Sailing, Shipping & Shipwrecks | Images of Old Hawaiʻi

January 16, 2020 by Peter T Young Leave a Comment

The Battle of Honolulu – 1826

The Hawaiian Islands in the early-1800s were in a state of social and political upheaval. With Kamehameha’s death in 1819, the subsequent breaking of the kapu by Liholiho and the acceptance of the missionaries and their beliefs meant significant changes were taking place.

The first visit to the Hawaiian Islands by the US Navy was in 1826 when the warship USS Dolphin came into port in Honolulu. Commanding the ship was Lieutenant John Percival (aka “Mad Jack” Percival.)

Percival had been sent to the Pacific to bring the mutineers of a whaling ship to justice and to enforce the settlement of debts owed by Hawaiʻi’s ruling chiefs to American sandalwood dealers.

As the ship sailed into Honolulu Bay, these objectives were not uppermost on the minds of the crew, however. The men of the Dolphin, like mariners then, had expectations of female companionship while in port.

They arrived on January 16, 1826, and were surprised to find the port unusually tranquil and utterly devoid of the welcoming maidens the crew had anticipated.

After making inquiries in the village they learned that, under the influence of the missionaries, the chiefs had not only forbidden the women to swim out to the ships, but had restricted the sale of alcohol. His men were outraged.

In a frenzy, Percival demanded to see the Queen in person, warning that if the leader of the missionaries (Hiram Bingham) interfered, he “will shoot him: that he was ready to fight, for though his vessel was small, she was just like fire.”

Percival attempted to persuade the Queen to release her women, reasoning that “It is not good to taboo the women. It is not so in America!”

The Queen replied, in a letter, that she had a “right to control her own subjects in this matter; that in enforcing the tabu she had not sought for money … she had done no injustice to other nations, or the foreigners who belonged to other nations; and that while seeking specially to save the nation from vice and ruin, they had been lenient to strangers … (and) that strangers, passing from one country to another, are bound, while they remain in a country, to conform to its laws.” (Bingham)

Percival said, “Why tabu the women? Take heed. My people will come: if the women are not forthcoming they will not obey my word. Take care of your men, and I will take care of mine. By and by they will come to get women, and if they do not obtain them, they will fight, and my vessel is just like fire.” (Bingham)

Kaʻahumanu replied, “Why make war upon us without a fault of ours as to restraining our women? We love the Word of God, and therefore hold back our women. Why then would you fight us without cause?” (Bingham)

Finally, able to hold his temper no longer, Percival clenched his fists with rage and shouted that the next day he would issue his men rum and turn them loose, where, if they were still denied, they would pull down the houses of the missionaries and take any women they pleased by force.

Kaʻahumanu replied, “Why are you angry with us for laying a tabu on the women of our own country? Had you brought American women with you, and we had tabued them, you might then justly be displeased with us.” (Bingham)

There were several other crews in port, of whom many sympathized with this commander and a large part of his crew. On a Sunday, the commander of the Dolphin allowed double the usual number of his men to spend the day on shore at Honolulu. The violent among them, and the violent of other crews, attempted to form a coalition to “knock off the tabu.”

First, they knocked out seventy of the windows at Kalanimōkū’s house (where church service was being held, with Kaʻahumanu, Kalanimōkū, Nāmāhana and Boki in attendance.) Then, the mob went on to the home of Hiram Bingham, the leader of the missionaries.

When the mob surged forward and one of the sailors struck Bingham, the riot ended as the Hawaiians responded by clubbing the ringleaders unconscious and overcame the remainder.

Shortly thereafter, the captain was back at the palace, admitting that his men may have overreacted, however, repeated their demands for prostitutes. He then told the Queen that the Dolphin would not leave port until his men were taken care of.

The Hawaiians by this time were very anxious to see the end of this and fearful of further violence, agreed to lift the taboo.

The prostitutes then came to the ship, and apparently the Navy’s Hawaiian mission was accomplished. Captain Percival arranged for the repair of the damaged homes and put two of the most violent sailors in irons.

After a visit of about three months, the Dolphin sailed, having obtained the name of “the mischief making man-of-war.” The incident was quickly christened “The Battle of Honolulu.”

Mad Jack’s actions were later renounced by the United States and resulted in the sending of an envoy to King Kamehameha III.

