Sailing, Shipping & Shipwrecks | Page 2

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)

MYDC0049.JPG

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

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

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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Large_Glass_Fishing_Float_with_Net-14_inches

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

AASNAES_from_Norway_1883

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

Irish_Shamrock

Japan_Bullet_Rollers

Mexican Swirl Float

Norwegian Amber M Egg Float

Oriental_Fishing_Floats-1938

Overlapping_3_Fish_Euro

Pie Crust seal honey amber glass fishing float

Russian_Snakeskin

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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October 5, 2019 by Peter T Young Leave a Comment

Fort Alexander

When we think of Russia’s interest in Hawai‘i, we initially (and, typically, only) think of what we refer to as “Russian Fort Elizabeth” in Waimea, Kauai. However, Hawai‘i’s interactions with Russia go well beyond that, yet only short-lived. (And, it really wasn’t a Russian fort.)

In the early-1800s, multiple foreign interests, including Russia, were developing trading relationships with Hawai‘i. Hawai‘i served as an important provisioning site for traders, whalers and others crossing the Pacific.

The Russian story starts when three-masted Behring wrecked on the shores of Kauai’s Waimea Bay early on the morning of January 31, 1815. The Behring had a load of seal skins/otter pelts bound for the Russian-American Trading Company in Sitka, Alaska.

Russian-American Company’s governor, Alexander Baranov, sent German-born Georg Anton Schäffer (1779-1836) to the Hawaiian Islands to retrieve the cargo (he wanted to exchange the furs for sandalwood.)

Schäffer first landed in Honolulu and, under the pretext of building a storehouse near Honolulu Harbor, began building a fort and raised the Russian flag. Kamehameha had him removed and Schäffer then voyaged to Kauai.

There, King Kaumuali‘i, who had ceded Kauai to King Kamehameha I in 1810, had seized the Behring’s cargo and had the valuable pelts taken to his home in west Kauai.

Schäffer quickly gained favor with Kaumuali‘i – and, reportedly, Kaumuali‘i was considering joining forces with Russia to reclaim his rule from Kamehameha (that Kaumuali‘i had ceded over 5-years before.)

On May 21, 1816, and without the knowledge or approval of Czar Alexander Pavlovich, Kaumuali‘i signed a document that put Kauai under the protection of the Russian Empire.

In return, Schäffer promised Kaumuali‘i protection and an armed Russian warship to lead an attack on Kamehameha’s forces. (Baranoff later informed Schäffer that he was not authorized to make such agreements.)

On July 1, 1816, Schäffer and Kaumuali‘i entered into a secret agreement to use Schäffer’s (purported) Russian authority to reclaim Kauai from King Kamehameha I, and also to launch expeditions against other islands that Kaumuali‘i felt he had a hereditary right to rule.

Kaumuali‘i had thoughts of conquering Maui, Lānaʻi, Moloka‘i and O‘ahu, which he felt to be his right based on lineage.

Subsequently, Kaumuali‘i gave Schäffer Hanalei valley and two or three other valuable pieces of land. Schaffer went to Hanalei on September 30 and renamed the valley Schäffertal (Schäffer’s Valley.)

Schäffer began work on two earthen fortresses in Hanalei: Fort Alexander (named after the Czar Alexander and built in what is now Princeville – by the valet parking at the Princeville Resort); and Fort Barclay, named for Russian general Barclay deTooly and built nearer to Hanalei River.

Unlike Waimea’s Fort Elizabeth (with massive stone walls,) Fort Alexander had low earthen walls. Schaffer’s main focus for the Russian-American Company was not Waimea, but Hanalei, and they spent most of their time around Princeville.

Schäffer’s grandiose gestures were not confined to fort-building. He was also able to take possession of the ship Lydia and promptly gave the Lydia to Kaumuali‘i.

Meanwhile, rumors of Schäffer’s activities had filtered back to the Czar’s court. On November 21, 1816, Lieutenant Otto von Kotzebue arrived in Hawai‘i on the Russian Navy brig Rurik.

He repudiated Schäffer’s acts, informing King Kamehameha that Schäffer and Kaumuali‘i did not have the support of the Russian Emperor.

On May 8, 1817 the Russians were expelled from Hawai‘i; some of Schäffer’s men left for Sitka and Schäffer was provided safe passage from the Hawaiian Islands.

It wasn’t until August 1818 that all parties had agreed that Kauai had indeed been abandoned by the Russian-American Company, and for a couple of years following that, efforts were still being made to recover from the damage done by Schäffer.

