General | Page 226 | Images of Old Hawaiʻi

December 21, 2016 by Peter T Young 2 Comments

Millionaires Cruise

Matson Navigation Company’s long association with Hawaiʻi began in 1882, when Captain William Matson sailed his three-masted schooner Emma Claudina from San Francisco to Hilo, Hawaii, carrying 300 tons of food, plantation supplies and general merchandise.

That voyage launched a company that has been involved in such diversified interests as oil exploration, hotels and tourism, military service during two world wars and even briefly, the airline business. Matson’s primary interest throughout, however, has been carrying freight between the Pacific Coast and Hawaii. (Matson)

They started carrying people, too; via ship was the only way to get to/from the Islands. With increasing passenger traffic to Hawaii, Matson built a world-class luxury liner, the S.S. Malolo, in 1927.

At the time, the Malolo was the fastest ship in the Pacific, cruising at 22 knots. Its success led to the construction of the luxury liners Mariposa, Monterey and Lurline between 1930 and 1932. Matson’s famed “white ships” were instrumental in the development of tourism in Hawaii. (Matson)

Then, the San Francisco Chamber of Commerce had an idea for a goodwill mission. “This good-will mission Around the Pacific is one of the most ambitious enterprises ever fostered by the Chamber of Commerce and has become of national, if not international, import.”

“It will be a good will mission in a literal sense because in its wide scope it embodies many purposes which will make it a tangible expression of good will from San Francisco and the nation, of which it is an important part, toward the other nations which fringe the wide stretches of the Pacific”. (Neale; San Francisco Business, April 10, 1929)

“The goodwill mission making the three months voyage on the Malolo will comprise component groups of business and professional men representing every line of constructive, commercial, industrial, social, professional and civic activity in San Francisco.”

“Briefly, the voyage will take three months. It will be made on the Malolo, known as the “Queen of the Matson fleet.” The itinerary includes stops at Yokohama, Tokyo, Nikko, Kobe, Kyoto, Peking, Shanghai, Hongkong, Manila, Saigon, Bangkok, Singapore, Batavia (Jakarta,) Soerabaya (Indonesia,) Sydney, Melbourne, Auckland, Suva, Pago Pago, Hilo and Honolulu.” (Neale; San Francisco Business, April 10, 1929)

“All of this was focused under the leadership of Mr. Charles C Moore. … He is a man, in San Francisco, of international mind and contact; he is a man of wide experience and vision; he is a man of dynamic energy; he is a man of tremendous idealism, practical idealism …”

“… he is a man who felt that he could discharge a duty here around the Pacific, having met the peoples of the world at the time of the great exposition, having had contacts with them all during these years.”

“We started out with the idea that we would get all of these people from San Francisco. We failed, fortunately. We thought we would get them all from California. We failed. The trip was on too grand a scale. The scope and character and cost of that trip was almost a million dollars – $900,000 to be exact – and so we appealed to the United States Chamber of Commerce.”

“We wanted it to be strictly a business trip. We secured representatives from twenty-six states and two territories. Practically every man aboard that boat was a business man, or interested in business problems.”

“The ladies on board the boat were either of the families, or they were business women, or women that sympathized most deeply and furnished a splendid background to the idealism of this particular trip.” (Neale; San Francisco Business, January 8, 1930)

On September 21, 1929, the SS Malolo sailed from San Francisco on the first leg of its Pacific cruise. Some 325 passengers were all acknowledged millionaires, specially selected by the San Francisco Chamber of Commerce and Matson Navigation Company, owners of the SS Malolo. (McPhail)

This was to be the most luxurious cruise ever offered, aboard the world’s newest luxury liner. Because of the affluent passengers, the ‘Around Pacific Cruise’ was also dubbed the ‘Millionaires Cruise.’

They all started that way, but economic conditions changed into the cruise. The Great War had been won, stocks were soaring, speedy new cars and fancy electric products were all the rage, prohibition was ignored, and clothing and hairstyles were wild and loose and sexy.

