Can a pilot transition from a localizer approach to an ILS approach? I was recently looking at the approach to RWY 8L at Honolulu, Hawaii (PHNL).

Looking at the approach IAFs, I see the LOC RWY 8L approach has many different options, and has an intercept altitude at 2,300 ft. The ILS RWY 8L approach has three IAFs but none are south of the airport, and the glide slope intercept altitude is 2,700 ft.

In the scenario where a visual approach isn't appropriate and an ILS may be necessary, are there procedures/rules in place for a pilot to transition from the LOC approach to the ILS with glide slope once they are lined up? I know the LOC intercept is at a lower altitude, so can a pilot just intercept the glide slope from that altitude or are the two procedures incompatible and radar vectors are required to line the pilot up for the ILS?

I'm looking specifically at the JULLE5 STAR into the LOC 8L approach. JULLE5 ends at ALANA. The LOC has a IAF from ALANA, while the ILS doesn't (only BOOKE).
You can't legally switch from the LOC to ILS approach without ATC approval in this case, since they are different enough and are on different plates. However, if you're outside the FAF you can ask ATC to switch from LOC to ILS, and proceed with the ILS if approved. However, in lost comms, if you got initial approval for the LOC approach but no mentions of ILS, you can't switch to the ILS. Unless you exercise your emergency authority.