Kalanimōku wrote a letter to Hiram Bingham concerning the battle – in it he notes, “Here is my message to all of you, our missionary teachers. I am telling you that I do not see your wrongdoing. If I should see you to be wrong, I would tell you all. No, you should all just be good.”

“Give us literacy and we will teach it; and give us the word of God, and we will heed it. Our women are restricted, for we have learned the word of God.”

“Then foreigners come, doing damage to our land, foreigners of America and Britain. Do not be angry, for it is we who are to blame for you being faulted, and not you foreigners.” (Kalanimōku to Bingham, October 28, 1826)

You may see that letter (written in Hawaiian) and its translation in the Ali‘i Letters Collection at Hawaiian Mission Houses – here: https://hmha.missionhouses.org/collections/show/178.

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January 6, 2020 by Peter T Young 1 Comment

Hawaiian Tuna Packers

In lawaiʻa hi aku (fishing for aku,) “the slapping of the fish against the men’s sides and the arching of the bamboo poles as the aku bent them were like a double rainbow or the crescent shape of the moon of Hoaka.” (Maly)

A special canoe was used that served as a live bait well (malau,) it was joined by a double hulled canoe for the fishers (kaulua;) following the noio birds to the schooling aku, several canoes would form around them and the live bait released – then the lines of the bamboo fishing poles were cast. (Maly)

When the fish took the bait and broke water, the fisherman stood up straight and grasped the pole with both hands. The fish came completely out of the water and slapped against the side of the fisherman, who then shoved the aku forward in the canoe and cast again. (Maly)

In 1899, Gorokichi Nakasugi, a Japanese shipwright, brought a traditional Japanese sailing vessel, called a sampan, to Hawai‘i, and this led to a unique class of vessels and distinctive maritime culture associated with the rise of the commercial fishing industry in Hawai‘i. (Cultural Surveys)

The Japanese technique of catching tuna with pole-and-line and live bait resembled the aku fishing method traditionally used by Hawaiians. The pole-and-line vessels mainly targeted skipjack tuna (aku.)

In the modern fleet, with an average length of 75- to 90-feet, these boats were the largest of the sampans. The pole-and-line fleet generally fished within a few miles of the main Hawaiian Islands, because few vessels carried ice and the catch needed to be landed within four to five hours from the time of capture.

The modern fishing method used live bait thrown from a fishing vessel to stimulate a surface school into a feeding frenzy. Fishing was then conducted frantically to take advantage of the limited time the school remains near the boat.

The pole and line were about 10-feet and used a barbless hook with feather skirts which is slapped against the water until a fish strikes. Then the fish is yanked into the vessel in one motion. The fish unhooks when the line is slacked so that the process can be repeated.

On a pole-and-line vessel a fisherman was required to learn how to cast the line, jerk the fish out of the water, catch the tuna under his left arm, snap the barbless hook out, slide the fish into the hold and cast the line back out – all in rapid succession.

The fishery was dependent on having sufficient bait fish, nehu (Hawaiian anchovy;) a lot of the bait fish, came from Kāneʻohe Bay. Dozens of aku boats would set their nets in the Bay’s shallows; the pier at Heʻeia Kea Boat Harbor was homeport for more than 20 of them.

Initially, most sampans docked in Honolulu Harbor. In the 1920s, Kewalo Basin was constructed and by the 1930s was the main berthing area for the sampan fleet and also the site of the tuna cannery, fish auction, shipyard, ice plant, fuel dock and other shore-side facilities.

The Hawaiʻi skipjack tuna fishery originally supplied only the local market for fresh and dried tuna. Then, the Hawaiian Tuna Packers, Ltd. cannery was established (in 1916,) enabling the fishery to expand beyond a relatively small fresh and dried market.

Six sampans made up the cannery’s initial fleet. The fleet grew and before WWII the fishery included up to 26 vessels. Following the war, as new vessels were built, fleet size increased to a maximum of 32 vessels in 1948.

These vessels carried crews of 7-9 fishermen, and frequently worked 6 days a week. It was hard work and the fishing day may begin with catching bait fish at dawn, followed by fishing to dusk.

Historically, the pole-and-line, live bait fishery for skipjack tuna (aku) was the largest commercial fishery in Hawaiʻi. Annual pole-and-line landings of skipjack tuna exceeded 5.5 million lb from 1937 to 1973.