Just 38 days later, on Black Tuesday – October 29, 1929 – the American stock market crashed and their lives were forever changed. (McPhail)

On Wall Street investors traded some 16 million shares on the New York Stock Exchange in a single day. Billions of dollars were lost, wiping out thousands of investors. Many went from fat cats to paupers. (Grace)

In the aftermath of Black Tuesday, America and the rest of the industrialized world spiraled downward into the Great Depression (1929-39,) the deepest and longest-lasting economic downturn in the history of the Western industrialized world up to that time.

The cruise continued across the Pacific, then to Hilo, Honolulu and home. “The Around The Pacific Good-Will Cruise was completed upon the return of the SS Malolo on December 21st (1929). This cruise is one of the outstanding achievements of the Chamber, and has established San Francisco’s leadership in Pacific trade.” (San Francisco Business)

“To sum up our trip briefly, I would like to say that in this trip we had a great vision of America’s place in the Pacific. The problems of all of these countries are our problems. If they are not solved it is going to wreck us as well as them.”

“The interests of the United States are bound up inextricably in this entire Pacific area. Our economic future is bound up there. The United States will realize more and more that the great future of this country is in the Pacific …”

“… and to properly meet the problems of the Pacific area, and of these Pacific countries, is a matter of vital interest to us and we must apply, in every possible way, all of the resources which we have to this end.” (Neale; San Francisco Business, January 8, 1930)

There was another outcome of the cruise. Typically ships were used as transportation to a destination, where passengers would disembark and stay at luxury hotels at their destination.

The Malolo was so luxurious that it was a destination in and of itself. It established a trend of cruising, where passengers could see far off places, and remain on board in luxury (in many cases those destinations did not have adequate land-based accommodations and would otherwise be bypassed.)

In the last 10-years, demand for cruising has increased 68%. Today (2016 estimates,) over 24-million passengers cruised the seven seas on nearly 450-ships, generating nearly $120-billion in total economic impact. (Cruise Lines International Association)

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Malolo-Honolulu Harbor

Malolo-Stateroom

Malolo-Soda Fountain

Malolo-dancing

Malolo-Smoking-Room

Malolo-Main-Restaurant

Malolo-Dining

Malolo-Main-Lounge

Malolo-Library

Malolo-Saltwater Pool

Malolo-just completed

Malolo with Original Paint

Malolo in Sydney-Nov 1929

Malolo

Malolo-Ship Layout-Cabin Plan

December 20, 2016 by Peter T Young Leave a Comment

Convoy Nurses

The SS President Coolidge was completed in 1931 at the Newport News Shipbuilding and Drydock Co, Newport News, Va. She was 615 feet 6 inches in length, had a beam of 81 feet 3 inches, and a draft of 28 feet 2 inches.

In 1941, as war time activities increased, the US War Department began to use the President Coolidge for occasional voyages to Honolulu and Manila. She also helped evacuate Americans from Hong Kong when Japanese-British relations became strained in 1940.

She was later called upon to assist in the evacuations of many people from Asia as the Japanese aggression increased. In June 1941, the Coolidge went into service with the American Army as a transport ship for reinforcing garrisons in the Pacific. A few months later the Japanese attacked Pearl Harbor on December 7, 1941. (Henry Nelson, Master of the Coolidge)

At the time of attack, the Coolidge was halfway between the Orient and Hawai‘i. She was the last American vessel to leave the Philippine Islands; she arrived at Honolulu after a perilous trip with hundreds of evacuees, including women, children, missionaries, government officials, businessmen, Army and Navy officers, and many Chinese aviation cadets.

Upon reaching Honolulu, this world cruise ship was placed immediately at the disposal of military officials. Her already overcrowded deck spaces were jammed with hundreds more, waiting to leave the Islands. (Margaret Logan; HNA)

Nineteen US Navy ships, including 8 battleships were destroyed or damaged; the attack killed 2,403 US personnel, including 68 civilians, and the wounded numbered 1,178.

