Economy | Page 18 | Images of Old Hawaiʻi

March 4, 2025 by Peter T Young Leave a Comment

Podmore Building

Joseph William Podmore was an English sailor who became a clerk for JT Waterhouse & Co from 1886 to 1900. He then opened his own firm for insurance, shipping, commission, and as agent of the Anglo-American Crockery & Glass Co. of San Francisco. He was active as a real estate investor in the early 1900s.

On February 26, 1902, Peter Cushman Jones, Ltd. leased the vacant lot it owned at Merchant and Alakea Streets to Podmore.

The lease was for a period of twenty-five years from April 1, 1902 at $60 per month net rent, with the condition that Podmore “within six months from April 1, 1902 at his own cost and charge, erect and complete a good and substantial building .., and shall lay out and expend therein not less than $7,000.”

The April 17, 1902 Advertiser listed a building permit issued to Lee Wai for a 2-story store at 901 Alakea Street. Apparently, PC Jones, Ltd. lent Podmore part of the money to construct the building, for on June 25, 1902 Podmore mortgaged his lease to PC Jones, Ltd.

It was called the Podmore Building.

It is believed that the building was built for investment, as Podmore was not an occupant. The City Directory of 1903-04 lists merchant tailor Joseph P Rodrigues as occupying the corner store, with Edward C Rowe, a painter, paperhanger and decorator occupying the mauka office. The upstairs was occupied from 1902-06 by the Mercantile Printing Co, Ltd.

The Podmore Building is a two story cut stone building constructed primarily of Hawaiian blue-gray basalt, measuring 72 feet by 34 feet, with a hip roof, situated at the northeast corner of Merchant and Alakea Streets.

The building is representative of a style of rusticated stone construction utilized for commercial buildings in Hawaii from 1894 to 1907, derived from the Romanesque Style popularized by Henry Hobson Richardson.

The building is characterized by massive, rough-faced stonework, sparse ornamentation, a flat facade divided by symmetrical windows and storefront openings, with arches over the entry doors to the second floor stairway, and a stone railing parapet with peaked capstones at the corners and midpoint of the facades.

The masonry work was typical in Honolulu when Hawaiian basalt was widely used for durable construction, with five quarries in operation on Oʻahu. The stone was finished and dressed by hand at the construction site, with much of the work performed by immigrant Portuguese stonemasons.

The massive stones were lifted into position by block and tackle from wooden hoists and scaffolds. Its use was discontinued due to economic considerations and the tendency of some stones to explode if heated by a fire and then doused with water.

On the curb on Alakea Street, between King and Merchant, in Honolulu, fronting this area is evidence of other aspects of old-Honolulu – remnants of the tethering rings. (By the 1840s, the use of introduced horses, mules and bullocks for transportation was increasing; circular indentations in curbs adjoining streets show the location of hitching rings used to tether horses outside businesses.)

(In 1868, horse-drawn carts operated by the Pioneer Omnibus Line went into operation in Honolulu, beginning the first public transit service in the Hawaiian Islands; the first automobile arrived in October 1899 (it was steam-powered,) the first gasoline-powered automobile arrived in the Islands in 1900.)

During 1906-07 Podmore apparently sold his lease back to Jones. On February 7, 1907 Jones donated the land and building to the Hawaiian Board of Missions for use as a permanent home. From March 1907 until April 1916 the Hawaiian Board of Missions used the property as their headquarters.

“The Hawaiian Board is the organization which carries on the home missionary work of the Congregational Church throughout the Territory of Hawaiʻi. The full name of this organization is The Board of the Hawaiian Evangelical Association. This Board is the child of the early mission begun in 1820 by the American Board of Foreign Missions; not only the child, but the direct successor and inheritor of that great enterprise.” (Erdman, The Friend, April 1, 1937)

The property was purchased by Charles M. Cooke, Ltd. in 1913. The Board continued to rent the premises until the completion of the new Mission Memorial Building on Beretania Street in 1916.

