November 11, 1819 – no entry. (Thaddeus Journal)
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November 11, 1819 – no entry. (Thaddeus Journal)
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November 12, 1819 – Hitherto our passage has been rough while transversing half the width of the boistrous Atlantic. (In consequence of high winds and tumultuous waves, we have not been allowed to assemble for public worship today.)
Lat. 37. 12. Lon. 36. (Thaddeus Journal)
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… then came the tram to Pacific Heights.
The earliest residential subdivisions in the Islands appear to have been laid out by the government on the level areas between Thomas Square and Pawaʻa, initially under governmental auspices, during the 1880s.
The area was known as Kulaokahu‘a (“the plain of the boundary”) and commonly referred to as the Plains. Kulaokahu‘a was the comparatively level ground below Makiki Valley (between the mauka fertile valleys and the makai wetlands.) This included areas such as Kaka‘ako, Kewalo, Makiki, Pawa‘a and Mo‘ili‘ili.
In his review of the events of 1880, Thrum reported: “Building lots on the plains sold at auction by the Government the past summer averaged over $500, the lots ranging about 100 feet frontage by 150 feet in depth.”
Two years later he wrote: “The plains to the east of Honolulu proper are being rapidly built up with residences so that the blocks and streets are now well defined as far out as Punahou Street.”
Residential development soon extended in the mauka, ʻEwa and Waikīkī directions. In 1883, “a number of suburban lots adjoining Kapiʻolani Park [were] placed upon the market” and “realized good figures.”
In his retrospect for 1890, Thrum noted that “the government has held two or three sales of lots for building purposes adjacent to the city. Those on the slope of Punchbowl found ready applicants and lively competition. … “
During the same year, the Oʻahu Railway and Land Company sold lots at Pearl City, by their new railroad line.
New subdivisions “between Punchbowl slope and Punahou,” in Kaimuki, and on Pacific Heights appeared in the late 1890s.
In 1899 the Pacific Heights road was laid out by Mr. Wall, and sold by Hawaiʻi’s reported first subdivider, Mr. Charles S. Desky (who reportedly “pulled several shady land transactions.”)
By 1900, Honolulu had a population of more than 39,000 and was in the midst of a development boom, creating tremendous need for more housing. Charles Desky built the Pacific Heights Electric Railway to support the housing development he had created near downtown Honolulu.
It is the first “electric passenger road” in Hawaiʻi; as such it is the forerunner of a system which before many months stretched out from the City center in every direction.
Prior to the development, “That part of the slope toward the city was gentle, with many patches of guava trees, kalu bushes and stands of cactus (panini.) There were no large or tall trees up to the summit until where the kukui nut, ʻōhiʻa and koa trees started along the ridge to the Koʻolau range.”
A record of this enterprise appeared in Thrum’s Annual for 1900, which said Desky and his real estate developments:
“The Kaimuki addition and Pacific Heights tracts are attracting a number of selectors, and desirable residences are in course of construction in both of these sections. … Main roads and streets have also been constructed, and the Pacific Heights enterprise promises Honolulu its first electric road in the course of a few weeks, to be followed by the construction of an elegant hotel, plans of which are completed.”
Additional information about the building of the electric railway came in the Hawaiian Gazette of November 13, 1900:
“The installation of the Pacific Heights electric railway during the past week deserves more than passing notice. It marks the opening of a new era for Honolulu in more ways than one.”
“During the summer months, in the States, the electric cars that radiate from the cities into the country and to the seaside are crowded far into the night with thousands people who ride for the sheer luxury of getting out into fresh air; and as the price Is uniformly five cents for any distance, It brings within reach of the poorest a degree of comfort healthful exercise unknown before the advent of the electric car.”
“The new railway not only provides this feature, with a beautiful view thrown In. but It for the first time makes easily and quickly accessible the foothills back of the city, which are unquestionably among the most healthful of all residence locations.”
Advertisements in ‘The Friend;’ “PACIFIC HEIGHTS. Offers greater attractions and inducements as a site for choice residences than any other portion of Honolulu. The Pacific Heights Electric Railway Line affords easy access to all lots; and water and electric lights are supplied from independent systems at reasonable rates. To parties intending to purchase and improve, especially favorable terms will be given. For further particulars apply to Chas. S. Desky, Progress Block.”
