Images of Old Hawaiʻi

by Peter T Young Leave a Comment

Kohala Ditch

Central to Hawaiʻi’s use of water has been agriculture, sugar in particular.

Initially brought to the islands by early Polynesians, the first successful commercial sugar plantation started in 1835.  And, with it, Hawai`i’s environmental, social and economic fabric changed.  Hawaiʻi’s economy turned toward sugar in the decades between 1860 and 1880; these twenty years were pivotal in building the plantation system.

What encouraged the development of plantation centers?  For one, the American settlement of California opened lucrative avenues of trade in the Pacific.  In addition, the Civil War virtually shut down Louisiana sugar production during the 1860s, enabling Hawai’i to compete in a California market that paid elevated prices for sugar.

The Pacific whaling trade collapsed after 1860, pushing Honolulu merchants into the sugar trade.  About the same time, the closing of the Hawaiian mission left the previously supported missionaries in search of new means of income.

The 1876 Treaty of Reciprocity between the United States and the Kingdom of Hawaiʻi eliminated the major trade barrier to Hawai`i’s closest and major market.  Through the treaty, the US received a station at Pearl Harbor and Hawaiʻi’s sugar planters received duty-free entry into US markets for their sugar.

For nearly a century, agriculture was the Island’s leading economic activity. It provided Hawai`i’s major sources of employment, tax revenues, and new capital through exports of raw sugar and other farm products.

Sugarcane requires a lot of water to grow. Pioneer sugar planters solved water shortages by diverting stream water and building irrigation systems that included aqueducts (the first in 1856), artesian wells (the first in 1879), and tunnels and mountain wells (the first in 1898).  These irrigation systems enabled the planters to expand their sugar production.

These irrigation systems were modeled largely after the elaborate and extensive diversion and ditches developed by the ancient Hawaiians.  Unlike the traditional Hawaiian system, which never diverted more than 50% of stream flow, the sugar plantations diverted large quantities of water from perennial streams and moved water from one ahupuaʻa to another.

Boston missionary Reverend Elias Bond sailed with the Ninth Company of Protestant Missionaries, arriving in the Islands in 1841. He was then assigned to Kohala.

As a means to provide employment to the people in the region and support his church and schools, in 1862, Reverend Bond founded Kohala Sugar Company, known as “The Missionary Plantation;” it produced its first sugar crop in 1865.  Bond gave all his dividends and profits beyond his living expenses to the Board of Missions.

Bond included the following in a letter: “So this was the ‘Missionary Plantation’, and the prophecies were many and loud that it would not live five years”. But in the goodness of God we came through.”  (Schweitzer)

From the mid-1800s, the sugar industry developed and commercial centers sprung up around the processing mills, especially in Kapaʻau and Hawi.  The construction of the railroad and the Kohala Ditch acted to encourage the further development of these more centrally-located communities.

Seven sugar mills operated in Kohala: Kohala, Union, Niuliʻi, Hawi, Halawa, Hōʻea and Star.  With the exception of Star, which existed for only a brief period of time, each was the nucleus of a community of plantation managers, supervisors, and laborers.  (In 1937, all of the mills were consolidated into Kohala Sugar Company.)

To water the crop, John Hind first conceived of an irrigation system tapping into the abundant, wild and inaccessible rivers that ribbon the Kohala Mountains.  In 1904, JS Low acquired a license from the Territory of Hawaiʻi to “enter upon, confine, conserve, collect, impound and divert all the running natural surface waters on the Kohala-Hāmākua Watershed;” he assigned the license to the Kohala Ditch Company.

Notable engineers and other professionals became involved in the construction of irrigation ditches that were the forerunners of large irrigation projects in the Western US.  Among the engineers was Michael Maurice O’Shaugnessy; he was both an investor in the Kohala Ditch Company and the Chief Engineer for the aqueduct.  (ASCE)

The Kohala Ditch, built by the Kohala Sugar Company, diverted water from the Honokāne Nui Stream to Hikapoloa, west of Hawi.  600-Japanese laborers worked on its construction; in the process, 17 lost their lives.

