Economy | Page 204 | Images of Old Hawaiʻi

September 12, 2016 by Peter T Young Leave a Comment

Lake Wilson

One hundred and thirty-six-feet high
Four hundred and sixty-one-feet long
Five hundred and eighty-feet thick
Twenty-six-thousand-cubic yards of stone backing
One hundred and forty-one-thousand-cubic yards of earth filling
A reservoir seven-miles long
Capacity 2,500,000,000 gallons
Cost three hundred thousand dollars
(Pacific Commercial Advertiser, February 15, 1906)

“The greatest irrigation proposition ever undertaken in the Hawaiian Islands is the Wahiawa dam, which will soon be under course of construction in the Wahiawa valley, some miles from Honolulu. … It will also be used for irrigating fruit lands belonging to a colony of settlers in the immediate vicinity of the dam and for generating electric power.”

“This dam will conserve in a great natural reservoir basin over two and a half billion gallons of water which will be used chiefly to irrigate the upper cane lands of the Waialua Agricultural Company’s great sugar plantation, eight miles away.” (Louisiana Planter, September 19, 1904)

Wahiawa is located in Central Oʻahu on the Leilehua Plateau, the central plain between the Waiʻanae and Koʻolau mountain ranges.

Following Wahiawa’s initial Euro-American settlement, a period of intense agricultural interest in the pineapple industry ensued. The Hawai’i Agricultural Research Station established on the outskirts of Honolulu further supported the agricultural pursuits of pineapple and sugar in the region.

Early agricultural activities significantly modified the landscape in Wahiawa. In 1900, the Wahiawa Water Company was created through an agreement between Waialua Agricultural Company, the government, and stockholders of the colony cooperative.

Under the direction of engineer Albert Andrew Wilson, residents constructed a system of irrigation flumes, ditches, and tunnels to carry water from the northern branch of the Kaukonahua Stream to agricultural tracts.

A subsequent, more substantial phase of the irrigation project involved the damning of the two forks of the Kaukonahua Stream to develop the Wahiawa Reservoir in 1906.

The reservoir, later known as Lake Wilson, is the largest water impoundment in the state and has effectively constrained residential development in Wahiawa to its geographic boundaries.

Originally constructed by the Waialua Sugar Company, the reservoir would help to fuel other important agricultural enterprises as well. The successful irrigation facilitated by the reservoir, resulted in over half of the Wahiawa tract becoming cultivated land, with pineapple quickly emerging as the colony’s most valuable crop. (DLNR)

Construction began in 1903 and was completed in 1905. The logistics of the construction were challenging. Railroad track was laid for bringing in the boulders for the rock fill portion from as far away as 6-miles. A high trestle was built over the dam site, and the rocks were dropped into place. The long drop compacted them so they held in place.

“It has taken six years since the preliminary work was begun and two years of continuous work to complete the great enterprise. Now it is finished, and five million gallons of water a day are being delivered to the Waialua Plantation, and although this is dry weather, eighteen feet of water have accumulated in the reservoir during the last two weeks.”

“It will double the available cane area of the Waialua Plantation, and place it in the same class with Ewa, with an annual output of thirty thousand tons and upwards.”

“What that tonnage means is shown by comparing it with twelve thousand tons, the entire output of Hawaii in 11875, the year before the Reciprocity Treaty went into operation. (Pacific Commercial Advertiser, February 15, 1906)

“The outlet from the reservoir extends through four miles of ditch and tunnel until it issues onto the cane lands at the elevation above sea level of seven hundred and thirty feet, or one hundred and eighty feet higher than any fields now cultivated.”

“This brings twelve thousand acres of cane land under a gravity flow of water and doubles the area available for cultivation, without increasing the present pumping plant. (Pacific Commercial Advertiser, February 15, 1906)

“The only defect we have found in the design or construction of the dam is in the outlet valve which is 48 inches in diameter.
There is a pressure of about thirty tons against it when the reservoir is full. This great weight makes it difficult to open and shut the gate when necessary to increase or diminish the quantity of water delivered to the plantation.”

“An extension of the 48 inch outlet pipe, with two smaller gates, has been ordered, and the material is now at the dam. This will put the water under perfect control and permit, at some future time, the installation of turbine wheels for the development of water power.”