An outline of the foundation of Fort Alexander may be seen on the lawn at the St. Regis Princeville Resort.

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Russian Fort Alexander Marker (panel 1)

Site of Russian Fort Alexander

Russian Fort Alexander Markers

Site of Russian Fort Alexander

September 24, 2019 by Peter T Young 1 Comment

The “Parker”

Mokupāpapa literally means flat island, and the name was given to Kure Atoll by officials of the Hawaiian Kingdom in the 19th century.

At the time, Kure was known in the kingdom as Ocean Island, but Hawaiian Kingdom officials indicated that Kure was “known to ancient Hawaiians, named by them Moku Pāpapa and recognized as part of the Hawaiian Domain.”

Unlike all other islands and atolls in the NWHI chain (Papahānaumokuākea Marine National Monument,) Kure Atoll is the only land area owned by the state of Hawaiʻi – all of the other Northwestern Islands are owned by the US government.

Before the mid-19th century, Kure Atoll was visited by several ships and given new names each time. Many crews were stranded on Kure Atoll after being shipwrecked on the surrounding reefs and had to survive on the local seals, turtles and birds. Because of these incidents King Kalākaua sent Colonel JH Boyd as his Special Commissioner to Kure.

On September 20, 1886, Boyd took possession of the island, then-called Moku Pāpapa, for the Hawaiian government. The King ordered that a crude house be built on the island, with tanks for holding water and provisions for any other unfortunates who might be cast away there.

On September 24th 1842, the New Bedford whaler “Parker” was one of those earlier shipwrecks lost at Kure Atoll, during a fierce storm.

The seas crashed through the cabin windows at 2:00 am, and immediately the vessel went onto the reef. The ship had struck on the north side of the atoll and became a complete wreck in under an hour, very few provisions (1 peck of beans, 15 pounds of salted meat) being hastily salvaged by the unlucky survivors.

Cutaway masts and some of the floating spars were fashioned into a crude raft. It took the exhausted crew eight days to drift and guide the raft to the island on the southeastern side of the atoll.

There, some of the ship remains of the wrecked British whaler Gledstanes (lost in 1837) provided firewood and building materials. The Gledstanes’ dog, having gone wild during his years of isolation, provided some variety in the crew’s diet of seabirds and seals.

The castaways spent a hard eight months fighting for survival on the low island at the atoll. 120 Laysan albatross took flight with inscribed wooden tallies fixed to their legs in an attempt to alert rescuers.

More than 7,000 seabirds were killed for food and some 60 seals. Finally, the Captain and a few others were finally picked up from Ocean (Green) Island on April 16, 1843 by the ship James Stewart.

The rest of the crew remained on the island until May 2, when they were rescued by the New Bedford whaler Nassau and taken to Honolulu.

The physical remains of the ship fill in more details of the story. A team of maritime archaeologists first visited the site in 2002.

In 2006, a team of maritime archaeologists completed a mapping survey of the shipwreck site. Anchors, anchor chain, hull sheathing, copper fasteners, hawse pipes, windlass, rigging hardware, wire rope, bricks and other material are distributed in a line over 100 meters in length.

The team also discovered a trail of bricks and broken try pot shards (cauldrons used to render the whale oil from the blubber) in a small pass through the reef crest.

The survey outside the reef crest found almost no artifacts at all. It’s possible that the extremely violent storm and seas brought the vessel entirely into the shallow back reef area, hundreds of yards from the reef pass, where she grounded at a heading of 135 degrees magnetic. Deck features were washed over the side as the ship first entered the lagoon.

The lagoon site is relatively shallow, 8-18 feet of water. The bottom type is patch coral reef, coralline substrate and rubble and sand areas.

But is this wreck site really the whaler Parker?

The types of artifacts correspond to a mid-19th century whaler, and the site location is consistent with the historical report, but there is no conclusive piece of evidence as yet, so the identification as the Parker remains preliminary.

Site survey work in 2005 involved the removal of a few diagnostic artifacts (with oversight by the appropriate management agencies). These were conserved at the Heritage Resources Conservation Lab, California State University, Chico.

In 2008, a team returned to the site to document the site with high definition video, and also to recover a ship’s bell for conservation, education and outreach. The ship’s bell became part of an exhibit at the Monument’s Mokupāpapa Discovery Center, “Lost on a Reef”.

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American whaling ship Parker site plan completed in 2006 (NOAA)

Kure Chart