In 1924 the property was purchased by the Advertiser Publishing Co. Ltd who owned the adjacent property where the Honolulu Advertiser was published until 1928. (Lots of information here from NPS.)

March 2, 2025 by Peter T Young Leave a Comment

Traffic

The first known signal device for regulating street traffic was installed in 1868 in London, at the intersection of George and Bridge Streets near the Houses of Parliament.

The signal had two semaphore arms which, when extended horizontally, meant “stop”; and when drooped at a 45-degree angle, meant “caution.” At night, red and green gas lights accompanied the “stop” and “caution” positions.

Back in the 1860s (pre-car,) there were still lots of movement on the roads, with animal ridden and driven means.

“By the signal ‘caution,’ all persons in charge of vehicles and horses are warned to pass over the crossing with care and due regard to the safety of foot passengers.”

“The signal ‘stop’ will only be displayed when it is necessary that vehicles and horses shall be actually stopped on each side of the crossing, to allow the passage of persons on foot; notice being thus given to all persons in charge of vehicles and horses to stop clear of the crossing.” (Proclamation of Richard Mayne, London Police Commissioner, in 1868; Lay)

(At the time, these weren’t set up to handle cars (on January 29, 1886, Carl Benz applied for a patent for his “vehicle powered by a gas engine.” The patent – number 37435 – may be regarded as the birth certificate of the automobile. (Daimler))

Those were the horse and buggy days and traffic in big cities was often heavy. Police officers had to be stationed full time directing traffic at busy intersections. By 1899, the motor vehicle traffic was a negligible factor in highway traffic. (Eno, 1939)

That changed.

Spurring a boom, in 1903, Henry Ford officially opened the Ford Motor Company and five years later released the first Model T. In 1907, Henry Ford announced his goal for the Ford Motor Company: to create “a motor car for the great multitude.” (pbs)

Additional innovative techniques were incorporated and, on December 1, 1913, the Fords large-scale assembly line was officially in working order.

Ford’s 1914 production rate of 308,162 eclipsed the number of cars produced by all other automobile manufacturers combined.

With the coming of automobiles, the road situation got even worse. These, added to the people, rails, horse-drawn and others started the automobile traffic nightmare that continues today.

In response, “The American Traffic Signal Co turned over to the City of Cleveland on August 5th, the first set of traffic signals, which were installed at East 105th Street and Euclid Avenue. Hon. AA Benesch, Director of Public Safety, placed the signals in operation at five pm, at which time the traffic at that point near the entrance to Wade Park is extremely heavy. (The Motorist, August 1914)

“The opening of what promises to be a revolutionary method in handling traffic was witnessed by other city officials, members of the ‘Safety First’ committee, officers of the Chamber of Commerce, Automobile Club, insurance men, newspaper representatives, railway officials, and other invited guests of the city.”

“All were unanimous in their endorsement of the system, which consists of eight high candle power lights, four red and four green.” (The Motorist, August 1914)

The installation was patterned after the design of Cleveland inventor James Hoge; thus started the “Red light means ‘STOP’ and green light means ‘PROCEED.’ The Cleveland included a bell to warn the drivers of color changes.

Police Officer William L. Potts of Detroit, Michigan, adapted railroad signals for street use. He took the red, amber and green railroad lights and the world’s first 4-way three color traffic light. It was installed in 1920 on the corner of Michigan Avenue and Woodward (Fort Street) in Detroit. Within a year, Detroit had installed a total of fifteen of the new automatic lights.

Interconnected signals were first used in Salt Lake City in 1917. The first progressive system was proposed in 1922. The first actuated signals were installed in New Haven, East Norwalk and Baltimore in 1928.