The laborers were housed under corrugated iron roofs. The raised floors “nearly always two-feet above the ground and higher if practicable” provided “a place for drying the men’s clothes in wet weather.” Additionally, “a hospital and medical department was also provided for the men, who were assessed 50-cents a month apiece for this object.”  (ASCE)

The Honokāne section of Kohala Ditch was opened on June 11, 1906; waters of Honokāne began flowing to the Kohala, Niuliʻi, Halawa, Hawi and Union mills.  The Awini section was finished in 1907; it started from the Waikoloa stream and traveled over 8-miles, mostly in tunnel, to the Awini weir where the water dropped 900-feet in a manmade waterfall into the Honokāne section.

The ditch carried the water for 23-miles northwest, mostly as tunnel, toward Hawi.  The capacity was originally 70-mgd, later reduced to 50-mgd, when the original flumes were replaced with smaller ones.

The ditch drops about 80-feet in elevation from 1,045-feet at the bottom of the intake at the first large stream (Honokāne) to 956-feet at the terminus in the plantation fields.

Prosperity came to Kohala. At the peak of its production, the Sugar Company had 600-employees; 13,000-acres of land produced 45,000-tons of raw sugar a year.

As with other sugar operations, it didn’t last.  1975 saw the last harvest at Kohala Sugar Company.  The district’s economy struggled.  Almost one-third of the workforce now commutes to South Kohala to work in the hotels and resorts located there.  However, the Ditch remained open for other agricultural needs.

Vulnerability and the risks associated with reliance on the Kohala Ditch were made evident on October 15, 2006, when two earthquakes struck off Kiholo and caused extensive damage to the Kohala Ditch.  In that instant, rockslides and other damage to the ditch stopped the water from flowing through the Ditch.

Two years later, on November 25, 2008, after extensive community involvement and public/private funding ($2-million in federal money, $500,000 from the state, $500,000 from Hawai`i County, $342,000 from Kamehameha Schools and $100,000 from AT&T), water was released back into the Kohala Ditch after repairs to the damage caused by the 2006 quakes.

Agricultural and hydroelectric users continue to benefit from the Ditch; in addition, entrepreneurs saw an opportunity for recreational/visitor industry uses of the ditch with kayak and raft rides through the flumes and tunnels of the Kohala Ditch.

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by Peter T Young Leave a Comment

Ni‘ihau Lei Pūpū

Privately-owned by the Robinsons, with strict limited access, Ni‘ihau is the island that is least known and visited, and as such has the most intrigue (and thus referred to as the Forbidden Isle.)

In 1863, King Kamehameha IV put Ni‘ihau up for sale.  A purchase price of $10,000 was agreed to with buyers James and Francis Sinclair.  But Kamehameha IV died on November 30 before the closing, so Royal Patent No. 2944 shows his brother, Kamehameha V, completed the transaction in 1864.  Ownership was subsequently passed down through the family.

The 70-square-mile island (about half the size of Lāna‘i and twice as large as Kaho‘olawe) is the smallest inhabited island in Hawai‘i with 84 residents (mostly Native Hawaiian) and 35 houses (DBEDT & Census.)

The island lacks basic municipal infrastructure.  There are no paved roads (walking, horseback or bicycle are the only transportation options on Ni‘ihau.)  No water and wastewater systems.  No stores.  No restaurants.  No doctors.  No police.  No fire department.  (Ni‘ihau Cultural Heritage Foundation)

“‘Ni‘ihau shells’ means seashells harvested from the island of Ni‘ihau, its waters, or its beaches. [N]o person shall offer, display, expose for sale, or solicit for sale any product or jewelry item fabricated, processed, or manufactured with seashells …”

“… that is described, labeled, or identified using the term ‘Ni‘ihau’ or ‘Niihau’, either alone or in conjunction with other words, or in a trade or brand name …”

“… unless: (1) One hundred per cent of all shells in the product or jewelry item are Ni‘ihau shells; and (2) The product or jewelry item is fabricated, processed, or manufactured entirely within this State.”  (Hawai‘i Revised Statutes, §486-118.5)

Pu‘uwai village, on the western (leeward) side of the island, is the population center of Ni‘ihau.  On this side of the island are the main beaches where Ni‘ihau shells are collected that make the famous and collectible Ni‘ihau lei pūpū.

