Economy | Page 102 | Images of Old Hawaiʻi

October 15, 2021 by Peter T Young Leave a Comment

Sinking of the Two Carthaginians

The Wandia was built in Denmark in 1921 as a three-masted schooner. Captain Peterson used her to haul general cargo in the Baltic for some 30 years. She then had a few years of service as a commercial fishing boat in Iceland, and later hauled cargo in Central America.

In 1964, Robert Tucker Thompson (‘Tucker’) flew to Costa Rica to deliver a yacht back to Newport Beach. Sailing up the coast of Central America, there were stories of a Baltic trading schooner that was just ahead.

“Wandia” was anchored in Acapulco; when Tucker arrived, he was interested in the boat and the owner was considering selling. … Several months later, the ship arrived in San Diego and the deal was done. (Tucker’s father worked as a film processor in the movie industry.)

Then the ship needed to go to work. Tucker sent letters and photos to all the film studios. A film of James Michener’s 1959 book “Hawaii” was about to be made by Mirisch. The studio had one ship, but also needed a whaling ship. Tucker and the production entered into a purchase/re-purchase agreement.

Re-rigging took place in San Pedro harbor (LA) in a rushed ‘Hollywood‘ manner – dismantling and building taking place almost simultaneously. The “Wandia” was then named the “Carthaginian” (the name James Michener gave the whaling boat in his novel). (Tucker)

“In addition to changed rigging, the Carthaginian also had the special equipment necessary to a whaling career installed. Such things as the small boats used to harpoon whales …”

“… as well as lookout hoops for sighting their quarry, equipment for removing blubber, and many other items, were added. At the same time, the entire hull was completely checked and repairs or replacements effected.” (McConkey)

The original script eliminated the arrival of the New England missionaries in Hawaii, a key element of the original story, but include Rev. Abner Hale and his wife, Jerusha (Max Von Sydow and Julie Andrews), a missionary couple.

An October 24, 1964 news conference in Honolulu announced the production would be filmed in Hawaii. Filming for the movie began February 22, 1965, about as far from the islands as one can be: 150 miles above the Arctic Circle, off Bodo, Norway. In the spring, filming moved to New England. (McWhorter, Star Advertiser)

On June 9, 1965, filming began on Oahu at an Army facility at Makua. Most of the production crew stayed at the brand-new Ilikai Hotel; the lead actors rented homes on Diamond Head Road and Kahala Avenue.

The Mirisch Corp. brought 168 people from Hollywood to Hawaii for filming and hired 200 local technicians and 700 local residents as extras. Ten locals were cast to portray missionaries, among them Bette Midler, a 1963 Radford High School graduate.

The theme song of “Hawaii” eventually was altered to become the longtime KGMB jingle, “One of the good things about Hawaii … is wonderful … KGMB.”

A combination of wind, rain, sun, sand, dirt and military helicopters buzzing above delayed production an extra month at Makua.

Filming concluded on Oahu on November 10, 1965. (McWhorter, Star Advertiser)

When filming finished and the movie company no longer needed the ship, the re-purchase option was executed. Tucker and family moved aboard and took on crew for a trip around the Islands and to California, with plans for a South Pacific cruise.

While anchored off Lahaina, Larry Windley, director of the Lahaina Restoration Foundation, urged the members to consider purchasing the ship for a museum; by the time the ship reached Hilo, representatives had arrived there with a proposal ready for signing, to take effect when the South Pacific cruise had finished.

“Carthaginian” continued on to the west coast. Then, arrangements were made for the voyage of the “Carthaginian” to the Marquesas, Society Islands and Hawaii. (Tucker)

“The first Carthaginian owned and operated by the restoration foundation as a floating museum since 1966 when it was purchased for $75,000, had been rigged out to represent a three-masted bark, similar to the type that brought the early missionaries to the Hawaiian Islands.”

A few years later, tragedy struck; the Carthaginian “sank in April 1972 after it was caught on a reef in the Lahaina channel while being sailed to Honolulu for an annual dry-dock checkup.” (Star Bulletin, April 9, 1977)

“Efforts to save her were given up when it was discovered that the ship had a 12-foot hole in its hull and a broken keel. … the 51-year-old- ship will be towed out to sea where it will be sunk.” Star Bulletin, April 4, 1972)

“Efforts to find a replacement for the vessel were begun immediately. The search lasted several months and involved a hunt in shipyards around the world until the discovery of what was considered the perfect replacement.”