The first casualties arrived at the Pearl Harbor hospital within ten minutes after the first attack, and by 0900 they were coming into the hospital in a steady stream. Casualties were distributed to the main operating suite or to any one of the twelve wards where empty beds were available.

A receiving ward would have caused a ‘hopeless bottleneck,’ and was not used. Although an effort was made to send acute surgical cases to the surgical wards and fracture cases to the orthopedic wards every ward received a variety of cases. (navy-mil)

The leading causes of casualties were burns, compound fractures, flesh wounds (gunshots, shell, and shrapnel) and penetrating abdominal wounds. Sixty percent of all casualties at Pearl Harbor were burn cases caused by burning fuel oil and/or flash burns. Most burns were extensive (up to 80 percent,) and mainly first and second degree. (National WWII Museum)

“The command decided that patients who would need more than 3 months treatment should be transferred. Some were very bad and probably should not have been moved.” (Lieutenant Ruth Erickson, Nurse Corps, Navy)

“(T)he Hawaii Chapter of the American Red Cross requested the Nursing Service Bureau to obtain the services of seventeen nurses to leave on a ship for a port.”

“This call came at 11:30 am. At 1:00 pm seventeen nurses, in uniform, with bags hurriedly packed, leaving families, Christmas trees and packages, were at the Mabel Smyth building.” (American Journal of Nursing, April, 1942)

“Eleven days after the Japanese Navy’s torpedoes and bombs blasted ships and airfields at Pearl Harbor on Dec 7, 1941, the first small convoy was formed at Honolulu to begin the evacuation of the wounded.”

“About 200 of the more critically burned and fractured survivors were placed aboard two ships under the care of Red Cross and US Navy nurses.” (Margaret Logan; HNA)

“This convoy, composed of the American President Lines’ luxury liner, President Coolidge, the US Army transport, General Scott, and two escort destroyers, steamed out of the entrance channel … and headed for San Francisco.” (Margaret Logan; HNA)

Three Navy nurses and a number of corpsmen from the hospital were assigned to the SS Coolidge. “Eight volunteer nurses from the Queens Hospital in Honolulu were attached to the Army transport at the next pier, USAT (US Army transport) Scott, a smaller ship.” (Lieutenant Ruth Erickson, Nurse Corps, Navy)

“(W)e left in the late afternoon of the 19th. There were 8 or 10 ships in the convoy. It was quite chilly the next day; I later learned that we had gone fairly far north instead of directly across.”

“The rumors were rampant that a submarine was seen out this porthole in some other direction. I never get seasick and enjoy a bit of heavy seas, but this was different! Ventilation was limited by reason of sealed ports and only added to gastric misery. I was squared about very soon.”

“The night before we got into port, we lost a patient, an older man, perhaps a chief. He had been badly burned, He was losing intravenous fluids faster than they could be replaced. Our destination became San Francisco with 124 patients and one deceased.”

“We arrived at 8 am on Christmas Day! Two ferries were waiting there for us with cots aboard and ambulances from the naval hospital at Mare Island and nearby civilian hospitals. The Red Cross was a cheerful sight with donuts and coffee.”

“Our arrival was kept very quiet. Heretofore, all ship’s movements were published in the daily paper but since the war had started, this had ceased. I don’t recall that other ships in the convoy came in with us except for the Scott. We and the Scott were the only ships to enter the port. The convoy probably slipped away.”

“The patients were very happy to be home and so were we all. The ambulances went on ahead to Mare Island. By the time we had everyone settled on the two ferries, it was close to noon.”

“We arrived at Mare Island at 4:30 pm and helped get the patients into the respective wards.” (Lieutenant Ruth Erickson, NC, USN) In the following weeks, more wounded were convoyed to the mainland.