“Mr. Desky is to be congratulated upon the successful inauguration of a large enterprise for one man to undertake to handle. The community should show their appreciation of his pluck by liberally patronizing the road, at the same time they will be getting more than they pay for.” (Hawaiian Gazette)
“In those days – there were only four automobiles on Oahu in 1901 – you lived downtown because you worked downtown, you couldn’t live in Kaimuki or in Manoa.” (star-bulletin)
“Unlike today, when we build a community, we send out a bus to service the people, but in those days they’d put a streetcar out there with nobody there. It was one of those ‘if you build it, they will come’ things.” (star-bulletin)
“The streetcars created neighborhoods. People could suddenly live elsewhere and find a way into town.”
Subdividing soon became a full-time occupation. In January 1898, Theodore F. Lansing and A. V. Gear formed the firm of Gear, Lansing & Co. and before the end of the year had subdivided a 10-acre tract in Makiki and had begun work on a 260-acre subdivision (with an option for another 260) in Kaimuki.
Maps of Honolulu in 1897 show few byways outside the central city. There were just a few little farm roads. Yet in 1900-1901, Mānoa, McCully and Kaimuki are all laid out with grids and it’s definitely because of the streetcars.
By 1904, the streetcars were averaging 18,327 riders a day, 365 days a year.
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In the early years, after the arrival of the first missionaries, the Hawaiian language came to be the universal mode of education.
With the vigorous support of the Queen-Regent Kaʻahumanu, attendance in mission schools increased from about 200 in 1821 to 2,000 in 1824, 37,000 in 1828 and 41,238 in 1830, of which nearly half were pupils on the island of Hawaiʻi. (Canevali)
Common schools (where the 3 Rs were taught) sprang up in villages all over the islands. In these common schools, classes and attendance were quite irregular, but nevertheless basic reading and writing skills (in Hawaiian) and fundamental Christian doctrine were taught to large numbers of people. (Canevali)
Reverend David Belden Lyman (1803-1884) and his wife, Sarah Joiner Lyman (1806-1885,) arrived in Hawaii in 1832, members of the fifth company of missionaries sent to the Islands by the American Board of Commissioners for Foreign Missions, and were assigned the mission in Hilo.
“When we arrived in Hilo there were no foreign residents, save the Missionaries who proceeded us. There was but one frame building in this region … which the Coans have occupied. There were no roads (only footpaths,) no fences, and the Wailuku River was crossed on a plank … the only bell was hung in a breadfruit tree.” (Sarah Lyman)
It soon was apparent to the missionaries that the future of the Congregational Mission in Hawaii would be largely dependent upon the success of its schools. The Mission then established “feeder schools” that would transmit to their students’ fundamental reading, writing, and arithmetic skills, and religious training, before admission to the Lahainaluna.
In 1835, they constructed the Hilo Boarding School as part of an overall system of schools (with a girls boarding school in Wailuku and boarding at Lahainaluna.)
On January 6, 1835 “our children’s school commenced, eighty children present, sixty knew their letters. A number of the more forward children are employed as monitors to assist the less forward. (ie. advanced)” (Sarah Lyman)
In October 1836, two thatch houses were constructed near Lyman’s house and on October 3 the school opened with eight boarders, but the number soon increased to twelve.
The school was operated to an extent on a manual labor program and the boys cultivated the land to produce their own food. (The boys’ ages ranged from seven to fourteen.)
“Mr. Lyman who was brought up on a farm had an abiding faith in the value of manual labor; and his work in Hilo had convinced him that such activity in both primitive and introduced vocation was as necessary as book learning during the period of transition from one culture to another.” (Lorthian)
Hilo Boarding School, under the leadership of the Lymans, was an immediate success. In 1837, six graduates were sent to Lahainaluna Seminary.
In 1839, the old thatch buildings were torn down and Lyman purchased the entire first shipment of lumber to arrive in Hilo to build a new school building, as well as a cookhouse and infirmary which would accommodate sixty to seventy boys.
The new school building lodged fifty-five pupils in its first year, most of them coming from outside Hilo. In 1840, sugar cultivation commenced on adjacent mission land, and was worked entirely by the boys of the school along with a “monthly concert” of labor by all members of the parish. The cane was probably ground in a Chinese-owned mill in Hilo.