“The construction of this dam and the ditches by which the water is delivered to all parts of the plantation, will complete the development of the plantation and make all the land below the 700 ft. level available for cane cultivation.” (Hawaiian Star, February 28, 1907)

“But there are those who know all these facts and a hundred more, who have tirelessly schemed and worked and financed the great work to success. These men are (Leonard Grant) LG Kellogg, the manager of the company; (Hiram Clay) HC Kellogg, CE, of Santa Anna, Cal., who prepared the plans and personally superintended the construction of the dam, and …”

“… (Edward Davies) ED Tenney, President of the Water Company and of the Waialua Company, and (William Whitmore) WW Goodale, manager of the Waialua Agricultural Company which has financed the enterprise.” (Pacific Commercial Advertiser, February 15, 1906)

Since 1957, the Department of Land and Natural Resources, through a cooperative agreement with Castle & Cooke, Inc., has managed Wahiawa Reservoir as a public fishing area. In 1968, a 14-foot wide concrete boat launching ramp and parking area were constructed by the State for public use.

The reservoir is stocked with both large and small mouth bass, bluegill sunfish, Channel catfish, Threadfin shad, tilapia, peacock bass, oscar, Chinese catfish, and carp. It is the responsibility of DLNR’s Division of Aquatic Resources to manage these gamefish populations within the reservoir for recreational fishing purposes.

Albert Andrew Wilson (water manager, engineer and contractor) was born at Pescadero, San Mateo County on March 22, 1874; he was son of James and Susan (Matilda) Wilson.

Following arrival in Hawaii, in September 1897, he was engaged with engineering corps of Oahu Railway & Land Co. on Waialua and Kahuku extensions for two years.

From 1899-1915, he was in contracting business, during which time he was associated with various projects, such as railroad, ditch and dam building (he later served as manager of Wahiawa Water Works.) He was general superintendent of construction of the Waiāhole Ditch tunnel. On October 1, 1909 he married Nellie Beatrice Baker of Hilo; they had one child, James. (Men of Hawaii)

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Dam and Reservoir at Wahiawa under construction-PCA-Feb_15_1906

Dam and Reservoir at Wahiawa-PCA-Feb_15_1906

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Lake Wilson

Lake Wilson-Map-(DLNR)

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Salvinia_Control-(DLNR)

133635_1.tif. AMBO (ftp,aps) 2/18/39 (CITY,Gordon) weed 21Salvinia Molesta weed that has accumulated in Lake Wilson is being removed by an amphibious excavator.

September 6, 2016 by Peter T Young 1 Comment

By Horse, Car & Plane

EH Lewis looked to a variety of ways for folks to see the Islands: horseback, automobile and airplane.

Lewis was a “dashing (polo) player, who was always on the ball.” (Evening Bulletin, August 5, 1909) Early newspaper ads, note Lewis as Proprietor of Stockyards Stables where you can “Get your friends together and enjoy a tally ho ride” in a 6-horse drawn wagon. (Evening Bulletin, August 3, 1904)

“EH Lewis, will open on April 1 a riding school at Athletic Park; 25 stylish saddle horses will be used. Hours from 9 to 11 and 3 to 5, dally. Prices will be $1 per lesson, or twelve lessons for $10. We guarantee to make a good rider of you for $10. Lewis Stables, Tel. 41” (Evening Bulletin, March 24, 1910)

Lewis introduced automobiles to Hawai‘i, “Probably the finest cars on the streets of Honolulu, are the two new Pierce-Arrows which have recently arrived. Both are now installed in the rent service.”