The new and expanding market for canned product allowed the fishery to grow; from 1937 until the early 1980s most of the skipjack tuna landed in Hawaiʻi was canned.

F Walter Macfarlane opened the Macfarlane Tuna Company at Ala Moana and Cooke street. By 1922, after having changed hands a couple times, the company was incorporated by local stockholders as Hawaiian Tuna Packers Ltd.

Around 1928, tuna processing started in Kewalo Basin. Nearby was the Kewalo Shipyard that serviced and repaired the local aku boats. They also had an ice house.

From the beginning, Hawaiian Tuna Packers label was Coral Tuna or Coral Hawaiian Brand Tuna.

By the 1930s, the Honolulu cannery employed 500 and produced nearly ten-million cans of tuna per year. For several years Hawaiian Tuna Packers also operated a smaller cannery in Hilo.

About ninety percent of the output was shipped to the mainland; the remaining ten percent was sold in Hawaiʻi. (The cans for packing the tuna are furnished by the Dole Company.)

Fishing stopped during WWII because the larger sampans were used by the military for patrol duties and the Japanese fishermen were not allowed to go to sea. (Wilson)

With the entry of the United States in the Second World War came the imposition of area and time restrictions on fishing activities in Hawai’i that virtually eliminated offshore harvesting operations. Many fishing boats were requisitioned by the Army or Navy. (Schug)

The tuna cannery was converted into a plant for the assembly of airplane auxiliary fuel tanks and the shipyard was converted to the maintenance of military craft. Hawaiʻi’s fishing industry was forever changed. (Schug)

In 1960, Castle & Cooke bought out Hawaiian Tuna Packers and made it a part of Bumble Bee Seafoods out of the northwest. They operated the cannery until late-1984, when it ultimately closed.

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In the late 1930s, Kewalo Basin was filled with sampan fishermen

November 9, 2019 by Peter T Young Leave a Comment

Crossroads of the Pacific

When whaling was strong in the Pacific (starting in 1819 and running to 1859,) Hawaiʻi’s central location between America and Japan whaling grounds brought many whaling ships to the Islands. Whalers needed food and the islands supplied this need from its fertile lands.

In those days, European and East Coast continental commerce needed to round Cape Horn of South America to get to the Pacific (although the Arctic northern route was shorter and sometimes used, it could mean passage in cold and stormy seas, and in many cases the shorter distance might take longer and cost more than the southern route.)

As trade and commerce expanded across the Pacific, numerous countries were looking for faster passage and many looked to Nicaragua and Panama in Central America for possible dredging of a canal as a shorter, safer passage between the two Oceans.

Finally, in 1881, France started construction of a canal through the Panama isthmus. By 1899, after thousands of deaths (primarily due to yellow fever) and millions of dollars, they abandoned the project and sold their interest to the United States.

After Panamanian independence from Colombia in 1903, the US restarted construction of the canal in 1905. Finally, the first complete Panama Canal passage by a self-propelled, oceangoing vessel took place on January 7, 1914.

The Panama Canal is a 51-mile ship canal in Panama that connects the Atlantic Ocean (via the Caribbean Sea) to the Pacific Ocean. The canal cuts across the Isthmus of Panama and is a key conduit for international maritime trade. The American Society of Civil Engineers named the Panama Canal one of the seven wonders of the modern world.

The first cargo ship passing westward through the Panama Canal to call at Honolulu was the American Hawaiian Steamship Company’s SS Missourian commanded by Captain Wm. Lyons, on September 16, 1914.

By 2008, more than 815,000 vessels had passed through the canal, many of them much larger than the original planners could have envisioned; the largest ships that can transit the canal today are called Panamax.

OK, so what does this have to do with Hawaiʻi?

In 1893, the Rev. Sereno Bishop of Hawaiʻi spoke of the commercial relationship between Hawaiʻi and the future isthmian canal: “Honolulu is directly in the route of a future part of heavy traffic from the Atlantic to the Pacific which is waiting for the creation of a canal. Trade to and from China and Japan will use the canal route.”

“Impending commerce using the future canal will have serious importance to the political relations of the Hawaiian Kingdom. Honolulu will be a convenient port of call for China-bound California steamers.”