“The new Carthaginian, a 52-year old cargo ship named the Komet was found in Trollhatten, Sweden and purchased by the foundation for $25,000.” (Star Bulletin, April 9, 1977)

Carthaginian II was a 97-foot steel-hulled sailing boat that was converted into a replica whaling ship and floating museum to replace the popular Carthaginian tourist attraction.

A big point was made that she was exactly the same size as the ‘Thaddeus,’ the brig that brought the first missionaries to Hawaii from Boston. Visitors were invited to imagine what it must have been like for the missionaries, tossing across the waves for many months crammed inside her.

The boat was built in 1920 in Kiel, Germany at the Friedrich Krupp Germaniawerft shipyard and was once run as a two-master. Later the boat was converted to diesel power and in the Baltic Sea used as a freighter for cement.

She was renamed Carthaginian II and restored over several years. Masts made of spruce, a deck of eucalyptus, and other details for a whaling supply ship of the 19th century were installed.

Upon completion of the renovations, the Carthaginian II served as a floating museum in Lahaina Harbor from 1978 to 2001. (Atlantis Artificial Reef FEA)

But age caught up with her, finally. It was decided that refurbishing the old ship was cost-prohibitive and, anyway, she would probably not survive being towed to Oahu for the repairs. Meanwhile, she was becoming a potential safety hazard sitting in the harbor. (Maui 24/7)

In 2003, the Lahaina Restoration Society asked Atlantis Submarine Maui, a tour company featuring underwater ocean tours, for help in exploring whether she could be used as an artificial reef off the Lahaina coast. The company, which had been offering submarine tours off Lahaina since 1991, agreed. (Maui 24/7)

After permitting, then came the sinking of Carthaginian II … In 2005, the boat was towed half a mile away from the coast and sunk to create an artificial reef, and now stands at a water depth of about 100-feet and also serves as a destination for diving expeditions.

October 12, 2021 by Peter T Young 1 Comment

15th Century

Folks describe different ‘phases’ or ‘periods’ of human settlement and agricultural development in the Islands over time. Different people use different terms for each of these (some use varying timeframes, as well,) but they seem to generally fall into Settlement, Development, Expansion and ultimately Post-Contact.

Settlement – AD 1000-1400

It is believed that initial Polynesian discovery and settlement of the Hawaiian Islands occurred between approximately AD 1000 and 1200. (Kirch) This effectively started the ‘Settlement’ phase.

For generations, the small, slowly growing population clustered around shore sites near streams that supplied them with water. Such sites are best for inshore fishing.

The food plants of Hawaiʻi can be divided into three groups: those known as staple foods (the principal starchy foods – kalo (taro,) ʻuala (sweet potato,) ʻulu (breadfruit,) etc;) those of less importance (to add nutrients and variety to the diet;) and those known as famine foods. (Krauss)

Kamakau states that there were no chiefs in the earliest period of settlement but that they came “several hundred years afterward … when men became numerous.”

Development- AD 1400-1650

Archaeological evidence indicates a chronology of household expansion (and, by inference, to population growth, as well as increased managerial presence and a desire to produce higher yields) starting about this time. The Islands evolved from shifting cultivation into a stable form of agriculture. Likewise, a formalization of governance was taking shape.

Dr Marion Kelly noted there were three main technological advances resulting in food production intensification that started to evolve: (a) loko i‘a, walled fishponds, (b) lo‘i, terraced pondfields with their irrigation systems and (c) systematic dry-land field cultivation organized by vegetation zones.

In addition, this movement toward a centralization of government allowed for development and maintenance of large projects, such as irrigation systems, large taro loʻi, large fish ponds, heiau and trails.

Expansion – AD 1650-Contact (1778)

A population peak (usually estimated at several hundred thousand) was reached around 1650 AD, more than 100 years before contact with Europeans.

It was at this population peak, or shortly before, that Hawaiians began to inhabit less favorable coastline areas and barren zones between the coast and upland agricultural sites and to develop extensive dryland agricultural systems in marginal regions. (Cuddihy)

Large-scale irrigation works and permanent field systems were developed during the expansion period. Settlements were intruding into increasingly marginal environments, including the interiors of leeward valleys and the higher elevation slopes. Population densities in the fertile windward valleys increased, although densities in tablelands and elsewhere were much lower.