The Army Nurse Corps listed fewer than 1,000 nurses on its rolls on the day of the attack; 82 Army nurses were stationed in Hawai‘i serving at three Army medical facilities. (army-mil)

Navy Medicine was represented at Pearl Harbor by a naval hospital, a partially assembled mobile hospital and the USS Solace, the Navy’s newest hospital ship at the time. (DODlive-mil))

The Red Cross called the Nursing Service Bureau in Honolulu for volunteer nurses for the Hospital Ship and the Navy Hospital. Every call received was filled.

“During the three weeks following the attack, our nurses gave two-hundred and fifty-eight days of volunteer service 101-days by members of the Bureau and 157-days by non-members, who were nurses from the local hospitals on their days off, service wives and nurses who have been inactive for years.”

“Their cooperation and readiness to serve in this emergency is commendable. The following week, the Red Cross called us for 33 nurses to accompany the evacuee patients to the mainland. 19 returned and 14 remained on the Coast, they were mostly service wives, who were to be evacuated.”

“39 of our nurses are in the civilian Defense Units; 14 called into active service. (12 Army and 2 Navy) All nurses who accompanied the evacuees to the Mainland were paid by the American Red Cross.” (Margaret R. Rasmussen, RN, Director, Nursing Service Bureau)

Captain Hayden later wrote to Rasmussen noting, “I want to express to you a somewhat belated but sincere appreciation of the fine work done … since the air raid of December 7 by the nurses from your Registry.”

“The way in which they volunteered and their performance of duty showed them to be true followers of Florence Nightingale. I want to assure you and them …”

“… that their work here was deeply appreciated by all and especially by the patients who, without their services, could not have received the attention they did.” (Captain R Hayden to Margaret Rasmussen, Nursing Service Bureau, January 3, 1942)

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Wounded-Nurse on Solace (hospital ship – date-location unknown)

Burned and injured patients aboard USS Solace following the Pearl Harbor attack on 7 December 1941

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Infographic-Pearl_Harbor_by_the_Numbers

December 17, 2016 by Peter T Young 1 Comment

Wright Brothers

On December 14, 1903, the brothers tossed a coin to decide the flying order. Wilbur won the coin toss, but when he oversteered with the elevator after leaving the launching rail, the flyer climbed too steeply, stalled and dove into the sand. Three days later, they were ready for the second attempt.

At 10:35 am, December 17, 1903, Orville was at the controls. The flyer moved down the rail and with a total airspeed of 34 mph (27-mph headwind, the groundspeed was 6.8 mph,) Orville kept the plane aloft until it hit the sand about 120 feet from the rail – the first controlled and sustained power flight.

The brothers took turns flying three more times that day, getting a feel for the controls and increasing their distance with each flight. Wilbur’s second flight – the fourth and last of the day – was an impressive 852 feet in 59 seconds. (NPS)

Wait … this isn’t about those Wright Brothers. This is about the Wrights and some of the generations of respective brothers who were in the islands at about this same time.

Thomas and Jane (Wilson) Wright were from Durham, England. They had eight children: John Thomas, Mary Jane, William Wilson, Thomas, Isabell, Henry, Elizabeth (Polly,) and George Henry.

While the parents never left England, some of the siblings moved to New Zealand and then to Honolulu. Some siblings stayed in New Zealand. The youngest son, George Henry went to San Francisco.

The elder Wright was a blacksmith, a trade followed for more than 150 years by members of the family. In the early 1880s, at least three of the boys (Thomas, William Wilson and Henry) came to the Islands.

It was a time before the automobile; folks rode horseback or were carried in a horse or mule drawn carriage, trolley or omnibus (the automobile didn’t make it to the Islands until 1890.)

Until the mid-1800s, Hawaiʻi overland travel was predominantly by foot and followed traditional trails. To get around people walked, or rode horses or used personal carts/buggies.

It wasn’t until 1868, that horse-drawn carts became the first public transit service in the Hawaiian Islands, operated by the Pioneer Omnibus Line.