“One … is a beautiful gray, owned by EH Lewis (the other was owned by Henry Hughes.) These two cars show in their every line that they are the last word in automobile construction. (Star-Bulletin, December 6, 1913)

“Tally-ho driving parties, instituted by EH Lewis about a year ago for the special entertainment of tourists are growing in popularity. Within the past few weeks a number of excursions of this character, taking strangers to the many interesting points within a wide radius of the city, have been given.” (Paradise of the Pacific, February 1905)

He took his touring and promotion to the continent, “Mr and Mrs E Lewis of Honolulu recently toured the Yosemite in their big American limousine and on the way and back showed themselves good promotionists by flying a Honolulu pennant and booming the islands as an attractive resort for tourists.” (Star Bulletin, July 31, 1915)

Then, he got into airplanes. Even though Lewis didn’t learn to fly until he was 60, he became an enthusiastic promoter of the industry, owning and flying more than a dozen airplanes. (Star-Bulletin)

“When ‘Bud’ Mars, back in December of 1910, brought an unwieldly biplane called the “Skylark” to Honolulu and managed to get it into the air long enough to make several short exhibition flights from Moanalua Polo Field, the die was cast for Hawai‘i’s interest in and use of aircraft.” (Kennedy; Thrum, 1936)

One regular visitor to every early flight in the islands was businessman Edwin Lewis. He was the primary sponsor of Bud Mars’ first flight at Moanalua Polo Grounds, and he also established the first real airport in Hawaii, called Ala Moana Field.

“Spectacular as these flights were, at the same time island men were going ahead in a quiet manner, laying the foundation for commercial aviation here. Ed Lewis, operating automobile tours on Oahu, early saw the possibilities of airplanes for sightseeing.” (Star-Bulletin)

“Announcing his desire to have permanent airplanes in our islands within sixty days of him stepping once again on Hawaii nei, EH Lewis landed in Honolulu nei on the morning of Friday of this past week with two pilots who will fly the two planes he purchased in America.”

“These men brought by Lewis are experts. The planes did not arrive with Lewis, but according to him, should there be no complications, the planes will arrive in Honolulu within 60 days.”

“The crafts can carry ten passengers at a time, and these will be the planes that fly regularly between Honolulu and Hilo and from Hilo back to Honolulu nei.” (Alakai o Hawai‘i, November 5, 1928)

“Touring the islands by air dates back to 1927, when Edwin Lewis founded Lewis Air Tours. The company lasted only three years, but other tour services proved more successful. Interisland travel really picked up in the 1950s with the introduction of package tours, all-inclusive vacations that often included trips to Oahu’s neighbor islands.” (Smithsonian)

“Lewis’ greatest contribution, however, was the establishment of Lewis Air Tours in the late 1920s. Flying a Standard biplane named Malolo – ‘flying fish’ …”

“… that sported an enclosed cabin for passenger comfort, tourists and locals alike were treated to views of the islands unimaginable just a few years before. (Star-Bulletin)

“For several years he operated ‘Lewis Air Tours’ with a number of small open cockpit planes flying from Ward airport on Ala Moana.” (Kennedy; Thrum, 1936)

However, some were concerned with his flying – repeated entries in minutes of meetings of the Territorial Aeronautical Commission complain of Lewis and his flying. Such as:

“(L)ast Sunday Mr Lewis’s plane was flying over the Aloha tower and the city at a very low altitude. Other complaints have also come to us about Mr Lewis’s activities. It was decided that a letter be addressed to Mr Lewis prohibiting the use of Ward Airport for any but emergency landings.” (Territorial Aeronautical Commission, April 29, 1930)

“(T)he type of flying done by Lewis Tours (mostly sightseeing flights) is very risky not only because of the condition of the field but also because many more landings would be made daily than a transport plane operating for John Rogers Airport.” (Territorial Aeronautical Commission, February 18, 1929)

Reportedly, EH Lewis flew his first solo flight on his 60th birthday, and was said to be the oldest student pilot at the time. (Archives, mid-1930s)

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Lewis, Edward H. of Honolulu flies solo for his 60th birthday. Said to be oldest student pilot in America-PP-75-3-018-mid-1930s

Malolo-Lewis Air Tours-SB

Lewis, Edward H., student solo flight-PP-75-3-017-mid_1930s

Kewalo-Ala_Wai_aerial-(UH_Manoa)-1927-noting site of Ward Airport

September 5, 2016 by Peter T Young 1 Comment

Fish For The Future

We need to be honest with others and ourselves – and face reality. The marine resources surrounding Hawai‘i are on a decline – and have been for quite some time.

A scientific report notes, “The total biomass of reef fishes in the Main Hawaiian Islands is less than a quarter of what it was a century ago.”