Post Contact – After 1778

At the time of Captain Cook’s arrival (1778-1779), the Hawaiian Islands were divided into four chiefdoms: (1) the island of Hawaiʻi under the rule of Kalaniʻōpuʻu, who also had possession of the Hāna district of east Maui; (2) Maui (except the Hāna district,) Molokai, Lānaʻi and Kahoʻolawe, ruled by Kahekili; (3) Oʻahu, under the rule of Kahahana; and (4) Kauai and Niʻihau, Kamakahelei was ruler.

It was not necessarily a peaceful time. Island rulers, Aliʻi or Mōʻī, typically ascended to power through familial succession and warfare. In those wars, Hawaiians were killing Hawaiians; sometimes the rivalries pitted members of the same family against each other.

In addition to deaths in wars, epidemics of infections added to the decline in Hawaiʻi’s population from approximately 300,000 at the time of Captain Cook’s arrival in 1778 to 135,000 in 1820 and 53,900 in 1876.

The Islands at the Time of Columbus (During the Development Phase – AD 1400-1650)

At about the time Christopher Columbus was crossing the Atlantic to America (1492 – he was looking for an alternate trade route to the East Indies,) exciting stuff was happening in the Hawaiian Islands.

The political governance and land management system by Aliʻi-ai-moku, was expanding and developing after two centuries since its inception, and there was a wake of progress taking place on our shores.

In this general timeframe, and not necessarily contemporaries, the Aliʻi-ai-moku (Island rulers) across the chain were: Mā‘ilikūkahi on Oʻahu, Piʻilani on Maui, ʻUmi-a-Līloa on Hawaiʻi and Kukona on Kauaʻi.

Māʻilikūkahi – Oʻahu

Soon after becoming aliʻi, Māʻilikūkahi moved to Waikīkī. He was probably one of the first chiefs to live there. Up until this time Oʻahu chiefs had typically lived at Waialua and ‘Ewa. From that point on, with few exceptions, Waikīkī remained the Royal Center of Oʻahu aliʻi, until Kamehameha I moved the seat to Honolulu.

Māʻilikūkahi is noted for clearly marking and reorganizing land division palena (boundaries) on O‘ahu. Defined palena brought greater productivity to the lands; lessened conflict and was a means of settling disputes of future aliʻi who would be in control of the bounded lands; protected the commoners from the chiefs; and brought (for the most part) peace and prosperity.

What is commonly referred to as the ‘ahupuaʻa system’ is a result of the firm establishment of palena (boundaries.) Ahupuaʻa served as a means of managing people and taking care of the people who support them, as well as an easy form of collection of tributes by the chiefs.

Piʻilani – Maui

According to oral tradition, Piʻilani unified the entire island of Maui, bringing together under one rule the formerly-competing eastern (Hāna) and western (Wailuku) multi-district kingdoms of the Island. Chief Piʻilani (“stairway to heaven”) unified West Maui and ruled in peace and prosperity. His territory included Nā Hono a Pi‘ilani, the six West Maui bays, a place he frequented.

Piʻilani’s prosperity was exemplified by a boom in agriculture and construction of heiau, fishponds, trails and irrigation systems. Famed for his energy and intelligence, Piʻilani constructed the West Maui phase of the noted Alaloa, or long trail (also known as the King’s Highway.)

His son, Kihapiʻilani laid the East Maui section and connected the island. This trail was the only ancient pathway to encircle any Hawaiian island (not only along the coast, but also up the Kaupō Gap and through the summit area and crater of Haleakalā.)

ʻUmi – Hawaiʻi Island

ʻUmi-a-Līloa (ʻUmi) from Waipiʻo, son of Līloa, defeated Kona chief Ehunuikaimalino and united the island of Hawai‘i. He then moved his Royal Center from Waipi‘o to Kona. At about the time of ʻUmi, a significant new form of agriculture was developed in Kona; he is credited with starting it. Today, archaeologists call the unique method of farming in this area the ‘Kona Field System.’

