint of heart, rail trips included a stop on the trestles, where passengers disembarked to admire the outstanding scenery.

But the end was near for the railway. Early in the morning of April 1, 1946, a massive tsunami struck Hawaiʻi. The railroad line between Hilo and Paʻauilo suffered massive damage; bridges collapsed, trestles tumbled and one engine was literally swept off the tracks.

At Laupāhoehoe Point, waves destroyed teachers’ residences and flooded school grounds, killing twenty-five people, including sixteen students and five teachers of Laupāhoehoe School.

(The 1946 tsunami killed 159-people and caused $26-million in property damage throughout the islands. To prevent such widespread loss of life and property, the territory-wide Tsunami Warning System was put in place in 1948 and successfully utilized for the 1952 and 1957 tsunamis.) (hawaii-edu)

At the time of the tsunami, plantations were already phasing out rail in favor of trucking cane from the field to the mill. It was inevitable that trucking would also replace rail as the primary means of transporting sugar to the harbor. The tsunami accelerated that transition.

A few remnants of the railway are still visible. In Laupāhoehoe, a concrete platform remains where Hula dancers once performed for tourists. And the Laupāhoehoe Train Museum is housed in the former home of Mr. Stanley, the superintendent of maintenance.

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Laupahoehoe village-PPWD-5-4-021-1885
Laupahoehoe village-PPWD-5-4-021-1885
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Aerial view of Laupahoehoe-PP-30-2-016-1935
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Aerial view of Laupahoehoe-PP-30-2-013-after_1946
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Flumes and railroad bridge on the way to Laupahoehoe-PP-30-2-005
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Hawaii Consolidated Railway Train
Hawaii Consolidated Railway Train
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Bridge on the Hamakua Coast, Hawaii, c.1930
Bridge on the Hamakua Coast, Hawaii, c.1930
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David Douglas-Memorial-Kaluakauka
Roughed out Canoe at the 4,500’ Elevation in Dense Koa forest-Sept 11, 1885
Roughed out Canoe at the 4,500’ Elevation in Dense Koa forest-Sept 11, 1885
Laupahoehoe
Laupahoehoe

Filed Under: Economy, Place Names Tagged With: Tsunami, Hamakua, Laupahoehoe, Hawaii, Hawaii Island

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People, places, and events in Hawaiʻi’s past come alive through text and media in “Images of Old Hawaiʻi.” These posts are informal historic summaries presented for personal, non-commercial, and educational purposes.

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Hoʻokuleana LLC

Hoʻokuleana LLC is a Planning and Consulting firm assisting property owners with Land Use Planning efforts, including Environmental Review, Entitlement Process, Permitting, Community Outreach, etc. We are uniquely positioned to assist you in a variety of needs.

Info@Hookuleana.com

Copyright © 2012-2021 Peter T Young, Hoʻokuleana LLC

 

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