In 1888, the animal-powered tramcar service of Hawaiian Tramways ran track from downtown to Waikīkī. In 1900, the Tramway was taken over by the Honolulu Rapid Transit & Land Co (HRT.)

Before the introduction of automobiles, carriage makers’ shops had the place in the community now held by garages and repair shops.

The brothers set up respective carriage and blacksmithing facilities in Honolulu – Thomas and Henry formed Wright Brothers and William Wilson and his son formed WW Wright and Son (and Honolulu Carriage Manufactory.)

Thomas and his wife Elizabeth built a home in Waikiki in about 1890. Unfortunate and tragic events shortly followed with the death of their 10-year-old son Gladstone (due to a rockfall while on a Sunday school hike in Mānoa) and shortly thereafter, the death of their 7-year-old daughter Cicely (due to unknown disease.)

Thomas and Elizabeth then started making their home available as a bathhouse and called it Wright’s Villa. Just as “sea bathing” was gaining popularity on the American and European continents, private bathhouses, like Wright’s Villa, began to appear in Waikīkī. (White) They added dining and overnight accommodations.

Then, “Wright’s Villa has been rechristened and will henceforth be known as the ‘Waikīkī Inn.’ … It is conducted under the same management. You can have the same bathing on the best beach in the Islands, the same excellent dinner and if you are so inclined enjoy a bottle of claret while dining.” (Evening Bulletin, October 14, 1899)

Thomas and Elizabeth Wright left the Islands in 1899 and returned to Staindrop, England, never to return to the Islands (although they were constantly reminded of the Islands; they named their England home ‘Honolulu House.’)

Brother William Wilson (WW,) after being associated with the Wesson Foundry in England, went to Australia and, before coming to Honolulu, was employed for three years by the government railroad.

In the Islands, WW was first employed by CC Coleman, blacksmith; WW became associated with SM Whitman and JM Rose, carriage builders, later purchasing Mr Rose’s interest in the firm and consolidating it with the Hawaiian Carriage Co., remaining as a member of the firm until he established WW Wright & Son.

King Kalākaua, a personal friend of WW, was one of his patrons. When the Kaimiloa was being fitted for its historic but unsuccessful expedition to gain possession of Samoa for Hawai‘i, Mr. Wright had the contract for all iron work on the vessel.

Another son of WW was George Frederick Wright. George was born in Honolulu, April 23, 1881 and attended the old Fort Street School and graduated from Honolulu High School (McKinley) with the class of 1898.

Rather than follow the family tradition of blacksmithing, George became a professional surveyor, establishing himself as one of the foremost surveyors of the Territory through his direction of important surveys and other engineering works.

He entered the government survey department in June, 1898, and remained in public work until 1909, when he started business for himself. Among the larger commissions undertaken by the firm in recent years were surveys of the Parker Ranch property, on the Island of Hawai‘i and of the Island of Lanai, completed in 1925, as well as Pioneer Mill on Maui.

George later became the fifth person to serve as Mayor of Honolulu (starting in 1931.) He died in office in 1938 while traveling aboard the SS Mariposa. (Krauss) (Mayor Wright Housing in Kalihi was named after him.) (Lots of information here is from Nellist.)

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Wright Bros side-by-side Ads – 1890

William Wilson Wright Carriage-King Street

Wright Bros-WW Wright and Son-Evening Bulletin, Sep_8,_1890s

Triangle Store-WW Wright-PPWD-8-7-018-1890

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Downtown and Vicinity-Dakin-Fire Insurance- 04 -Map-1899

Downtown and Vicinity-Dakin-Fire Insurance- 06 -Map-1899

Wright Brothers-First FLight, Dec 17, 1903

December 16, 2016 by Peter T Young 2 Comments

George Douglas Freeth, Jr

In 1889, the Redondo pier in California was a wharf at the foot of Emerald Street, designed to handle the enormous lumber trade from the Pacific Northwest. Two additional wharfs were added in 1895 and 1903.