The origin of the Ni‘ihau shell lei is lost in antiquity, but it is clear that at the time of Captain James Cook first contact in 1778, shell lei were in existence.

A Ni‘ihau shell lei is in the British Museum and was most likely collected by Cook during one of his several visits to the island of Ni‘ihau.

Although ‘shell ornaments’ described by early visitors were primarily made of seashells, some were also made of land shells which were once common throughout the Islands. In the mid-1800s, hula dancers were described as wearing necklaces of shells as well as flower garlands and feather ornamentation.

There are three different shells primarily used to make Ni‘ihau shell lei: kahelelani, momi and laiki. The color of the shells range from bright pink to pale yellow, and can have various types of markings on them.

Fabricating shell lei was not limited to Ni‘ihau, but it was there that this Hawaiian art flourished, most likely due to the abundance of shells available on the island’s beaches and the scarcity of flowers because of the arid climate.

In 1887, Queen Kapi‘olani had a formal portrait taken in New York on her way to attend Queen Victoria’s Jubilee. In the portrait, she wore a multi-strand lei of ivory-colored Ni‘ihau shells which complemented her formal Victorian dress.

Queen Emma, who showed more appreciation of Hawaiian crafts than any other of the Hawaiian royalty, also wore Ni‘ihau shell lei for formal portraits as well as when she was presented to Her Britannic Majesty.

It should be noted that during this time the shell lei was adapted to Victorian jewelry styles which included adding a clasp, thus elevating the traditional lei to the status of a piece of fine jewelry which was worn with the most elegant Western dress.

It is also interesting to note that later, particularly during the early- and mid-1900s, shell lei were more commonly reserved for occasions when Hawaiian attire was worn.

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by Peter T Young Leave a Comment

Pono Pineapple

Kapa‘a was the final home of the legendary chief Mō‘īkeha. Born at Waipi‘o on the island of Hawai‘i, Mō‘īkeha sailed to Kahiki (Tahiti), the home of his grandfather, Maweke, after a disastrous flood. On his return to Hawai‘i, he settled at Kapa‘a, Kauai.

Kila, Mō‘īkeha’s favorite of three sons by the Kauai chiefess Ho‘oipoikamalanai, was born at Kapa‘a and was considered the most handsome man on the island. It was Kila who was sent by his father back to Kahiki to slay his old enemies and retrieve a foster son, the high chief La‘amaikahiki.

Mō‘īkeha’s love for Kapa‘a is recalled in the ‘olelo no‘eau: Ka lulu o Mo‘ikeha i ka laulã o Kapa‘a “The calm of Mō‘īkeha in the breadth of Kapa‘a ” (Pukui 1983: 157) (McMahon)

The sugar industry came to the Kapa‘a region in 1877 with the establishment of the Makee Sugar Company and subsequent construction of a mill near the north end of the present town. Cane was cultivated mainly in the upland areas on former kula lands

The first crop was planted by the Hui Kawaihau, a group composed of associates of King Exploration Associates Ltd. David Kalākaua. The king threw much of his political and economic power behind the project to ensure its success.

The Hui Kawaihau was originally a choral society begun in Honolulu whose membership consisted of many prominent names, both Hawaiian and haole.