The Kona Field System was planted in long, narrow fields that ran across the contours, along the slopes of Mauna Loa and Hualālai. This intensive agricultural activity changed farming and agricultural production on the western side of Hawai’i Island; the Kona field system was quite large, extending from Kailua to south of Honaunau

The Kona Field System was described as “the most monumental work of the ancient Hawaiians.” The challenge of farming in Kona is to produce a flourishing agricultural economy in an area subject to frequent droughts, with no lakes or streams for irrigation.

Kukona – Kauai

Kukona became a symbol of the very highest ideals of chivalry in battle, was born in Kōloa and fought his defining battle at Poʻipū.

During the 15th century, an ambitious chief of Hawaiʻi who had already conquered three other islands, tried to seize Kauaʻi. He was accompanied into battle by the combined armies and chiefs of Maui, Molokai and Oʻahu. The war is known as the War of Ka‐welewele. The much smaller forces defending Kauaʻi, led by Kukona and his son Manokalanipo, soundly defeated the invaders after leading them inland and then surrounding them at the shore.

Kukona captured all four chiefs of Hawaiʻi, Oʻahu, Maui and Molokai. He had the opportunity to kill them all and assume leadership over the islands. However, he preferred peace and allowed them to return safely home with a promise that they never again make war on Kauaʻi. This peace lasted for four hundred years.

What about Puna?

The Islands were at peace, the population was growing and new intensified means of feeding the subsistence society were being developed. However, in Puna, there was a disturbance in the forest …

The longest recorded eruption at Kīlauea, arguably, was the ʻAilāʻau eruption and lava flow in the 15th century, which may be memorialized in the Pele-Hiʻiaka chant. It was the largest in Hawaiʻi in more than 1,000-years.

The flow was named after ʻAilāʻau, who was known and feared by all the people. ʻAi means the “one who eats or devours.” Lāʻau means “tree” or a “forest.” (He was the fire god before Pele arrived at Hawaiʻi Island.)

The eruption probably lasted about 60 years, ending around 1470. This large volume of lava covered a huge area, about 166 square miles (over 106,000-acres) – larger than the Island of Lānaʻi.

From the summit of the ʻAilāʻau shield, pāhoehoe lava flowed 25-miles northeastward, making it all the way to the coast. Lava covered all, or most, of what are now Mauna Loa Estates, Royal Hawaiian Estates, Hawaiian Orchid Island Estates, Fern Forest Vacation Estates, Eden Rock Estates, Crescent Acres, Hawaiian Acres, Orchid Land Estates, ʻAinaloa, Hawaiian Paradise Park and Hawaiian Beaches. (USGS)

Rapid ‘Ōhi‘a Death

There is a new disturbance in the forest …

Click HERE for more information on the Historic Periods, Agriculture Intensification, the 15^th Century Rulers and the Forest.

Pre-contact Footprint-Hawaiian Islands-GoogleEarth-OHA-TNC

October 7, 2021 by Peter T Young 3 Comments

Velocipede

The shades of night were coming down
As swiftly racing through the town
A youth whose strength could scarce suffice
To keep him on that strange device
Velocipede!
(Hawaiian Gazette, July 21, 1869)

Everett & Co noted in an early advertisement, “Offer for sale the cargo of the ship “Medora,” just received from Boston, and adapted for the Islands, Oregon and California markets, consisting of … (under ‘Furniture’) ‘Velocipedes.’” (Polynesian, October 23, 1847.)

Velocipede (Latin for ‘fast foot’) was an early term for a human-powered land vehicle with one or more wheels. The most common type of velocipede today is … bicycle.

Bicycling didn’t really catch on until the late-1860s, and within a few years, hundreds of thousands of people on the continent had become enthusiasts. (It had some interesting early spelling, as you will see in the newspaper quotes.)

The word ‘bicycle’ first appeared in English print in The Daily News in 1868, to describe “Bysicles and trysicles” on the “Champs Elysées and Bois de Boulogne.” In the Islands, they were talking about velocipedes and bicycles in 1869.

“There is no use in trying to plod along in the old way. Walking is getting to be ‘vulgah,’ and he or she that cannot wriggle a by-circle is no body. … it is certain that such a manner of locomotion can never become fashionable until a wheel or two is added to the accomplishment and a new coined word, ending in “cicle,” given to it.” (Hawaiian Gazette, April 21, 1869)

An editor of the local paper wrote of his first experiences, “(i)n order that my readers may more perfectly understand the difficulties involved in (riding a bicycle.)”