Traffic into the port was so busy that ships had to wait their turn for a spot at one of the piers, as Santa Fe rail cars transported the cargo inland as fast as possible. (RedondoPier)

However, Redondo’s popularity began a slow decline when San Pedro Harbor started to take shape in 1899. By 1912, the Pacific Steamship Company stopped calling at Redondo altogether. (Megowan)

In 1907, real estate entrepreneurs Abott Kinney and Henry Huntington were heavily promoting their respective coastal resorts. Kinney had the lead, having dedicated his “Venice of America” (Venice Beach) on July 4, 1905. Henry Huntington, in June 1907, was putting the final touches on his own elaborate beach resort in Redondo Beach. (Verge)

At about that time, 19-year old, hapa-haole, George Douglas Freeth Jr, met up with Jack London and Alexander Hume Ford riding the waves at Waikiki. “I saw him tearing in on the back of (the wave,) standing upright on his board, carelessly poised”. The “young god bronzed with sunburn” gave London a surf lesson. (London)

“The whole method of surf riding and surf fighting, I learned, is one of non-resistance. Dodge the blow that is struck at you. Dive through the wave that is trying to slap you in the face. … Never be rigid. Relax.”

“The man who wants to learn surf riding must be a strong swimmer, and he must be used to going under the water. After that, fair strength and common sense are all that is required.” (London)

Around 1905, Freeth was the first – or among the first – to reintroduce angling across the wave as opposed to heading straight for shore. (Encyclopedia of Surfing)

“In 1907, (Freeth) left Hawaiʻi for the Golden State with letters in hand from Ford, Jack London and the Hawaiʻi Promotion Committee. His objective was to ‘give exhibitions of Hawaiian water sports to the people of that section.’” (Pacific Commercial Advertiser; Laderman)

The July 3, 1907 Pacific Commercial Advertiser announced Freeth’s departure from his native Hawaiʻi with a page 1 headline that read, “George Freeth Off To Coast – Will Illustrate Hawaiian Surfboarding to People in California.”

“The aquatic skills that had enamored London, Ford and the Hawaiʻi Promotion Committee were the same skills Freeth brought with him to California, where he found work for two of the major developers of the period, Abbot Kinney and Henry Huntington.” (Laderman)

Within six months of his arrival, Freeth was commuting between the two seaside communities aboard Huntington’s Pacific Electric Railway. At Huntington’s Redondo resort, Freeth performed his surfing act twice a day under the billing, “The Hawaiian Wonder.”

Freeth lived in Redondo Beach where he worked as a swim instructor/lifeguard at Huntington’s “Plunge,” which from afar looked more like a royal palace than a public swimming pool. With over 1,000-dressing rooms and three heated pools, the Redondo Plunge could hold as many as 2,000- swimmers at one time. (Verge)

“At Venice Beach, Freeth went to work training Kinney’s Venice Lifesaving Crew. Freeth taught the crew to become one with the water. Rip currents, for example, were not to be fought against, but instead used by the rescue swimmer to speed to the victim in distress – a method that is still employed today.”

“So grateful were members of the Venice Lifesaving crew that on the occasion of his 24th birthday, they surprised him with a gold watch and a card that read in part – ‘Mr. George Freeth, King of the Surf Board, Captain of the Venice Basketball team, First Lieutenant of Venice Volunteer Life Saving Corps, and leader in Aquatic Sports and General Good Fellowship, is reliable, sober, industrious.’”

“’We, his comrades and citizens of Venice, extend our best wishes and a watch, that he may continue to keep abreast of the time to the century mark at least.’” (Verge)

On December 16, 1908, Freeth’s water safety skills were put to a test. That day, a tremendous winter squall suddenly descended upon Santa Monica Bay. Gale force winds and high surf trapped several Japanese fishing boats off the Venice Pier.