“The opening of the canal will increase Hawaii’s importance as a coaling and general calling station. Tremendous new cargoes of supplies that will cross the Pacific, because of the canal, will need shelter and protection at a common port of supply – Honolulu.” (Historic Hawaii Review)

In 1900, Alfred Thayer Mahan, a US Navy flag officer, geostrategist and historian (called “the most important American strategist of the nineteenth century,”) believed that the American line of communications to the Orient was by way of Nicaragua and Panama, as that of Europe was by the Suez.

Mahan saw that the Caribbean, areas surrounding the future canal, Hawaiʻi and the Philippines composed the strategic outposts for the future isthmian canal.

Mahan also stated, “Whether the canal of the Central American isthmus be eventually at Panama or Nicaragua matters little to the question at hand…. Whichever it be, the convergence there of so many ships from the Atlantic and Pacific will constitute a centre of commerce”. (Hawaii Historical Review)

In 1912, this strategy and declaration was claimed in an article in ‘Paradise of the Pacific’ that Hawaiʻi was truly deserving of the name, “Crossroads of the Pacific”.

The Chamber of Commerce of Hawaiʻi promoted the idea, naming its early-1900s official publication “Honolulu At the Crossroads of the Pacific.”

Testimony in Washington, DC, in 1915, noted that the opening of the canal would affect Hawaiʻi in two ways: traffic to and from the Orient would use Hawaiʻi as a way-station for supplies and instructions; and Hawaiʻi would also be a destination for freight, passengers and tourists.

Later, when Navy Commander John Rodgers and his crew arrived in Hawaiʻi on September 10, 1925 on the first trans-Pacific air flight, they fueled the imaginations of Honolulu businessmen and government officials who dreamed of making Hawaiʻi the economic Crossroads of the Pacific, and saw commercial aviation as another road to that goal.

Two years later on March 21, 1927, Hawaii’s first airport was established in Honolulu and dedicated to Rodgers.

1959 brought two significant actions that shaped the present day make-up of Hawai‘i, (1) Statehood and (2) jet-liner service between the mainland US and Honolulu (Pan American Airways Boeing 707.)

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Kau Kau Corner sign

Crossroads_of_the_Pacific-sign-(hawaii-gov)

Crossroads_of_the_Pacific_sign-(whishingonastar)

My beautiful picture

Crossroads_of_the_Pacific_sign-at Arizona_Memorial-(whishingonastar)

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29th_Infantry_Brigade_distinctive_unit_insignia-blue-cross-is-suggested-by-Hawaiis-nickname-Crossroads-of-the-Pacific.

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October 25, 2019 by Peter T Young 5 Comments

Glass Balls

I suspect many people would believe the occasional glass fishing float found on our shores is strictly a Japanese and Pacific Ocean phenomenon.

Actually, the first glass fishing floats probably came from Norway and were used in the Atlantic. From 1762 to 1880, a Norwegian glass company was in business and it is believed they were producing glass floats as early as the late-1700s.

The first time these “modern” glass fishing floats are mentioned is in the production registry for Hadelands Glassverk in 1841. The registry shows that this is a new type of production.

However, there might have been some other versions of glass floats in use before that time. In the early 19th-century, the Schimmelmanns Glassverk (1779–1832) produced dark brown and very thick, bottle glass floats.

Aasnaes Glasvaerk, in business from 1813 to 1883, produced 122,493 glass floats just in the year 1875. A glass float with Aasnaes’s mark on the seal button is a collector’s item.

Early evidence of glass floats being used by fishermen comes from Norway in 1844, where small egg-sized floats were used with fishing line and hooks. Around the same time, glass was also used to support fishing nets.

The Japanese started producing small glass floats in the early-1900s and the first Asian floats came ashore along the West Coast just before 1920.

These Japanese floats are part of early recycling efforts – initial Japanese floats were made from recycled sake bottles. Most floats are shades of green because that is the color of glass from these sake bottles (especially after long exposure to sunlight).

Other brilliant tones such as emerald green, cobalt blue, purple, yellow and orange were primarily made in the 1920s and 1930s. The most prized and rare color is a red or cranberry hue.