“Receiving the loan of a velocipede day before yesterday evening, and being in full sympathy with the progressive instincts of the age, I immediately commenced to learn to ride it“.

“(L)et me first remark on a few of the tricks that the animal is addicted to: first and worst, it betrays an unaccountable disposition to lie down in the middle of the street or anywhere, and at all times and without warning.”

“It also often turns, what would be its head if it was a horse, back as if to bite the rider’s feet, in reality to rub the dust off from the wheel rim to his pants. Thus it is quite unmanageable till one gets used to it.”

“My memory of what followed is much blurred; a general, unreal and unpleasant impression, which I am as yet unable to analyze, of whirling spokes, pedals, bumps, bangs, shouts, hats in the air, stars, a shock, cold water and taro.”

“As far as my experience is worth anything, I am of the opinion, that, although pounded raw taro may possibly be a good application for sore head, which I am inclined to doubt, it is generally unsafe to pound it with the head.”

“The bicycle question with me is still unsettled. One thing is certain; I shall never ride the above mentioned one again, if I can help it; but should I ever find one that had a reliable reputation as a quiet family velocipede, I think I might be induced to tempt fortune once more.” (Pacific Commercial Advertiser, June 12, 1869)

Others have other opinions. “For many years the bicycle was looked upon as a worthless development of the old velocipede, at best only Interesting as a childish toy. … That day has passed.”

“Bicycle riding is a good, healthy an invigorating exercise, and is especially valuable to those whose lives are sedentary. Boating, baseball and lawn-tennis are all excellent forms of recreation; but in the wide complexity of modern life there is plenty of room for the wheelman with his graceful steed.” (New York Tribune, September 21, 1883)

Then, people saw the need to accommodate the bikes: “The reason why there is no bicycle club in this Kingdom is that a portion of Queen street is about the only course in the realm where the two wheels safely run away with a man.” (Daily Herald, April 14, 1887)

“Honolulu being the metropolis and furnishing, as it does, means for the entertainment of visiting wheelmen and all others interested in good roads a home for them is desired where they can receive hospitable entertainment; where they can gain much information of value as regards good roads on the other islands; the resources and sights of Hawaiʻi and also enjoy club privileges.”

“Through the medium of cycling particularly can much be accomplished towards better roads, and it is the intention of this club to bring together the numerous cyclists of this city and throughout the islands, and to secure the cooperation of kindred organizations in the formation of a guild, having for its purpose the development and perpetuation of the good roads idea.”

“All we ask is the thorough sympathy and support of the public who are interested in bicycling and good roads and we assure them that there will be no lack of effort on our part and no dearth of results in the direction towards which we aim.”

“To this end all those who are interested in the better and permanent improvement of our public thorough fares, whether they be riders, drivers or wheelmen are cordially invited to unite and cooperate with this organization.”

“One great organization, composed of the rapidly increasing riders, drivers and wheelmen and the public-spirited citizens, can carry out any movement far more successfully than can any number of smaller organizations of a similar character working independently of each other.” (Honolulu Road Club, Hawaiian Star, September 30, 1895)

The legacy of ‘good roads’ called to attention by the Honolulu Road Club over 100-years ago lives on – today, we call them ‘Complete Streets.’

Complete Streets (also called Livable Streets) are road networks that are designed to be safer and more attractive to all types of users and commuters, which include bicyclists, public transport users, pedestrians, motorists and riders of all ages and abilities. It is designed with all types of users in mind, not just vehicles.

On the continent, the first Complete Streets policy was adopted in 1971, but Hawaiʻi only recently adopted Act 54 in 2009. Hawaiʻi law states, “The department of transportation and the county transportation departments shall adopt a complete streets policy that seeks to reasonably accommodate convenient access and mobility for all users of the public highways … including pedestrians, bicyclists, transit users, motorists, and persons of all ages and abilities.”

learning-to-ride-a-bike-in-1869-from The New York Coach Makers Magazine

bicycle-velocipede-illustration-circa-1868

Man riding a bike on the Kapi‘olani race track-(waikikivisitor-com)