The first automobiles appeared on the streets of Honolulu on October 8, 1899, the date on which both Henry P Baldwin and Edward D Tenney took possession of their newly arrived vehicles (both described as Wood electrics.) (Schmitt)

In the Islands, traffic was growing, as well, as reported in 1900 newspaper article, “It has been estimated that 3,594 vehicles pass the intersection at Fort and Queen Streets from 7 am to 5 pm. ….” (Pacific Commercial Advertiser, August 3, 1900; Schmitt)

The “first gas-engined automobile complete with steering wheel and tonneau,” acquired by C. M. Cooke in 1904, and the Honolulu Automobile Club later adopted this date for the “first real automobile” in the Islands. (Schmitt)

The first traffic lights in the Islands were installed at the intersection of Nuʻuanu Avenue and Beretania Street, Honolulu; an overhead signal was put into operation February 19, 1936.

On February 24 the overhead lights were “replaced by side bracket lights, flashing the green go and red stop light from a post at each corner.” The new lights were “operated by the flow of traffic itself.” (Schmitt)

The first parking meters in Hawaii were those installed by the Hawaiʻi Aeronautics Commission in the parking lot at Honolulu International Airport in August 1951.

One-hundred and one of these meters required one cent for 12 minutes or five cents an hour. The Honolulu central business district did not have on-street parking meters until February 1, 1952.

The earliest public off-street parking facility operated by the City and County of Honolulu was one opened at Beretania and Smith Streets on December 19, 1952. (Schmitt)

March 1, 2025 by Peter T Young 1 Comment

Royal Hawaiian Band

The “King’s Band” had its beginning in 1836, it continues today; founded by King Kamehameha III, it became a staple of daily life by performing for state occasions, funerals and marching in parades.

The band accompanied reigning monarchs on frequent trips to the neighbor islands and brought their music to remote destinations of the kingdom such as Kalaupapa on the island of Molokai.

In 1848, Band members signed contracts to serve, noting they “agree to serve under the orders of William Merseburgh, the captain appointed by His Majesty … (and) to meet from time to time for the purpose of practicing and improvement in instrumental music.”

“We agree to play for the king and for the other officers of the government whenever called on by our captain for such reasonable compensation as he shall award, not less than one dollar nor more than three dollars per man for any time not to exceed one day.” (Hawaiian Star, September 22, 1906)

In the 1880s, the Royal Hawaiian Band played concerts twice a week in Queen Emma Square. “One of our pleasant diversions was to go to and hear Captain Berger’s band play at Emma Square every Saturday afternoon. … we all went and sat in the carriage just outside the park. There was usually a crowd there, as it was very popular.” (Sutherland Journal)

When the Provisional Government under Sanford B Dole in the wake of the Overthrow demanded a loyalty oath of all employees, the musicians of the Royal Hawaiian Band, renamed Government Band, refused to do so, an act of courage celebrated in Ellen Prendergast’s “Mele ‘ai pohaku” (The Stone Eating Song,) also known as “Kaulana nā pua” (“Famous are the Flowers (Children.”) (RoyalHawaiianBand)

The bandmembers then organized into the “Pana Lāhui Hawaiʻi”, “The Hawaiian National Band”, which under the leadership of José Liborno went to the United States to drum up support for the Queen and for Hawaiʻi’s continuing independence. (RoyalHawaiianBand)

One notable bandmaster was Heinrich (Henri or Henry) Berger. He came from Prussia at the request of Kamehameha V, who asked Emperor Wilhelm I to send a conductor. On June 3, 1872, Berger arrived in Honolulu on board the steamer “Mohongo” and one week later conducted his first public concerts.

It took him just two months to receive this accolade from the “Pacific Commercial Advertiser”: “The Band, under the able direction of Mr. Berger, has resumed the practice initiated two years ago by the band of the Austrian frigate Donau…”

“The neighborhood of Emma Square looked quite lively for an hour or so on Thursday afternoon where lots of people in carriages and on foot had assembled to hear the really fine sounds of the ‘Hawaiian Military Band.’”