If we do not change the way we use our nearshore reefs, fisheries and marine resources, there is no reason to expect the decline to stop.

There are many threats and impacts to the marine resources, including: Invasive Species, Sedimentation and Run-off, Pollution and Nutrients, Marine Debris, Recreational Use, Coastal Development, Weather (i.e. hurricanes, global warming, etc) and Fishing.

The Western Pacific Regional Fisheries Management Council (WESPAC – one of eight regional fishery management councils) is composed of 16-members members and is the policy-making organization for the management of fisheries in the exclusive economic zone (EEZ – generally 3- to 200-miles offshore) of member US interests.

The Magnuson-Stevens Fishery Conservation and Management Act is the guiding document for fisheries management actions. In it are “National Standards.”

The first National Standard states that any fishery management plan, its rules, and conservation and management measures shall prevent overfishing.

The eight Regional Councils develop management plans for marine fisheries in waters seaward of state waters of their individual regions.

Management includes areas around the State of Hawai‘i, Territory of American Samoa, Territory of Guam, Commonwealth of the Northern Mariana Islands and US Pacific island possessions, an area of nearly 1.5 million square miles.

Plans and specific management measures (such as fishing seasons, quotas and closed areas) are developed. These plans and measures are implemented by the National Marine Fisheries Service.

I am very concerned about purported “management” of our marine resources – particularly, the stated goal of “sustainable fishery management plans” that have proven to be insufficient to sustain the fisheries.

Here’s what’s happening with some of the managed species:
• Big Eye Tuna – NOAA Fisheries announced in June 2004 that overfishing was occurring – it continues
• Yellowfin Tuna – The 2006 assessment results indicated overfishing is occurring – it continues
• NWHI lobster fishery – NOAA Fisheries declared an emergency closure in 2000
• North Pacific albacore – the stock is considered fully exploited
• Southwest Pacific Swordfish – Since 1997, catch rates and mean size have been declining
• Striped Marlin in the Southwest Pacific – levels of fishing mortality may exceed the maximum sustainable yield
• Bottomfish – In May 2005, NOAA Fisheries determined that over-fishing is occurring in the Main Hawaiian Islands – it continues
• Black Coral – Due to the reduction in large colonies the minimum size of harvested colonies was raised
• Swordfish – NOAA periodically halted longline in 2006 and 2011 because of too many endangered sea turtle interactions
(Overfishing means the rate at which a species is being harvested is greater than it can sustain itself.)

Obviously, we need to do things differently.

The decline in marine resources has an enormous impact on local, subsistence and recreational fishermen, and coastal fishing communities statewide.

I was honored when President George W. Bush appointed me to serve as one of the five United States Commissioners to represent the United States’ interests on the Western and Central Pacific Fisheries Commission (WCPFC – an international fisheries Commission.)

It was interesting to see how fisheries management measures are complicated by unrelated treaties and relationships between the countries. The good news is there are attempts to resolve the differences.

Likewise, I was honored to serve as a member of WESPAC – initially, as a representative for the State of Hawai‘i, then, a term as an at-large member on the Council.

However, I was mostly frustrated while serving on WESPAC – too often, it looked like decisions were made for the benefit of short-term fish harvesting, rather than long-term fisheries sustainability.

I hope in the future WESPAC more-fully addresses its obligations and opportunities to prevent overfishing and protect the resources for future generations.

We all need to work together to protect the resources – resource managers, fishers, environmentalists, scientists and community.

But we’ve got to face reality and do things differently – for the resources – otherwise, there won’t be Fish for the Future.

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September 4, 2016 by Peter T Young 2 Comments

Benjamin Franklin Dillingham

Benjamin Franklin (Frank) Dillingham was the son of Benjamin Clark Dillingham, a shipmaster, and Lydia Sears (Hows) Dillingham, born on September 4, 1844 in West Brewster, Massachusetts.

He left school at 14 and shipped on his uncle’s vessel for a voyage around the Horn to San Francisco. During the Civil War, on June 6, 1863, he was nineteen-year-old third mate on the clipper ship Southern Cross bound for New York with a cargo of ‘log wood.’