It was Kalākaua’s thought that the Hui members could join forces with Makee, who had previous sugar plantation experience on Maui, to establish a successful sugar corporation on the east side of Kauai. Captain Makee was given land in Kapa‘a to build a mill and he agreed to grind cane grown by Hui members.

Kalākaua declared the land between Wailua and Moloa‘a, the Kawaihau District, a fifth district and for four years the Hui attempted to grow sugar cane at Kapahi, on the plateau lands above Kapa‘a.

Kapa‘a town was founded by immigrant sugar workers who left their sugar mill towns and set up small private businesses. It is one of only two towns on Kauai that sprang up independent of sugar production.

Pineapple became the next largest commercial enterprise in the region. In the early 1900s, to help with the growing plantation population, government lands were auctioned off as town lots in Kapa‘a.

The first pineapple company on the island of Kauai was established in 1906.  In 1913, Hawaiian Canneries Company, Ltd opened in Kapa‘a. Through the Hawaiian Organic Act, Hawaiian Canneries purchased land they were leasing, approximately 8.75 acres, in 1923.

Hawaiian Canneries Co. cultivated pineapple scattered over 35 miles from Hanamaulu to Hanalei and processed and canned its pineapple at Kapa‘a canneries (now the site of Pono Kai Resort). (McMahon)

The Kapa‘a Cannery provided employment for many Kapa‘a residents. By 1960, 3400 acres were in pineapple and there were 250 full time employees and 1000 seasonal employees for the Kapa‘a Cannery.

On August 21, 1929, a US trademark registration was filed for ‘Pono’ by Hawaiian Canneries. The description provided to the trademark for Pono is ‘canned sliced and crushed pineapple and pineapple juice used for food-flavoring purposes’. (Trademarkia)  By 1956, the cannery was producing 1.5 million cases of pineapple.

Factory by-products – the crowns & skins from the processed pineapples – were loaded onto train carts and hauled up the coast to a pier.  The pineapple rubbish was then dumped into the ocean from the end of the pier. (Kauai Path)

As canned pineapple from other countries began filling the market, Hawaiian canneries began to close and plantations, once located on Maui, Oahu, Molokai, Lanai, and Kauai, began to shrink.

In 1962, Hawaiian Canneries went out of business due to foreign competition. (Exploration) Other smaller Kauai and Maui pineapple companies closed in the late-1960s.

In 1969, Hawaiian Fruit Packers (which was formed in 1937 by the reorganization of a company initially started by a group of ethnic Japanese growers) on Kauai, the last cannery remaining there, announced plans to cease planting. The cannery was closed in October 1973.  (Bartholomew etal)

Del Monte cannery closed in 1985, and Dole cannery in Iwilei closed in 1991. The Kahului cannery of Maui Land and Pineapple Company was the last remaining pineapple cannery in Hawai‘i.

The Hawaiian pineapple industry has gone from its early days as a primarily fresh product, through most of the 20th century as principally a canned product and a major supplier of the worlds canned pineapple market, to the 21st century when it is once again grown mostly for fresh consumption.  (HAER)

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by Peter T Young Leave a Comment

Edgar Young

The year was 1900 when William and Herb Young arrived in Hawai’i to enter this promising new line of business.

At the tum of the century, Honolulu’s waterfront was well known throughout the Pacific, being as the Territory of Hawai‘i had been annexed to the United States in 1898, and its largest city was the port of call for vessels east- and west-bound.

Ships came around the Horn laden with general merchandise; vessels from the West Coast might be carrying produce or livestock, while those from Australia carried coal.

In Honolulu, they would discharge their cargoes, then load up with sugar bound for distant ports.  Interisland trade was serviced by local steamship companies with a combined fleet of eighteen vessels, plus a “mosquito fleet” of independent operators that owned interisland vessels.

The Young brothers weren’t strangers in the harbor life that awaited them. The family hailed from San Diego – four boys, Herb, William, Jack and Edgar, and older sister, Edith. The family patriarch, John Nelson Young, was a sailor.