“As was remarked by one of the Honolulu delegation in the Assembly when the appropriation for the support of the military was under discussion: ‘The band is by far the best part of the army.’” (Atlantic Times)

After four years, Berger returned to Germany, had himself released from his duties in the Prussian military and then came back to Hawaiʻi for good. He gave 32,000 concerts, composed 250 Hawaiian songs, some of which are still being sung around the world, and 1,000 other tunes.

He wrote down indigenous hymns that had until then only been passed on orally. And on Sundays, taking turns with his friend, Queen Liliʻuokalani; he played the organ in Kawaiahaʻo Church. Lili’uokalani was a formidable composer in her own right. Her song, “Aloha ‘Oe” (Farewell to Thee), became world-famous. Berger had arranged it for her.

During the Second Wilcox Rebellion of 1895, Berger had to find new, mostly non-Hawaiian musicians. He was commanded by the now Republic of Hawaiʻi to give concerts in order to soothe the agitated mood of the citizenry.

As the twentieth century rolled around, things began to normalize, at least on the surface. The Band regained its former royal name and would perpetuate cherished traditions close to the hearts not only of many Hawaiians but of a good number of locals and visitors alike. (RoyalHawaiianBand)

The Royal Hawaiian Band was a cornerstone of the monarch and the essence of music of Hawaiʻi’s monarchy and continues the tradition of keeping Hawaiian marches and band arrangements alive by including several of these compositions among its repertoire. (AssociationOfHawaiianCivicClubs)

During its long history, band leaders included an escaped American slave, a Portuguese, a New Zealander, a Prussian and a German from Weimar. (SI-edu)

Today, the Royal Hawaiian Band is an agency of the City and County of Honolulu and is the only full-time municipal band in the United States. The Band is made up of 40 full-time positions and functions as a concert band, a marching band and a glee club ensemble.

The band performs and marches in over 300 concerts and parades each year including: city, state and military functions; schools, community centers, shopping malls, retirement communities, graduations and private events. Weekly public performances are held on Fridays at ʻIolani Palace and Sundays at the Kapiʻolani Park Bandstand.

February 28, 2025 by Peter T Young 1 Comment

Nāhuku

Nāhuku (the protuberances) is a lava cave, or more commonly called a lava tube.

Lava tubes are natural conduits through which lava travels beneath the surface of a lava flow. Tubes form by the crusting over of lava channels and pāhoehoe flows. When the supply of lava stops at the end of an eruption or lava is diverted elsewhere, lava in the tube system drains downslope and leaves partially empty conduits beneath the ground. (USGS)

One of the most photographed lava tubes is Nāhuku in the Hawaiʻi Volcanoes National Park. It was found in 1913 by Lorrin Andrews Thurston (July 31, 1858 – May 11, 1931,) a local newspaper publisher, a lawyer, politician and businessman.

Thurston was born and raised in the Kingdom of Hawaiʻi, grandson of the first Christian missionaries to Hawaiʻi. He played a prominent role in the overthrow of the Hawaiian Kingdom that replaced Queen Liliʻuokalani with the Republic of Hawaiʻi.

But this story is about a cave in Volcano, not politics.

Thurston first visited Kīlauea in 1879 at the age of 21 with Louis von Tempsky. Thurston wrote that “we hired horses in Hilo and rode to the volcano, from about eight o’clock in the morning to five in the afternoon.” (NPS)

Ten years later Thurston’s first mark upon the Volcano landscape appeared. In 1889, using his position as Minister of the Interior, he oversaw the construction of an improved carriage road from Hilo to Volcano.

The road was completed in 1894 allowing four-horse stages to transport visitors from Hilo to Volcano in seven hours. This feat would greatly increase the number of people able to view the volcano at Kīlauea. (NPS)

The cave/lava tube he later found is also known as Keanakakina (Cave of Thurston – keana meaning cave and kakina the Hawaiian name for Thurston.)

“On Aug. 2nd a large party headed by LA Thurston explored the lava tube in the twin Craters recently discovered by Lorrin Thurston, Jr. Two ladders lashed together gave comparatively easy access to the tube and the whole party, including several ladies, climbed up.”

