Military | Images of Old Hawaiʻi

August 9, 2025 by Peter T Young Leave a Comment

Rescue in Paradise

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

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

The Bolo remained the Air Corps’ primary bomber into 1941. Thirty-three B-18s were based in Hawaiʻi with the 5th Bombardment Group and 11th Bombardment Group.

One of those Hawaiʻi B-18 Bolos, piloted by Boyd Hubbard Jr, took off from Hickam Field at 7 pm February 25, 1941 for a routine inter-island night instrument-navigation training flight. (Trojan)

Other members of the crew were 2nd Lt Francis R. Thompson (co-pilot), S/Sgt Joseph S. Paulhamus (flying engineer), Pvt William Cohn (radio operator), Pvt Fred C. Seeger (passenger), Pvt Robert R. Stevens (passenger) WIA. (Aviation Safety Network)

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

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

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

“The quiet of the wooded mountains was shattered by a roaring crash! No human ear heard the sound; but shortly thereafter the phone in my office rang with an urgent persistance.”

They called Frederick Christian Koelling (superintendent of the Kohala Ditch Co and engineer for the Hawi Mill and Plantation Co. (Nellist))

“I picked up the receiver with no inkling of the adventure into which this simple gesture would lead me. The voice which answered was an unfamiliar one, but the message imparted sent me running for help and set in motion the ’rescue in paradise’ which saved the lives of a gallant crew of six army fliers.”

“Prior to the rescue attempt, I asked the Army to locate Bill Sproat, our area supervisor, and fly him over the site of the crash. Bill, being thoroughly ‘at home”’ in this area, could easily give me directions which I felt would minimize the time required to effect a ground rescue.”

“On Wednesday, February 26th, having talked with Bill by telephone and determined the approximate location of the downed plane, I gathered a party of co-workers including Leslie Hannah, Ronald May, Elders Johnson and Lyons, and left Hawi, our home base, at noon for Pololu.”

“Arriving at Pololu, the first station in the Kohala Sugar Company irrigation system, we obtained mules and rode up the winding trail to Kaukini Camp.”

The next day, “we left Kaukini Camp just as dawn was breaking. Our party of eight now pushed on to the end of the trail where we dismounted and the mules were staked out. The area, known as Wailoa, was not as familiar to us as the previous terrain. However, a foot trail had been cleared for another two miles or more through these ravines.”

“We followed this trail until we reached the spot previously agreed upon between Bill Sproat and myself as being the most likely approach to where the plane had gone down.”

“We hacked our way up and down a series of steep ravines, crossing a rushing stream at the bottom of each. … In order to cover more ground, we separated into two parties of four and followed the edges of two gulches above which we had determined was the wrecked plane.”

“After more than an hour of steady climbing, always hampered by the dense foliage, vines and marshy soil underfoot, we met at the top of the second gulch. For another two and one-half hours we struggled and hacked our way with machetes over, through and around trees, staghorn ferns, rotten brush and clinging vines.”

“Two of our men had climbed trees above the underbrush to listen for an acknowledgement from the flyers. The men claimed they heard answering shots sounding like firecrackers in the still air, pak-pak!”

“Immediately the lagging spirits of the party revived. and we continued on with renewed vigor, putting considerable distance behind us over firmer terrain with less undergrowth.”

“After another half hour of steady climbing, we again checked our position, firing more rifle-shots, and again we could hear an answering, pak, pak, pak! As we strained our ears to pin-point the shots, suddenly one of our group saw a flare, a small parachute trailing smoke and fire a considerable distance away.”

“Another ridge, another gulch, until we finally reached a point where we could call to the stranded flyers. … Despite the fact that they had acknowledged our calls, we were very much in doubt as to the physical well-being of the survivors.”

“The scattered debris, the crushed and fallen trees, plus the sight of the badly damaged plane, caused considerable apprehension, as to the condition of the flyers; badly injured or worse.

“Miraculously, and no doubt due to the thick growth of trees and shrubs, the plane had landed with far less impact than it would have, had it crashed in a desert or open area. The survivors were only slightly hurt, a mighty fortunate crew indeed!”