The boys must have inherited this nautical bent because, at an early age, they were hiring themselves out for fishing trips using a small skiff that they sailed around the bay.

In the summer of 1899, all four boys ran a glass-bottomed boat excursion at Catalina Island. After the season ended, Herb landed a berth on a schooner bound for the Hawaiian Islands, and William decided to join him on what he would later call ‘the great adventure.’

They had made passage on the Surprise, a two-masted schooner engaged as an interisland carrier to serve the Kona Sugar Company. Twenty-nine year old Herb had served as chief engineer during the ten-day journey from San Francisco, while William, then age twenty-five, served before the mast.

The company that was to become Young Brothers began as a an enterprising series of small jobs utilizing skills that Herb and William added to along the way.

By the end of the year, Young Brothers was becoming established as a small but prospering harbor business. Younger brother Jack, age eighteen at the time, had arrived on October 16, 1900, to join the growing partnership.

Then steps in a fledgling Hawaiʻi company, also seeing expansion opportunities, and it was through shipment of Libby’s pineapple from Molokai to Libby’s processing plant in Honolulu that Young Brothers expanded into the freight business.

In the early years of the company, the brothers carried supplies and sailors to ships at anchor outside the harbor, as well as run lines for anchoring or docking vessels.  They also gave harbor tours and took paying passengers to participate in shark hunts.

Libby’s need to ship fruit from the growing area on Molokai, to pineapple processing on Oʻahu created an opportunity for the brothers.  The brothers, using their first wooden barges, YB1 and YB2, hauled pineapples from Libby’s wharf to Honolulu.  “That’s how (Young Brothers) started the freight.”  (Jack Young Jr)

Youngest of all, Edgar (who was born January 21, 1885 in San Diego), arrived in July 1901, but being only fifteen at the time, he attended Honolulu High School.  (YB 100 yrs)

Graduating high school in 1904, Edgar then sailed aboard the ‘Alameda’ on July 27, 1904 for San Francisco to attend Cooper Medical Cooper.  Newspaper accounts note that Edgar reported safe from the 1906 earthquake and fire.

(In 1908, Cooper Medical College was transferred to Stanford University. Instruction by Stanford University began in 1909 and continued in San Francisco until 1959, at which time the Stanford School of Medicine opened on the Stanford campus.)

On Marcy 9, 1907, Edgar married Eunice Mae Hilts.  Then, Edgar returned to the Islands, “Dr. Young is a graduate of the Cooper Medical School of San Francisco, and while in that city he had a laboratory of his own.”

“Dr. Edgar Young, who graduated eight years ago from the Honolulu High School, and well known in Honolulu by the young people of the city, has taken up practise at Kahului.”

“He is under regular appointment by the railroad and will be given some of the work of Puunene plantation, which was too heavy for one physician to carry alone. It is likely, too, that when he can spare the time, he will be called to Wailuku to assist in that part of Maui, where the work also is unusually exacting, and demands more time than one physician can usually give.”

“His coming to Maui is much appreciated by the other physicians here as well as the people as a whole. He has brought with him his wife and child. A new house will probably be erected in Kahului on the beach on the Wailuku side of the cottage occupied by Elmer R. Bevins.” (Star Bulletin, August 12, 1912)

Edgar later substituted for Dr Durney at the Kula Sanitarium. (SB, Sept 19, 1917)  Edgar went to Kauai and in addition to general medical practice, he was superintendent of the 35-bed Lihue Hospital (American Medical Directory (1921)).

“He practiced in Hawaii for many years [on Kauai (including Lihue Plantation) and Maui (including Kahului RR Co)]. He left Honolulu for California just before outbreak of war in December, 1941. Owing to ill health, he had been inactive for the past four years.” (Star-Bulletin, Dec 27, 1943)

Edgar Young died on December 23, 1943 (polio ‘finished him’ (Jack Young Jr), in San Diego, at the age of 58, and was buried in Cypress View Mausoleum And Crematory in San Diego.