“No other human beings had been in the tube, as was evidenced by the perfect condition of the numerous stalactites and stalagmites. Dr. Jaggar estimated the length of the tube as slightly over 1900 feet. It runs northeasterly from the crater and at the end pinches down until the floor and roof come together…” (Thayer, Kempe)

Thurston and George Lycurgus (Uncle George) were instrumental in getting the volcano recognized as Hawaiʻi Volcanoes National Park. Starting in 1906, the two were working to have the Mauna Loa and Kilauea Volcanoes area so designated. In 1912, geologist Thomas Augustus Jaggar arrived to investigate and joined their effort.

Jaggar had tried to lead several expeditions to the top of Mauna Loa in 1914 but was unsuccessful due to the elevation (13,678 feet) and the harsh conditions: rough lava, violent winds, noxious fumes, shifting weather, extreme temperatures and a lack of shelter, water and food. (Takara)

On August 1, 1916, President Woodrow Wilson signed the country’s 13th National Park into existence – Hawaiʻi National Park. At first, the park consisted of only the summits of Kīlauea and Mauna Loa on Hawaiʻi and Haleakalā on Maui.

Eventually, Kīlauea Caldera was added to the park, followed by the forests of Mauna Loa, the Kaʻū Desert, the rain forest of Olaʻa and the Kalapana archaeological area of the Puna/Kaʻū Historic District.

On, July 1, 1961, Hawaiʻi National Park’s units were separated and re-designated as Haleakalā National Park and Hawaii Volcanoes National Park.

OK, back to Nāhuku.

This 500-year old, 600-foot long (with ceilings between 10 and 30-feet) lava tube is accessed via a short trail down, through and around back to the starting point (overall, it’s about 1/3-mile and takes about 20-30-minutes.) (The lava tube available for viewing is about 600-feet, the actual tube is approximately 1,500-feet.)

It is one of the very few readily-accessible lava caves/tubes for folks to see in Hawaiʻi. The cave has two openings used as an entrance/exit for the trail. The primary entrance is reached via a bridge. The cave/tube is lit with electric lights and has a flat rock floor.

The main entrance of the cave is near the top of the side wall of a closed depression. Its location is close to the margin of the Kilauea Iki section of the present-day Kilauea caldera-crater complex. This closed depression has the Hawaiian name Kaluaiki. (Halliday) The other entrance is a ceiling hole, caused by roof collapse much after the cave had cooled. (Kempe)

Hawaiʻi Volcanoes National Park is worth seeing, and a stop at Nāhuku (Thurston Lava Tube) is worth making, even if you have seen it a million times before. Enjoy this and other day hikes in the Park.

February 25, 2025 by Peter T Young Leave a Comment

Worst Possible Place For A Forced Landing In The Islands

While there is no good place to crash land an airplane, in 1941 the crew of the Army’s B-18 Bolo (serial number 36-446, constructors number 1747) found what was described as the “worst place.”

Prior to September 18, 1947 (the time the US Air Force was formed,) military aviation was conducted by the Army or Navy.

But let’s step back a bit.

In 1935, a design competition and “fly-off” was held to select a replacement for the Martin B-10/12 the standard bomber then in service with the United States Army Air Corps (USAAC.)

Douglas developed the B-18 “Bolo” to replace the Martin B-10; the new model was based on the Douglas DC-2 commercial transport. The B-18 prototype competed with the Martin 146 (an improved B-10) and the four-engine Boeing 299, forerunner of the B-17 Flying Fortress, at the Air Corps bombing trials at Wright Field in 1935.

Although many Air Corps officers judged the Boeing design superior, the Army General Staff preferred the less costly Bolo; contracts were awarded for 82-planes, the order was increased to 132 by June of 1936.