“One of the aviators had a bandage over one eye; another an injured hand, a third had one pants leg ripped off and a lacerated leg, and the fourth bad a bruise on his face!”

“Captain Boyd Hubbard, leader of the crew, had a rather badly bruised arm, but the Lieutenant escaped with only a scratch! The marvelous condition of the flyers was a most welcome sight to their rescuers. If they had been seriously injured we would have had a much more difficult time getting them down out of the mountains.”

“After some consultation, it was decided that our party and two of the least injured aviators would return to the Kaukini Camp for the night. Bill Sproat was at that time, leading another party over our trail.”

Among this group were Major Higgins from Wheeler Field, a Dr. Hall, two mechanics and a number of Army personnel. Our presence at the scene would not be necessary as this group was better equipped to assist in the salvage work on the aircraft. Therefore, we immediately set out on our return trip.”

“It was with profound relief that we relaxed somewhat in our saddles after the exhausting descent. However, our troubles were not all over. We now proceeded entirely in darkness. Suddenly, one of the pack mules broke loose and lunged forward down the trail dragging its tie rope. Ronald May, whose mule was next in line, pursued the pack mule.”

“Fortunately, the tie rope became lodged in a rock cleft before the mule had traveled very far. Ronald leapt from his mount and grabbed for the tie rope – at the same instant, one of the aviators brought his flash into play. The sudden bright light [panicked] the mule causing the animal to plunge into Ronald who fell back off the trail and down the cliff coming to a splashing halt in a pool of water ten feet below.”

“We all came to a quick halt, pulling up our mules on the narrow trail. By great good fortune, Ronald was promptly located and, with the aid of a rope, we hauled him back up to the trail, more doused than hurt. The recalcitrant mule was firmly tied into the pack train and we all proceeded on to the stables above the Kaukini Camp.”

“Upon reaching Pololu, we disbanded and I drove the two aviators to [Upolū] Point Field from whence they were flown to Wheeler Field in Oahu. During the following days, the entire crew was brought out of the mountains along with all salvageable parts of the aircraft (the bombsight and instruments, Aviation Safety Network) by Bill Sproat and the Anny personnel who had accompanied him to the site.”

Decades later (during 1980s?) Gary Larkins visited this site and photographed it with top turret intact. Internal fittings and the top turret were removed, including the retractable top turret and nose cone. These parts went to the USAF Museum for use in their restoration of B-18A Bolo 37-469, but the turret did not fit their aircraft. (Aviation Safety Network) (Special thanks to Cindy McKievick for providing her grandfathers’ (FC Koelling) summary of his heroic rescue.)

July 29, 2025 by Peter T Young 2 Comments

John Rudolph Slattery

During the American Revolution, George Washington appointed the first engineer officers of the Army on June 16, 1775; in 1779 Congress created a separate Corps of Engineers.

At the end of the Revolutionary War, the engineers mustered out of service. In 1794, Congress organized a Corps of Artillerists and Engineers, but it was not until March 16, 1802 that it reestablished a separate Corps of Engineers (the Corps’ continuous existence dates from then.)

At the same time, Congress established a new military academy and gave the engineers responsibility for founding and operating the US Military Academy at West Point, New York. During the first half of the 19th-century, West Point was the major and for a while, the only engineering school in the country.

John Rudolph Slattery graduated fifth in his class at West Point Class in 1900. He was appointed to the Academy by Charles P Taft, brother of President William Howard Taft.

Typical for a new engineer officer, after graduation, Slattery was assigned to the Philippines to work on bridges and roads. Within a couple of years he was living and working in Honolulu.

Before Slattery’s arrival in the islands, the Army engineer presence included work from engineer officer Maj. William C Langfitt who led a force of American soldiers, including the Third Battalion of US Volunteer Engineers, which established itself at Camp McKinley in 1898. Before leaving in 1899, Langfitt drew up a defense plan for Pearl Harbor.

In 1901 the chief of engineers, with the War Department’s approval, established a board of engineer and artillery officers to study Oʻahu’s defense requirements. The board also recommended that Pearl Harbor be given first priority for the construction of seacoast fortifications, but included some defenses for Honolulu Harbor.