‘Florida’ was flying the British ensign, though as she steamed closer, she ran up the rebels’ ‘stars and bars.’ A squad of armed Confederate sailors boarded and took Dillingham and the rest of the clipper’s small crew prisoner.

Then, as the new prisoners watched from the deck of their captor, the Southern Cross was set ablaze and sunk. Eventually they were put ashore at Rio de Janeiro and worked their way back to the war-torn United States.

Dillingham headed west, determined to take up residence in San Francisco and find work ashore. An unsuccessful hunt for employment led him back to the sea, and in 1865 he was hired by Captain John Paty as first mate on the bark Whistler, on the San Francisco/Honolulu run.

“A brief sojourn in the city enabled me to realize that I had no training in any other vocation, save that of the sea, and learning that Capt. Paty of the bark Whistler plying between the coast and Honolulu was in need of officers, I applied and obtained the position of first mate without delay.” (Dillingham; Chiddix & Simpson))

Dillingham wrote that he felt at home the first time he came ashore in Honolulu: “After my tempstuous experiences in rounding Cape Horn and the Cape of Good Hope, the trip seemed to me like a pleasure excursion.”

“It felt as if I had anchored in a home port; the cordiality I experienced from all those whom I met removed at once the feeling of being in a foreign land though the streets were filled with several nationalities. The luxuriant foliage, the balmy breezes, the tropical fruits, all afforded such delights that I felt sure I should return.”

He did return, and ultimately stayed after an unfortunate encounter between his horse and a carriage; “The first officer of the bark Whistler, Mr. Dillingham, whose leg was broken last Friday night, by being thrown from a horse, in collision with a carriage, on the valley road …”

“(Dillingham) is now at the American Marine Hospital, where he receives every care and attention, and is in favorable condition for recover.” (Pacific Commercial Advertiser, July 29, 1865) Unfortunately for him, the Whistler left him in Honolulu and sailed away.

He accepted a job as a clerk in a hardware store called H. Dimond & Son for $40 per month. The store was owned by Henry Dimond, formerly a bookbinder in the 7th Missionary Company. In 1850 Dimond had been released from his duties at the Mission and had gone into business with his son.

Dillingham later bought the company with partner Alfred Castle (son of Samuel Northrup Castle, who was in the 8th Company of missionaries and ran the Mission business office;) they called the company Dillingham & Co (it was later known as Pacific Hardware, Co.)

On April 26, 1869, Dillingham married Emma Smith, daughter of 6th Company missionaries Reverend Lowell and Abigail Smith.

But hard times came on Dillingham with the collapse of whaling and the rise of sugar. Large suppliers pulled Dillingham’s credit lines, and his accounts were paid late. Then Dillingham was given the opportunity to buy the James Campbell lands in Ewa.

While he couldn’t raise the money to buy it, Campbell leased the land for 50-years. Dillingham realized that to be successful, he needed reliable transportation.

On September 4, 1888, Frank Dillingham’s 44th birthday, the legislature gave Dillingham an exclusive franchise “for construction and operation on the Island of O‘ahu a steam railroad … for the carriage of passengers and freight.”

Dillingham formed O‘ahu Railway and Land Company (OR&L,) a narrow gauge rail, whose economic being was founded on the belief that O‘ahu would soon host a major sugar industry.

“Among the most important works now in process of rapid construction, is the Oahu railway to Pearl Harbor, which is already approaching completion, so far as grading is concerned. Eleven miles of this line will have the grading completed in two weeks; and of this length ten miles are already finished.”

“The depot itself will be of imposing size and made as ornamental in appearance as convenience and traffic requirements will allow. … The progress of this important work has been so rapid during the month of July that we give it first place among the works in progress during the past month.” (Pacific Commercial Advertiser, July 27, 1889)

“Mr BF Dillingham, promoter of the Oahu Railway and Land Company, on his birthday a year previous, was accosted by an acquaintance with the remark: ‘Well, Mr. Dillingham, you have got your franchise: when are you going to give us the railway?’”

“Mr. Dillingham replied that on his next birthday, that day one year, he hoped to treat his friends to a railway ride. … with a strong company now at his back, the originator of the enterprise, having taken the contract to build the road, resolutely pushed operations to their present advanced stage.”