Although designated a reconnaissance and bomber aircraft, the Douglas B-18 flew other important missions. Hickam B-18s towed targets for gunnery practice by the coast artillery ground troops. The targets were attached to steel cables and reeled several hundred feet aft of the aircraft. (Trojan)

Though equipped with inadequate defensive armament and underpowered, the Bolo remained the Air Corps’ primary bomber into 1941. Thirty-three B-18s were based in Hawaiʻi with the 5th Bombardment Group and 11th Bombardment Group.

One of those Hawaiʻi B-18 Bolos, piloted by Boyd Hubbard Jr, took off from Hickam Field at 7 pm February 25, 1941 for a routine inter-island night instrument-navigation training flight. Three other B-18s trained with them that night.

Their flight path took them over the Island of Hawaiʻi. While flying on instruments at 10,000-feet, Hubbard’s B-18 suffered a main bearing failure in the left engine. Hubbard headed to Suiter Field, the Army’s auxiliary field (it is now known as Upolū Point Airport.)

Although all possible fuel and cargo was jettisoned, the aircraft was too heavily loaded to maintain altitude on one engine. As the aircraft descended the other engine began sputtering. The crew believed they were over the ocean at the time in heavy fog during the dark night.

Hubbard made a last split-second correction prior to the crash. As he later described it, the mountain just loomed up before him in the darkness and he just reacted. He pulled back hard on the wheel and the aircraft stalled and belly flopped into the thick underbrush.

The undergrowth was so dense the plane settled into it and did not slide forward very far. The crew felt the plane hit the tops of some trees and skid for about 75 yards before coming to rest at about the 3500-foot elevation in a gulch on the side of the Kohala mountain. (Trojan)

Lee Webster, a Flight Engineer on one of the other B-18s in the group, reportedly gave this account of the accident, “I was just becoming accustomed to the eerie feeling of night flying by the time we started our second leg of the triangle toward a point somewhere off the northern tip of the island and to this point radio contact led us to believe we were in good shape.”

“Suddenly that was shattered by a report from one of the other planes having engine problems and then soon after a report of engine failure and that they were losing altitude. We immediately broke off our mission to accompany the disabled aircraft into Hilo airport, but to make matters worse we flew into some very bad weather. After what seemed a short period of time we lost radio contact with them and when attempts to locate the lost plane became futile we returned to Hickam Field.” (Trojan)

The next morning at dawn a search was launched from Hickam Field using 24 bombers. The wreck was soon spotted and an airdrop from Army planes provided the downed crew with blankets, food and hot coffee.

At dawn the following day (Thursday, February 27,) a rescue team departed from Suiter Field (Upolū.) Members of the rescue party included Fred C Koelling (leader,) Ronald May, Leslie Hannah, Melvin Johnson and Hiroshi Nakamura. (Pacific Wrecks)

They took the Kohala Ditch Trail on horseback for 2 ½-hours, then had to cut a new trail on foot for 8-miles through marshland and heavy brush for another 4-hours before nearing the crash site.

Firing pistols into the air to attract the downed fliers’ attention; the air crew responded with a burst of bullets and shot flares into the air; after 12-hours, they reached the downed plane. (Veronico)

Remarkably, only minor injuries were sustained by Hubbard and the crew (crew members were Co-Pilot 2nd Lt Francis R Thompson; Engineer SSgt Joseph S. Paulhamus; Radioman Pvt William Cohn; Crewman Pvt Fred C Seeger and Crewman Pvt Robert R Stevens.)

Airmen from Hickam later described the site as the “Worst possible place for a forced landing in the Islands.” (Trojan)

Hubbard continued on with a distinguished career in the Army, retiring as Brigadier General and earning Legion of Merit with oak leaf cluster; Distinguished Flying Cross with oak leaf cluster; Bronze Star Medal and numerous other medals, badges and citations. (He retired March 1, 1966; he died February 15, 1982.)

The plane sat since on the side of Kohala mountain, just west of Waimanu Valley. While various internet reports suggest Pacific Aviation Museum acquired the plane and has plans to restore and display it, the Curator of the Museum noted to me that “the plane is not ours”. It continues to sit on the slopes of Kohala in Hāmākua.