For the next 2 ½-hours, Freeth braved gale force winds, pounding surf, and a frigid ocean temperature to save single-handedly the lives of seven men. The Venice Lifesaving Corpsmen launched their boat to assist Freeth. More were saved.

As a result of these collected statements and the first-hand news accounts of the rescue, a special act of Congress dated June 25, 1910, awarded Freeth the nation’s highest civilian honor: the Congressional Gold Medal.

In 1915, lured away by the prospects of a better income and the chance to promote Hawaii and the sport of surfing, he joined the San Diego Yacht Club as a lifeguard/swim coach. Unfortunately, the club suffered from financial problems and Freeth was let go; a sympathetic club member then found Freeth a job at a sporting goods store in downtown San Diego.

On a warm spring day in May 1918, 13 swimmers drowned together in a massive rip current. Ocean Beach officials who hadn’t thought it necessary to have lifeguards saw their beach resort community empty as tourists stayed away.

Twelve days later the legendary lifeguard and surfer was in charge of the beach. There, Freeth performed on his surfboard, trained youngsters to work as lifeguards, and to the delight of everyone, not a single swimmer drowned.

Sadly, the flu pandemic of 1918-19 was sweeping through San Diego. Worldwide, 20 million people died from the flu in four months, as many as were killed in all of World War I. Rather than the young and the old, the victims were mostly healthy and middle aged. Among the stricken was Freeth. (Verge)

Freeth is credited as being the “First great waterman of the modern era” – Swimmer, diver, boatman, fisherman, outrigger canoeist, sailor, first professional lifeguard in California, Congressional Gold Medal for bravery, founded lifesaving service in California and introduced waterpolo to California. (UCSB)

George Douglas Freeth, Jr was born on Oʻahu on November 9, 1883; he died of the flu in San Diego on April 7, 1919 at the age of 35.

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Historic Huntington – surfing – George Freeth – LA Herald Dec 17 1908

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HuntingtonBeachArialShot1971

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George Freeth Plaque

Bronze Bust of George Freeth

December 14, 2016 by Peter T Young Leave a Comment

“The hoe has become a weapon of war.”

It started in World War I and was repeated in World War II – the “Victory Garden” or “War Garden” became a war-time necessity.

With war, food was in short supply. Demands of the war drew farmers and others into the direct war effort; munitions manufacturing drew others. People to produce food were in dwindling supply; likewise in transporting it.

In response, the National War Garden Commission was formed. Its sole aim was to get the attention, then help train people at home to put idle land to work and to conserve food by canning and drying.

“City Farmers” popped up, putting “slacker lands” (idle vacant lots in cities and communities) to productive use. Back yards and vacant lots were potential sources of food supply, and the raising of food on these areas would solve many problems besides that of food production.

Food raised at home was “Food FOB the Kitchen Door” – the challenges of transportation and distribution were automatically solved.

“One of the great values of the back lot garden is that its products are consumed where they are grown and thus transportation is conserved. Gardening is the extra war work of these who do it, no added strain is put upon the labor supply of the country.”

“Everything grown in war gardens is in addition to the normal food production, hence it releases pound for pound that much more food for our soldiers and our Allies. War gardens also reduce living expenses. Get a Victory Garden under way.” (Maui News, May 3, 1918)

Promotional posters helped spread the message, “Every Garden a Munition Plant,” “Sow the Seeds of Victory,” “Let’s Dig and Dig and We’ll be Big,” “War Gardens Over the Top” and “War Gardens Victorious” motivated the masses to participate.

“The hoe has become a weapon of war. … Saving food is one solution of the world shortage; substitution is another, but equally important is the spring edict from the US Department of Agriculture and the US Food Administration that the country must plant and produce more food tills year than ever before.”