To accommodate different fishing styles and nets, the Japanese experimented with many different sizes and shapes of floats, ranging from 2 to 20 inches in diameter. Most were rough spheres, but some were cylindrical or “rolling pin” shaped.

Asahara Glass Company had several factories and made a variety of sizes. Asahara made baseball- to orange-size floats for tako jigs, salmon gillnetting and seine fishing; grapefruit-size floats for seine and long-line cod fishing; basketball-size for tuna operations, bottom trawls and crab trapping; and the small rolling pin floats were used for tako jigs and troll fishing.

The earliest floats, including most Japanese glass fishing floats, were hand made by a glassblower. Recycled glass, especially old sake bottles, was typically used and air bubbles in the glass are a result of the rapid recycling process.

After being blown, floats were removed from the blowpipe and sealed with a “button” of melted glass before being placed in a cooling oven. This sealing button is sometimes mistakenly identified as a pontil mark (scar where the punt was broken from a work of blown glass.) However, no pontil (or punty) was used in the process of blowing glass floats.

While floats were still hot and soft, marks were often embossed on or near the sealing button to identify the float for trademark. These marks sometimes included kanji symbols.

A later manufacturing method used wooden molds to speed up the float-making process. Glass floats were blown into a mold to more easily achieve a uniform size and shape.

Seams on the outside of floats are a result of this process. Sometimes knife markings where the wooden molds were carved are also visible on the surface of the glass.

By 1939, millions of Japanese glass floats were being used; although Japanese glass fishing floats are no longer being manufactured for fishing, there are thousands still floating in the Pacific Ocean.

By the 1940s, glass had replaced wood or cork throughout much of Europe, Russia, North America and Japan.

Today most of the glass floats remaining in the ocean are stuck in a circular pattern of ocean currents in the North Pacific Gyre.

Off the east coast of Taiwan, the Kuroshio Current starts as a northern branch of the western-flowing North Equatorial Current. It flows past Japan and meets the arctic waters of the Oyashio Current.

At this junction, the North Pacific Current (or Drift) is formed which travels east across the Pacific before slowing down in the Gulf of Alaska.

As it turns south, the California Current pushes the water into the North Equatorial Current once again, and the cycle continues.

Although the number of glass floats is decreasing steadily, many floats are still drifting on these ocean currents. Occasionally, storms or certain tidal conditions will break some floats from this circular pattern and bring them to ashore.

They most often end up on the beaches of Hawaiʻi, Alaska, Washington or Oregon in the United States, Taiwan or Canada.

Today, most of the remaining glass floats originated in Japan because it had a large deep sea fishing industry which made extensive use of the floats; some were made by Taiwan, Korea and China.

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3-piece mold float thought to have originated in Korea. It has an amber seal button

14-in diameter-honey amber color. The float on the right is purple about 12-in diameter

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Blunt Nosed Torpedo

Camaleyre-French

Duraglas, made in USA, vintage 2-piece molded float with the Duraglas mark on the base

Estonian-Teardrop

‘Fortex’ were made in Scotland in the period 1910-1920

Hokkaido roller & is about 6-in long

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Mexican Swirl Float

Norwegian Amber M Egg Float

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Pie Crust seal honey amber glass fishing float

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Sapri-brown-amber Italian Societa Altare

October 11, 2019 by Peter T Young Leave a Comment

USS Saginaw

Hawaiʻi’s islands, atolls and reefs have gotten in the way of many transiting ships. To date, seventeen ship wrecks have been discovered and documented in Papahānaumokuākea Marine National Monument (the northwestern islands in the Hawaiʻi archipelago.)

One such ship was the USS Saginaw, the first naval vessel built at the Mare Island Naval Shipyard in Vallejo, California in 1859. She was a 155-foot wooden side-wheeler that was powered by sails and steam engines.

The new side-wheel ship sailed from San Francisco Bay on March 8, 1860, headed for the western Pacific, and reached Shanghai, China in mid-May. She then served in the East India Squadron, for the most part cruising along the Chinese coast to protect American citizens and to suppress pirates.

Over the next few years, the Saginaw worked in other parts of the Pacific, from Alaska to Mexico.

In 1870, she was assigned to Midway Atoll, where a coal depot in support of transpacific commerce was to be built. For six months, she served as a support vessel for divers as they labored to clear a channel into the lagoon.