While the Corps of Engineers was planning the seacoast defenses of Oahu, it also received a request from local authorities in Hawaiʻi to establish harbor lines in Honolulu harbor (Harbor lines regulate where piers and other structures can be built.) Likewise, channels and other harbor space needed dredging.

While planning for fortifications, laying out harbor lines and dredging were important, when US Senate subcommittee members surveying the needs of the new territory could not enter Honolulu harbor at night because the ship’s captain could not distinguish navigation lights from the Honolulu city lights, the federal government launched a large new lighthouse construction program for the islands.

The Pacific lighthouse district engineer sent Slattery to Hawaiʻi in 1904 to supervise the construction. The US government appropriated funds for acquiring land in Hawaii to be used as sites for coastal fortifications.

By August 1904, Slattery was also tasked with preparing a project for the improvement of Honolulu Harbor. His plans to widen and deepen both the harbor and its entrance were submitted by that December and the project was both approved and funded in March 1905.

On April 15, 1905, Slattery opened the first Honolulu Engineer District office in the Alexander Young Building on Bishop Street – this marked the birthdate of the Honolulu Engineering District for the Army Corps.

Slattery’s duties were divided between land acquisition and lighthouse matters. Several lasting legacies of his work remain in the Islands.

Slattery negotiated the purchase of land in Waikiki for the establishment of Fort DeRussy. Battery Randolph within Fort DeRussy was built between 1909 and 1911 and gained international, national, state and local significance at a time when British, French, Russian, German and even the Japanese had ships in the Pacific, and were expressing interest in Hawai‘i.

The Army mission in Hawai‘i was defined as “the defense of Pearl Harbor Naval Base against damage from naval or aerial bombardment or by enemy sympathizers and attack by enemy expeditionary force or forces, supported or unsupported by an enemy fleet or fleets.”

Slattery prepared the design for Makapuʻu Lighthouse. Makapuʻu (meaning bulging eye) Point is the extreme southeastern point of the island of Oʻahu. To the east of it is the Ka‘iwi Channel, which passes between the islands of Oʻahu and Molokaʻi.

For years, there was no light on the entire northern coast of the Hawaiian Islands to guide ships or warn them as they approach those islands. Essentially, all the commerce from the west coast of North America bound to Honolulu passes Makapuʻu Lighthouse.

On October 1, 1909, the light from another bright, bulging eye was seen on the rocky point of Makapuʻu as the giant lens in the Makapuʻu lighthouse was illuminated for the first time.

Just before Slattery’s arrival, the War Department, a board of Army officers, recommended establishment of the principal infantry post at Kahauiki.

Construction started in 1905 at what was first called Kahauiki Military Reservation. It was later named Fort Shafter and was Hawaiʻi’s first permanent US military installation. (Camp McKinley remained in existence until Fort Shafter was opened.)

First, they started construction of officers’ quarters and battalion barracks around Palm Circle, as well as support facilities on and near Funston Road.

Slattery helped Fort Shafter become a major anti-aircraft installation. In addition, a number of military fortifications for Oahu’s defense were built including Pearl Harbor, Forts Ruger, Armstrong, Weaver, Barrette and Kamehameha as well as Batteries Randolph, Williston, Hatch, Dudley and Harlow.

The District also began improvements to Hilo Harbor with construction of the breakwater in September 1908. In 1910, the breakwater at Kahului Harbor was extended.

Slattery eventually retired as a Colonel in 1925 and became the Deputy Chief Engineer of the Board of Transportation, in charge of such projects as the tunnels to Queens and Staten Island and the New York Central Railroad.

Slattery was married to Elizabeth B Slattery on February 22, 1905; they had one child, Nathaniel B Slattery. John R Slattery, born in Athens, Ohio, on January 31, 1877, died on September 23, 1932 at the age of 55.

In April 1962, the Army Corps of Engineers completed the Lt John R Slattery Bridge, the two-lane bascule bridge connecting Sand Island to Oʻahu in Honolulu Harbor. (It originally was a draw bridge, originally designed to be raised and lowered to allow boat traffic to pass underneath.)

In the late-1980s, though, the state permanently sealed the metal bridge and built a new concrete bridge alongside, creating four lanes to accommodate the growing traffic on and off the island.

