At the turn of the century (going into the 1900s) road repairs were in the news. A lot. A good indication was “Kamaaina’s” July 20, 1912 letter to the Star-Bulletin editor,
“Just once in the last sixteen years have repairs been made on Kalakaua avenue. All other roads and public thoroughfares in Honolulu; have received attention, but apparently this one has been forgotten.”
“Certainly the neglect Is not due to the fact that Kalakaua avenue does not need it nor to the failure of residents and property owners to protest; the dust is so heavy that on windy days the homes nearby are almost untenable, and in wet weather portions of this road are almost impassable.’ (Star-Bulletin, July 20, 1912)
Before we go on, we should address some of the terms used in the day:
Asphalt – a mixture of dark bituminous pitch with sand or gravel bonded with a sticky, black, highly viscous liquid or semi-solid form of petroleum or coal tar and coal-tar pitch
Bitulithic – essentially, the maximum aggregate size was 75 mm ranging down to dust. The concept was to produce a mix which could use a more “fluid” binder than used for sheet asphalt.
Bitumen – a black viscous mixture of hydrocarbons obtained naturally or as a residue from petroleum distillation
Concrete – created using a concrete mix of cement, coarse aggregate, sand, and water.
Macadam – angular aggregate over a well-compacted subgrade; maximum aggregate sizes was that “no stone larger than will enter a man’s mouth should go into a road” – coal tar added as binder
Warrenite – a thin, approximately 25 mm thick layer of sheet asphalt placed on top of the hot, uncompacted Bitulithic
Road work was delayed … different people preferred different solutions, and once decisions were made, they were challenged.
The February 7, 1911 Hawaiian Star editorial expressed the community’s frustration, “Road Making – The art of road-making here does not seem to have profited much by experience.”
“For years this administration or that has tried its hand, but if permanent records of methods and results were kept they do not appear to have made an impression.”
“Each road superintendent, as he comes along, tries a new scheme which may, as was the case with the last paving of King street, simply repeat past errors.”
“Yet there ought, by this time, to be a definite formula for street building, not to be lightly departed from, which would assure the most suitable rock, the most satisfactory binding material and a uniform cost per yard for construction of plain work, sources of supply and aspects of topography being equal, at all times.”
“During the regime of H. E. Cooper in the Public Works office two ways of road-making were tried on Kalakaua avenue, the plan was to judge between the two. The highway has had a long test; and in its worst spots the road is better than some that have been built since by other plans.”
“The question that occurs is, have the original plans been saved; is all the necessary data in hand; and if Kalakaua avenue were rebuilt would the lessons already learned from the Cooper experiment be applied? The Star does not say they wouldn’t be. But if they were not, the fact would not cause, surprise. . .”
“‘Observer,’ an intelligent writer on this subject in the morning paper says: ‘Our lava rock is poor material for road-making. It soon turns into mud or blows away as dust. Coral makes an admirable road for wet or dry weather.’”
“If this is a fact, why wasn’t lava rock thrown out for coral long ago? Yet it is being used right along as if experience taught nothing. Is this good business policy?” (Hawaiian Star, February 7, 1911)
The October 30, 1904 Pacific Commercial Advertiser editorial called for experimentation, “Local Street Paving. The smoothness of a macadamized road in Honolulu wears off in about a year and if there is much travel or rain the road needs to be repaired or rebuilt in three years. Obviously this is a bad showing.”
“Macadam of the right sort should hold its form for seven or eight years unless disturbed meanwhile by the laying of pipes; but the trouble in Honolulu is that our road-building material, friable volcanic rock, is not adapted to wear and tear. If we had granite to break up, our highways would not create such an endless bill of costs.”
“A trial is about to be made of asphalt on one of the business streets, a substance which may keep its smoothness of surface better than macadam, but which is a radiator of heat. On a warm day the asphaltum surface of the Naval docks is almost unbearable.”
“In Washington the streets, which are paved with this material, affect the thermometers all along the way. Still if asphaltum highways prove durable and therefore less expensive than macadam …”
“… the public here may not complain of the higher temperature. It is an offset also for solar discomfort to have the springy, rubber-like feeling of asphalt under one’s carriage wheels.”
“A good plan, in experimenting with our streets, would be to try several pavements in a distance, on one highway, of a few blocks. Then any casual tax payer could tell how the same volume of travel affects different building materials.”
“If it ever comes to that, the Advertiser hopes the pavements of Sydney, N. S. W., will have, consideration. Some years ago the United States Consul General there reported that noiseless pavement; laid a decade before on the Sydney street of heaviest traffic had shown no signs of deterioration.”
“This pavement had pounded and rolled rock at the bottom, with one foot lengths of eucalyptus trunks on end between curb and curb, the spaces or crevices between each trunk length being filled with gravel and concrete and the top presenting a smooth surface of asphalt which protected the wood from rain. It was found that the eucalyptus grew harder with the years.”
“As eucalyptus is readily procurable here some experiments with it might not come amiss.” (Commercial Pacific Advertiser, October 30. 1904)
In addition to eucalyptus, there were thought of Ohia block paving, “That bitullthic paving for King street will be decided upon by, the Board of Supervisors tonight looked like a foregone conclusion this morning.”
“The road committee, It Is under stood, will report unanimously In favor of J. A Gilman’s bid for paving King street with bitulithic, and although some of the Supervisors are rather inclined in favor ohia wood block paving, they will probably not carry out the opposition tonight in the face of a majority for bitulithic.”
“Supervisors Murray and McCleilan are said to favor giving ohia block paving a fair try-out in Honolulu. The others believe that as the bitulithic paving bid was by far the lowest, it should be adopted.” (Evening Bulletin, December 5, 1911)
Edward Scott in ‘Saga’, recalls one of the alternatives that didn’t work – he called it “Honolulu’s Sweetest Memory – ‘Molasses Streets,’”
“Shortly after the turn of the century, W ‘Willie’ Wall, city engineer of Honolulu, hit upon the idea of paving King Street and Kalakaua Avenue with a mixture of bagasse, (cane refuse from sugar making), crushed lava, and beach sand.”
“Willie went to work immediately and laid down a large section of thoroughfare, attracting head-scratching engineers and flies to what would become Honolulu’s ‘sweetest memory.’”
“This concoction rolled out smoothly and all went well until the first heavy rain, which melted Wall’s ‘rock candy’ roadway turning it into a sticky quagmire.”
“Here was a sidewalk superintendent’s Utopia as owners of vehicles found that the gluey mess stuck like hardening cement. Dozens of suggestions were made. Undaunted, Wall called for more crushed lava.”
“When the rainy season set in again, Kalakaua Avenue once more turned into a syrupy tide, the aromatic flow oozing down the gutters until it merged in a swirling mess covering the duck and taro ponds off McCully Street.”
“Until his dying day ‘Willie’ Wall maintained that, given time, he could have made his molasses streets work. True or not the experiment, in retrospect, remains the city’s sweetest and stickiest memory.” (Scott, Saga, 413)