“When the appointed day arrived Mr Dillingham was ready to celebrate. His engine had been set up some days. Two third class cars, the best passenger accommodation as yet on the ground, were put together. … With a shrill blast from the whistle and the bell clanging, the engine moved easily off with its load. Three rousing cheers were given by the passengers, and crowds assembled at the starting point responded.” (Daily Bulletin, September 5, 1889)

Ultimately OR&L sublet land, partnered on several sugar operations and/or hauled cane from Ewa Plantation Company, Honolulu Sugar Company in ‘Aiea, O‘ahu Sugar in Waipahu, Waianae Sugar Company, Waialua Agriculture Company and Kahuku Plantation Company, as well as pineapples for Dole.

By the early-1900s, the expanded railway cut across the island, serving several sugar and pineapple plantations, and the popular Haleʻiwa Hotel. They even included a “Kodak Camera Train” (associated with the Hula Show) for Sunday trips to Hale‘iwa for picture-taking.

When the hotel opened on August 5, 1899, guests were conveyed from the railway terminal over the Anahulu stream to fourteen luxurious suites, each had a bath with hot-and-cold running water.

Thrum’s ‘Hawaiian Annual’ (1900,) noted, “In providing so tempting an inn as an adjunct and special attraction for travel by the Oahu Railway – also of his (Dillingham’s) creation – the old maxim of ‘what is worth doing is worth doing well’ has been well observed, everything About the hotel is first class…”

The weekend getaway from Honolulu to the Haleʻiwa Hotel became hugely popular with the city affluent who enjoyed a retreat in ‘the country.’

In addition, OR&L (using another of its “land” components,) got into land development. It developed Hawai‘i’s first planned suburban development and held a contest, through the newspaper, to name this new city. The winner selected was “Pearl City” (the public also named the main street, Lehua.)

The railway owned 2,200-acres in fee simple in the peninsula. First they laid-out and constructed the improvements, then invited the public on a free ride to see the new residential community. The marketing went so well; ultimately, lots were auctioned off to the highest bidder.

“Mr. Dillingham, besides creating the O‘ahu Railway, a line for which he struggled twenty-seven years against a public prejudice that would not see its financial possibilities, established Olaʻa plantation on the Island of Hawai‘i and McBryde plantation on Kauai.”

“He retained active management of the Oahu Railway & Land Company until 1915, when he relinquished it to George P. Denison.” (Sugar, May 1918) Dillingham died April 7, 1918 (aged 73.) (Information in this post taken, in part, from ‘Next Stop Honolulu.’)

The Dillingham Transportation Building was built in 1929 for Walter F Dillingham of Honolulu, Hawaiʻi, who founded the Hawaiian Dredging Company (later Dillingham Construction) and ran the Oahu Railway and Land Company founded by his father, Benjamin Franklin Dillingham.

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Dillingham & Company, Dillingham Transportation-PP-8-4-001-00001

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Benjamin_Franklin_Dillingham_(1844–1918)

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OR&L Honolulu

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OR&L Railroad 1891

OR&L Railroad Depot 1890

OR&L Station 325 N. King St. Honolulu, late 1940s

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Woodlawn, B. F. Dillingham home at the corner ofBeretania and Punahou streets-(centralunionchurch-org)

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Pearl City-(NextStopHonolulu)

September 3, 2016 by Peter T Young 2 Comments

Lopaka

In 1790, two Western ships, Simon Metcalf (captaining the Eleanora) and his son Thomas Metcalf (captaining the Fair American) were trading in Hawaiian waters.

The Eleanora arrived in the islands first; after a brief confrontation with local chief Kameʻeiamoku in Kohala, she sailed to the neighboring island of Maui to trade along the coast.

Kame‘eiamoku vowed revenge on whatever ship next came his way. By coincidence, the Fair American was the next ship to visit the territory of chief Kameʻeiamoku, who was eager for revenge. Isaac Davis was a crew member of the Fair American.

On March 16, 1790, the Fair American was attacked by Kameʻeiamoku’s warriors at Puako, near Kawaihae, Hawaii. The schooner was manned by only four sailors, plus its relatively inexperienced captain. It was easily captured by the Hawaiians (Davis was spared.)