Bicylcist on King Street-PP-38-6-004-1895

Bicycle Banner over Fort-King Streets-PP-38-6-005-1900

Francine King wearing a coconut hat with a coconut market basket on her bicycle-PP-32-7-026-1935

October 6, 2021 by Peter T Young Leave a Comment

Big Five (plus 2)

“By 1941, every time a native Hawaiian switched on his lights, turned on the gas or rode on a street car, he paid a tiny tribute into Big Five coffers.” (Alexander MacDonald, 1944)

The story of Hawaii’s largest companies dominates Hawaiʻi’s economic history. Since the early/mid-1800s, until relatively recently, five major companies emerged and dominated the Island’s economic framework. Their common trait: they were focused on agriculture – sugar.

They became known as the Big Five:

C. Brewer & Co.
Founded: October 1826; Capt. James Hunnewell (American Sea Captain, Merchant; Charles Brewer was American Merchant)
Incorporated: February 7, 1883

Theo H. Davies & Co.
Founded: 1845; James and John Starkey, and Robert C. Janion (English Merchants; Theophilus Harris Davies was Welch Merchant)
Incorporated: January 1894

Amfac
Founded: 1849; Heinrich Hackfeld and Johann Carl Pflueger (German Merchants)
Incorporated: 1897 (H Hackfeld & Co;) American Factors Ltd, 1918

Castle & Cooke
Founded: 1851; Samuel Northrup Castle and Amos Starr Cooke (American Mission Secular Agents)
Incorporated: 1894

Alexander & Baldwin
Founded: 1870; Samuel Thomas Alexander & Henry Perrine Baldwin (American, Sons of Missionaries)
Incorporated: 1900

Some suggest they were started and run by the missionaries. Actually, only Castle & Cooke had direct ties to the mission – Castle ran the ‘depository’ and Cooke was a teacher.

Alexander & Baldwin were sons of missionaries, but not a formal part of the mission. Brewer was an American sea captain and merchant; the founders of Davies were English merchants and the founders of Amfac were German merchants.

Hawaiʻi’s industrial plantations began to emerge at this time (1860s;) they were further fueled by 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, the US obtained Pearl Harbor and Hawai‘i’s sugar planters received duty-free entry into U.S. markets for their sugar.

As the sugar industry pushed ahead, something else new was introduced into the economic scheme of things. In Honolulu two or three new firms began business solely to handle the affairs of the scattered plantations.

They began by acting as selling agents for the planters. Gradually they took over other functions: financing crops, importing labor, purchasing machinery for the planters and serving in all ways as their business agents. The new businesses soon found themselves running the sugar industry.

By the 1880s, five of these concerns, called factors, eventually dominated the field. How effectively the Big Five could band together as one against outside forces whether the enemy was foreign capital, insects, labor, competing products or disease was well demonstrated by their Hawaiian Sugar Planters Association, more familiarly known as the HSPA. (MacDonald)

This group organization for Hawaii’s sugar industry was founded in 1882 as the Planters’ Labor and Supply Company when the planters found they had common problems in irrigating the sugar lands, growing the cane, and finding labor. That was its immediate official purpose.

“Everything that comes into the territory comes through a large corporation. The independent businessman who attempts to enter business here immediately finds that even nationally advertised lines from the mainland are tied up by the Big Five. It is almost impossible to get an independent line of business as they have everything – lumber paint, right down the line.” (Edward Walker, High Sheriff of Hawaiʻi, 1937; Kent)

Acting as agents for thirty-six of the thirty-eight sugar plantations, the Big Five openly monopolized the sugar trade. Twenty-nine firms, producing seven out of every eight tons of sugar exported from the Islands, refined, markets and distributed through the Big Five’s wholly owned California and Hawaiian Sugar Company, whose refinery, the largest in the world, was on San Francisco Bay. (Kent)

They branched out into other businesses. To squeeze additional profits out of the sugar trade, they started their own refinery in California; it was to become the largest in the world. They built up a fleet of ships, the Matson line, to carry the sugar away and to bring back goods and passengers.

They developed inter-island shipping, built hotels, put capital into insurance, cattle, pineapples, banking. They took over bodily the wholesaling of goods coming into the Islands; ninety percent of retail stock came from their warehouses.