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by Peter T Young Leave a Comment

Animal Drawn Streetcars

In the quarter century from 1872 to 1896 the population just about doubled in the kingdom from 57,000 to 109,000; Honolulu doubled from 15,000 to 30,000.

The increase of the population of Honolulu was taken care of in two ways: (1) more people crowded into Chinatown (the area between Fort Street and Nuʻuanu stream makai (seaward) of Beretania Street and (2) area of settlement was pushed outward and “downtown” enlarged.  (Kuykendall)

This extension of settlement combined with the growing attraction and popular resort use in Waikīkī meant transportation became more of a problem.

People who could afford them had horses and buggies; independent buggy served as available on a limited basis and mass production of the gas automobiles didn’t get underway until the turn of the century, so a more organized public transportation system was needed.

The earliest public transit was the Pioneer Omnibus Line, with a horse-pulled vehicle serving parts of Honolulu for a few years beginning in the spring of 1868.  (Schmitt)

In 1884, the legislature passed a law “granting to William R. Austin and his associates the right to construct and operate a street railroad upon certain streets of the city of Honolulu.” Later amended, the law granted authority the Hawaiian Tramways Company, Limited (from England.)  (Kuykendall)

An April 14 1888 London public offering prospectus to raise £130,000 by selling 26,000 shares at £5 each noted, “The following are the routes of the proposed lines of Tramway, viz.;

(1) From Nuuanu Street, the chief residential quarter, through the business part of the City skirting the Docks and Custom House, to the Royal Hawaiian Hotel, and thence along Beretania Street, touching the extensive Portuguese quarter, to a point where at several closely populated Avenues converge.

(2) Starting from the densely-populated Chinese quarter, past the King’s Palace, the Legislative Chambers, the Opera House, and the Native Church, to the principal pleasure resorts and residential district of the well to-do classes in the southern suburbs.

The total length of the above lines, including sidings and crossings will be about 12 miles.”

On May 19, 1888, ground was broken and track laying started for a street railway system.  On New Year’s Day 1889, a mule or horse-drawn tram along King Street between Pālama and Pawaʻa became the first streetcar in Honolulu with four open cars, bringing what was later described as “Honolulu’s first real transit service.”  (Schmitt)

The Pacific Commercial Advertiser grumbled that it was “a very unsatisfactory service for the public, however, as hundreds waited at the corners for the belated cars …. The company should have had double the cars on the line that it had.”  (Kuykendall)

The tramcars were well patronized, first as a novelty and then as a proven convenience. The speed limit for the cars was eight miles per hour. By July 1889, the trams speeded along King Street from Kalihi to Waikīkī, Beretania from Nuʻuanu to Punahou.

The streetcar tracks added to the traffic problem on Honolulu’s main streets, none of which were wide enough. As far back as 1880, a newspaper article gave an entertaining description of traffic conditions then existing.

“The traffic in ours streets has increased five-fold within the last three or four years, but the streets are no wider than before. It therefore behooves the police to keep a sharp lookout. …”

“In all great cities which we have visited, it is held to be a most important function of the police, to render locomotion as easy and safe as possible, by forbidding unnecessary stoppages, keeping drivers on their own side of the street, seeing that no heavy drays or wagons are allowed to move unless the drivers have sufficient control over their beast.”  (Kuykendall)

The animal-powered service was short-lived, making its last run on December 23, 1903; Hawaiian Tramways, Ltd. was taken over in 1900 by the Honolulu Rapid Transit & Land Co.

Honolulu Rapid Transit operated electrically powered buses on Honolulu streets.  Power came from overhead wires. Ten new buses began service on August 31, 1901, replacing the horse and mule drawn cars which had in service 33 horse cars, 113 horses and 194 mules.

Eventually more comfortable, speedy gasoline-powered buses replaced other means of mass transit for Honolulu and rural Oʻahu.

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