The school occupied forty-acres of land (used mostly in farming activities,) and, in 1846, King Kamehameha III gave the mission the water rights of the Wailuku River in Hilo. In 1848, the school received a government charter and was incorporated.
More than one-third of the boys who had attended the school eventually became teachers in the common schools of the kingdom. In 1850 the Minister of Public Instruction, Richard Armstrong, reported that HBS “is one of our most important schools. It is the very life and soul of our common school on that large island.”
The school building burned down in 1853; in rebuilding, a new site for the school was selected about one-half mile above Haili Church. This was to be the third and final location of HBS. In 1856 the T-shaped, two-story wooden building was completed. It included a stone basement and an attic with a corrugated zinc roof.
1878 witnessed the first major building at HBS since repairs to the basement necessitated by an earthquake ten years earlier. A principal’s house was raised, as the former principal’s house continued to be the Lyman residence.
At the same time, a roadway was begun connecting HBS to School Street (now Kapiʻolani Street), and completed in 1880. The row of palms leading from the school to what is now Haili Street was also planted in that year.
Between 1886-1890 carpentry classes were organized when a supply of tools were donated. In addition, the gift of three sewing machines did much for the tailoring department. An industrial building was added in 1887.
In 1888, Mr. Alexander Young, manager of the Hilo Iron Works, donated a turbine wheel, complete with the necessary iron work, shafting, pully and the pully flanges.
In 1890 Mrs. Cassie B. Terry was appointed school principal; she took charge of the academic department and her husband devoted his time to the farm and shop classes. They expanded the blacksmithing class, and Mr. Terry invented a wooden poi-pounding machine.
In 1892 a fifteen-light dynamo was installed at the school; hydroelectric power, guaranteed by the school’s exclusive control over water rights, made it the first establishment in Hilo to be lighted by electricity.
In 1894 a one-half ton ice plant was situated on the campus, ice being produced for both school and community use. Later, in exchange for control of the water rights, the electric company (HELCO) provided free power to the school.
Vocational training really took off in the period from 1897-1923, under the guidance of Levi Lyman, grandson of the founder. New buildings replaced the old and vocational programs were housed in a blacksmiths shop, a four room utility building accommodating a steam plant, dairy, poi factory and wood room for craft supplies (as well as gym and mechanical arts building.)
At first, greater emphasis was placed upon producing teachers and preachers than upon molding farmers or craftsmen. However, with the loss of Lahainaluna to the government, the Hilo school became reoriented to stress vocational training.
Hilo Boarding School was never a purely vocational institution, however, its founder’s focus of educating the head, heart and hand carried throughout its history.
The Hilo Boarding School closed in 1925, although its facilities were used for several years thereafter. It first became a community center.
Then, in 1947, it was the first home of the Hilo Branch of the University of Hawaiʻi a center of the University Extension Division. UH programs expanded there with a permanent summer school in 1948 – then, in 1949, the institution changed its name to University of Hawaiʻi, Hilo center (which later moved to its present site on Lanikāula Street, in 1955.)
All of the Hilo Boarding School buildings are gone; in 1980 the Hilo Center affiliated with the Boy’s Clubs of America now occupies the site.
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November 13, 1819 – Strong gales and slow progress, but returning health demands our gratitude.
Lat. 37. 19. (Thaddeus Journal)
Nov. 13th. It is three weeks to-day since we came on board. Most of us have the principal part of the time, been confined by sea-sickness. Mr. W. and the native youth experienced but a slight touch of that dreadful disorder. Those who were severely attacked were unable to help themselves; and it seemed providential, that some were so well as to be able to wait upon the rest. We are subject to many inconveniences; but as yet we have been pretty comfortable. The Capt. and officers have been kind to us in our sickness, for which I hope we feel grateful. Our temporal comforts far exceed my expectations. We enjoy many mercies in the midst of privations; but still, our present situation is much unlike that happy dwelling where I have spent the days of childhood and youth. O that you could duly estimate, then would you more highly prize your distinguished blessings and privileges. We have just passed the vessel, which we have every reason and to think is bound to America. We did not speak with her, as there was no probability of getting to her on account of the roughness of the sea. It would be very pleasant to send you some communication, as well as two receive some intelligence from you, but of such a gratification I must at present be denied. (Mercy Partridge Whitney Journal)
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