Unaware of the events and fate of the Fair American, the Eleanora returned from Maui and arrived at the Big Island; Captain Simon Metcalf sent John Young ashore to see the country.

That evening, as Young attempted to return to his ship, Kamehameha’s forces detained him (Kamehameha had placed a kapu on anyone going on the ship.)

Young was captured and Metcalf, unaware, was puzzled why Young did not return. Metcalf waited two days for Young to return, firing guns in hope that the sound would guide Young back and sending a letter to foreigners ashore.

Finally, sensing danger or becoming frustrated, Metcalf departed and set sail for China (abandoning Young,) not knowing that his son had been killed not far away.

A number of muskets, swords, axes, powder and clothing, as well as a brass cannon, were recovered from the Fair American, which Kamehameha kept as part of his arsenal. Kamehameha made Young and Davis his advisors. (Rechtman)

Kamehameha gave the name ‘Lopaka’ to the powerful pū kuniahi (cannon) that was captured from the British ship Fair American.

Later described as “ka puʻuhonua o ko Kamehameha aoao” (the sanctuary of Kamehameha’s side), Lopaka would gain fame at the decisive battles of Kapaniwai on Maui and Paʻauhau on Oʻahu. (Bishop Museum)

The famous cannon, Lopaka, was dragged and set up at a place called Kawelowelo, and from there it was fired into the ‘Iao Valley, and turned to fire at the cliffs where the Maui people were attempting to flee.

The thundering sound of the Lopaka cannon caused absolute terror amongst the Maui warriors, and some of them met their death by the weapons of the foreigners. They were slaughtered below the pali.

While the Lopaka cannon was being fired by John Young, Maui warriors gathered together some men and sprang to seize the Lopaka cannon.

That cannon fell into the hands of Keoua’s men (for a time,) and John Young ran for his life arriving before Isaac Davis at the place now called Honoka‘a.

At this place a very hot battle was fought between the two sides. If John Young had not run, he would have died at the hands of Ka‘ie‘iea, Keoua’s fearless warrior. (Desha) But the damage had been done.

Had they fought face-to-face and hand-to-hand, as the custom was, they would have been equally matched. But the defensive was drawn up in a narrow pass in ʻIao, and the offensive advanced.

Kamehameha’s warriors pursued them and slew the vanquished as they scrambled up the cliffs. The battle was called “Clawed off the cliff” (Kaʻuwaʻupali) and “The damming of the waters.”

During the fight Kalanikupule and other chiefs escaped to Oʻahu; others went over the pass in ʻIao Valley into Olowalu, then they sailed to Molokai. (Kamakau)

Because of their knowledge of European warfare, Young and Davis are said to have trained Kamehameha and his men in the use of muskets and cannons. In addition, both Young and Davis fought alongside Kamehameha in his many battles.

Kamehameha appointed John Young as Governor of Kamehameha’s home island, Hawai‘i Island, and gave him a seat next to himself in the ruling council of chiefs. In 1819, Young was one of the few present at the death of Kamehameha I.

Davis became a respected translator and military advisor for Kamehameha. Davis brought western military knowledge to Hawai‘i and played a big role during Hawaii’s first contacts with the European powers. His skill in gunnery, as well as Lopaka from the Fair American, helped Kamehameha win many battles.

Davis had the King’s “most perfect confidence” and he attended to Kamehameha’s needs on all travels of business or pleasure – and ventured with him during times of war. Davis earned Kamehameha’s “greatest respect and the highest degree of esteem and regard.”

When Captain George Vancouver visited Hawai‘i Island in 1793, he observed that both Young and Davis “are in his (Kamehameha’s) most perfect confidence, attend him in all his excursions of business or pleasure, or expeditions of war or enterprise; and are in the habit of daily experiencing from him the greatest respect, and the highest degree of esteem and regard.”

Reportedly, Lopaka was lashed to a sled and pulled by ropes; in more difficult terrain, it was removed from its carriage and slung from long poles. (The image shows Lopaka, John Young and Isaac Davis at ʻIao, as drawn by Brook Parker.)

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