Then, in October 1870, she sailed for San Francisco, but, as was the practice, she first sailed to Kure Atoll en route home to rescue any shipwrecked sailors who might be stranded there.

As she neared this rarely visited island, Captain Sicard navigated his ship cautiously through heavy swells under reduced sail. The moon had set, but they did not expect to be within range until daybreak. At 3:15 am, waves were observed breaking ahead of the ship.

The captain ordered the sails taken in and engines reversed but within minutes the Saginaw struck an outlying reef and grounded. Before the surf battered the ship to pieces, her crew managed to transfer much of her gear and provisions to the island.

At daylight, the ship’s boats were lowered, and the crew of 93 men made their way across the reef to Green Island as the Saginaw broke apart and sank beneath the waves. One last match was used to start a fire. Short rations were a concern, but even more critical was the limited amount of fresh water.

In such a remote location, the captain and crew could not count on a passing ship to save them. They fashioned the captain’s 22′ gig into a sailboat and five volunteers, headed by Lieutenant John G. Talbot, the executive officer, set off for Kauaʻi, nearly 1,200-miles away. The others were Coxswain William Halford, Quartermaster Peter Francis, Seaman John Andrews and Seaman James Muir.

December 19, 1870, thirty-one days later, they reached Kauaʻi. There, after 1,200-miles in a tiny boat, the 5-member crew suffered unfortunate losses.

Here’s an account by Coxswain William Halford, “Sunday morning the wind allowed us to head southeast with the island of Kauai in sight, and Sunday night we were off the Bay of Halalea on the north coast. …”

“Just as I got to the cockpit a sea broke aboard abaft. Mr. Talbot ordered to bring the boat by the wind. … Just then another breaker broke on board and capsized the boat. Andrews and Francis were washed away and were never afterwards seen.”

“Muir was still below, and did not get clear until the boat was righted, when he gave symptoms of insanity. Before the boat was righted by the sea Mr. Talbot was clinging to the bilge of the boat and I called him to go to the stern and there get up on the bottom. While he was attempting to do so he was washed off and sank. He was heavily clothed and much exhausted. He made no cry.”

“Just then the sea came and righted the boat. It was then that Muir put his head up the cockpit, when I assisted him on deck. Soon afterward another breaker came and again upset the boat …”

“… she going over twice, the last time coming upright and headed on to the breakers. We then found her to be inside of the large breakers, and we drifted toward the shore at a place called Kalihi Kai, about five miles from Hanalei.”

Coxswain William Halford managed to pull James Muir ashore, but Muir died on the beach. All but Coxswain William Halford had died. Within hours of Halford’s arrival, the schooner Kona was dispatched for Kure.

He was brought to Oʻahu and the US Consul there. King Kamehameha V subsequently sent his steamer the “Kilauea” to rescue the shipwrecked sailors, which arrived sixty-eight days after the shipwreck. All of them survived on monk seals, albatrosses and rainwater.

Halford received the Medal of Honor for his bravery; he retired in 1910. The 22-foot boat that carried the five heroic crew members now lies in the Castle Museum in Saginaw, Michigan.

In 2003, a team of maritime archaeologists discovered features of the wreck site inside the lagoon at Kure Atoll. A few days later, divers came across a portion of the wreck site that included two cannon, two anchors, a gudgeon and several small artifacts such as sheathing tacks and fasteners.

Later, a team of maritime archaeologists returned to the site and discovered dozens of new artifacts including bow and stern Parrott rifled pivot guns, 24-pdr broadside howitzers, steam oscillating engine, port and starboard paddlewheel shafts, rim of paddlewheel, anchors, brass steam machinery, boiler tubes, rigging components, fasteners, rudder hardware, davits and a ship’s bell.

In 2008, a team returned to the site to continue survey. And, with plans to develop a maritime heritage themed exhibit at the Monument’s Mokupāpapa Discovery Center in Hilo, NOAA maritime archaeologists obtained the appropriate permits to recover the USS Saginaw’s ship’s bell for conservation and display.

The 2008 team documented additional artifacts, and collected additional still photographs and the first high definition video footage of the site. The ship’s bell and deep sea sounding lead now reside at the Mokupāpapa Discovery Center in Hilo.

Lots of information and images here are from a summary on the Papahānaumokuākea Marine National Monument website.

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