Their capital started the public utilities. Their street railway transported Hawaiians, their gas and electric plants lighted the city, they acquired the communications systems. (MacDonald)

The sugar industry was the prime force in transforming Hawaiʻi from a traditional, insular, agrarian and debt‐ridden society into a multicultural, cosmopolitan and prosperous one. (Carol Wilcox)

With statehood in 1959 and the almost simultaneous introduction of passenger jet airplanes, the tourist industry began to grow rapidly.

The industry came to maturity by the turn of the century; the industry peaked 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. (That plummeted to 492,000-tons in 1995.)

A majority of the plantations closed in the 1990s. As sugar declined, tourism took its place – and far surpassed it. Like many other societies, Hawaii underwent a profound transformation from an agrarian to a service economy.

There were a couple other associated entities that were associated with the Big 5” Dillingham (Benjamin Franklin Dillingham) and Campbell (James Campbell) and their associated companies.

Click HERE to view/download for more information on Hawai‘i’s Big 5 (plus 2).

Downtown_Honolulu-Building_ownersh

Alexander & Baldwin-logo

Alexander & Baldwin Building-PP-7-4-006-00001

Amfac-logo

American Factors (formerly H.Hackfield)-PP-7-5-019-00001

C Brewer-logo

Brewer Building-Burlingame-SB

Castle & Cooke-logo

Castle_&_Cooke-PP-8-1-008-00001

Theo Davies-logo

Theo. H. Davies Co., Bishop St-PP-8-3-010-00001

James_Campbell_Building-(Williams, Adamson)-1967

Dillingham Transportation Building-PP-8-4-003-00001

September 30, 2021 by Peter T Young 5 Comments

Brothers Continue The Legacy

For much of the 1800s, sailing ships calling at Honolulu Harbor were serviced using double-hulled canoes or rowboats.

In 1900, three brothers, Jack, Herbert and William, formed Young Brothers and started doing small jobs around the Harbor.

Early in the century, there was only a narrow opening in the reef, so sailing ships anchored outside where they had room to maneuver. They then came ashore in their own boats or used launch services from the harbor.

Jack Young once reminisced about arriving in Honolulu in 1900 with a few cans of fruit, a large trunk and only twenty-five cents in cash – too little to pay to have his trunk brought ashore. So he rustled up a spare rowboat and rowed in his own gear.

In those days, there might be from five to twenty sailing ships off Sand Island. When a ship came in, the anchor line had to be run out to secure the ship; if the ship was coming to the dock, a line had to be carried to the pier.

In the early years of the company, Young Brothers used its first boat, Billy, to service the ships by carrying supplies and sailors to ships at anchor outside the harbor, as well as run lines for anchoring or docking vessels.

They also pulled boats off the reefs, conducted salvage operations and various other harbor-related activities (including harbor tours.)

The company grew over the years into an active interisland freight company.

When original brother Jack’s two sons became old enough, they joined the operation.

Jack Young Jr., joined the company as a regular employee in 1933. He soon captained various boats; in 1936 he became the permanent master of the Mamo (which in 1930 was the first all-steel tugboat in maritime history.)

Jack’s younger brother, Kenny Young, joined Young Brothers in 1946, after a stint in the Navy and graduation from Stanford.

He immediately became superintendent of Young Brothers’ freight department, a position he held until 1952. That same year, Young Brothers merged with Oahu Railway and Land Company (OR&L.)

Jack Jr. resigned from Young Brothers in 1952 (having disagreed with the merger and its resulting changes in management policies.)

However, Jack Jr. continued to broaden his maritime skills, earning a Master Maritime license and becoming a Harbor Pilot for the Territory of Hawai‘i, then Harbor Master for the State. (Jack Jr. passed away in 1994.)

Kenny remained with the company after the merger and served as manager of the land department of OR&L (1952-1961.)

When OR&L merged with Dillingham Corporation, he was manager and vice president at Dillingham until 1968.

He then moved to Kona and started his own real estate company. (Kenny passed away in 2004.)

Jack Young of the original Young Brothers is my grandfather; Jack Young Jr, my uncle; and Kenny Young, my father.

The Young family legacy at Young Brothers continued; for a while, my older brother, David Young, served as a Hawai‘i County Community Advisory Board Member for the Young Brothers Community Gift Giving program.

I am the youngest brother of the youngest brother of the youngest brother of Young Brothers.