“Every householder with even a little land to spare should buy a hoe. The hoe should become the symbol of a self-sustaining household as regards garden foods. Every bag of sweet potatoes or taro and every pound of beans, brought in from the back yard releases that much more for the current market and saves that much more to ship abroad. (The Garden Island, May 7, 1918)

“Put the slacker land to work” became a slogan of the National War Commission; at the overall national level, in response, in 1917 more than 3,000,000 pieces of uncultivated lots were put into production. The total number of war gardens in 1918 was conservatively estimated at 5,285,000.

The Second World War produced similar needs and demands.

Millions of people realized that they would never be able to take part as actual soldiers, but they wanted to take an active part in some effort which would show tangible results in the struggle for right and justice. War gardening offered the opportunity.

The war with Japan and evacuation and internment of Japanese created additional challenges. On the West Coast, Japanese farmers were responsible for 40 percent of all vegetables grown in California, including nearly 100 percent of all tomatoes, celery, strawberries and peppers.

In response to the significant labor shortages, “Victory Vacations” were proposed – proponents pointed out such vacations not only would be patriotic but would also be a matter of good health, through exercise and fresh air, and would pay those making the gesture definite cash returns. (San Francisco News, March 4, 1942)

In the United States, it was estimated that 20-million gardens were created during WWII, which produced an estimated 10 million tons of food. (Nagata)

“The people of Hawaiʻi are growing Victory Gardens, too, and it’s no hobby with them – it’s a serious business. … When the nearest market is about 2,415 miles away, you tend to your peas and beans with infinite care and wage determined warfare upon the bugs attempting to cheat you out of your earned greens.” (Eugene Register, June 18, 1942)

“Despite the fertility of the land there has been very little truck farming on the Islands. … The war changed all that.”

“There is hardly an earthen air raid shelter in town that isn’t sprouting lettuce or corn or a row or two of cabbage. The acreage devoted to school gardens alone has increased nearly 50 per cent and in all five districts of Honolulu, community gardens have been developed. … the city park board did its share by allowing home gardens to take over (some park land) … then supplied pipe for irrigation of the plots.”

Dr Armstrong (Director of Honolulu Victory Gardens and professor of Agriculture at UH) arranged a class in gardening fundamentals of agriculture to the initiates. … as soon as one class is graduated another is started. (Eugene Register, June 18, 1942)

As an example of change in agricultural activities, in 1939, only 75-acres in the Waimea, South Kohala area were devoted to agriculture. By the war’s end in 1946, that had increased to 518-acres. (Sperry)

It’s interesting, Hawaiʻi is the world’s most-isolated, populated-place; we are about: 2,500-miles from the US mainland, Samoa & Alaska; 4,000-miles from Tokyo, New Zealand & Guam, and 5,000-miles from Australia, the Philippines & Korea. And, we are dependent on outside sources for our food supply.

A couple years ago, we prepared a master plan for a proposed agricultural park; it focused on production of food for the local community. We were proud that the American Planning Association – Hawaiʻi Chapter gave it the “Innovation is Sustaining Places Award.”

In giving the Award, APA-Hawaiʻi noted, “The context in which the Master Plan was prepared, particularly in relation to the overall Agricultural Park management strategy, addresses strong and recurring themes of Tradition, Sustainability, Integrated Holistic Approach, Long-term Timeframe, Cooperation and Collaboration, Diversity of Foods and Economic Viability – melding Hawaiian traditional wisdom with modern sustainability concepts.”

“The APA Awards Jury felt the plan incorporates innovative concepts in agricultural park planning, especially in terms of the layout and design of the facility which includes the reuse of resources and farming best practices (that are) transferable to other facilities”.

“The inclusion of specific management strategies and actions to support the project mission and goals also helps to increase project success. The research on Hawaiian values, as well as coverage of topics such as permaculture, public health and local economic development, makes this plan comprehensive, ambitious and worthy of recognition.”

Adapting from a core theme of that plan, I think we are long overdue in addressing our Islands’ food security issues. We shouldn’t have to wait for another war to get us back to focusing on “Food From Hawaiʻi For Hawaiʻi.”

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