John R Slattery

John R Slattery Bridge-Access to Sand Island-(ArmyCorps)

PalmCircle_USAMH34_l-1913

Quarters5_USAMH70_l-Completed in 1909, Quarters 5 originally served as the Post Commander’s quarters-1916

CentPlaza_FP_03_l-Flagpole in Palm Circle-(photo_between-1908-1912)

Makapuʻu_Lighthouse

Lighthouse Keeper John Sweeney-1934

Honolulu_Waterfront-1905

Boats_in_Honolulu_Harbor-1900

Kewalo_to_Waikiki-Dredged_Channels_Parallel_to_Shore-(Army_Museum)-1938

Fort DeRussy is nearly complete – area north (right) is still generally undeveloped-Battery Dudley in lower center-CoastDefenseJourna)-1919

Battery_Randolph-Fort_DeRussy-(army-mil)

Honolulu_Harbor-USACE-Slattery-Map-1906

Honolulu_Harbor-early-lighthouse

Honolulu Harbor Light Station-(left)

Honolulu_Harbor_in_1900

Hilo-Breakwater-(WC)

Hilo_Breakwater-stones-(DMY)

Hilo_Breakwater-Map-USACE

Alexander Young Hotel-early 1900s

June 28, 2025 by Peter T Young 2 Comments

Podmore Fire Control

“There are strong arguments in favor of putting the principal harbors of the country in a state of adequate defense, even at very considerable cost. But the work should be done according to a well digested plan, which will give reasonable security that it will answer its purpose.” (New York Times, July 1, 1884)

Harbor defenses had constituted the primary element of the means employed by the Army for seacoast defense. Harbor defenses consisted of permanently installed guns of various calibers, which could be supplemented in an emergency by mobile coast artillery guns and controlled mine fields.

The Artillery District of Honolulu was established April 24, 1909 and consisted of Forts Ruger, DeRussy, Kamehameha and Armstrong (the District was renamed Headquarters Coast Defenses of Oʻahu.)

Following World War I and until the end of World War II, additional coastal armaments were constructed. Then, the Army mission was “the defense of Pearl Harbor Naval Base against damage from naval or aerial bombardment or by enemy sympathizers and attack by enemy expeditionary force or forces, supported or unsupported by an enemy fleet or fleets”.

Batteries at Fort Kamehameha, Fort Weaver and Fort Barrette (the latter two constructed in 1924 & 1935) completed pre-World War II coastal defense network for Pearl Harbor.

Batteries at Fort DeRussy and Fort Ruger were responsible for the defense of the South coast and Honolulu Harbor. While none of the large caliber guns were ever fired except in practice, the secondary anti-aircraft guns of coastal artillery units at Fort Kamehameha were credited with shooting down a number of attacking aircraft on the morning of December 7, 1941.

Following the Pearl Harbor attack, as part of the growing Coast Defense network, numerous Batteries and their associated Fire Control Stations were set up around the Islands.

A Fire Control Station is an observation and command center used to direct fire from gun Batteries on the coast. Fire Control personnel spot and determine where the guns should aim (typically working with others using triangulation;) Batteries have the guns to fire at the targets.

In 1917, Waimanalo Military Reservation was created (later renamed to Bellows Field in 1933;) with the outbreak of WWII, Bellows was transformed almost overnight into an important facility where aircraft were prepared for their duty in the Pacific Theater.

Part of the defense of the facility was Battery Wailea, located at Wailea Point (at the dividing line between Waimanalo and Lanikai.) Search lights were emplaced at the Battery. The Battery was operational from 1942 to 1945.

It was initially armed with two mobile 155-mm guns (about 6-inches, that could send 96-lb projectiles 17,400-yds,) later replaced with two 5-inch guns (58-lb projectile, 10,000-yd range) (later supplemented with two 3-inch guns (15-lb projectile, 11,100-yd range.))

Battery Wailea was supported by Fire Control Station Podmore. Podmore, completed February 28, 1943 – named for a nearby triangulation station, supported other armaments and was made up of two stations: a single story North structure (29A) and a double-tiered South station (29B & 29C.) (Bennett)

Pedestals in the bunkers were mounts for high-powered optical instruments for determining azimuth and range of ocean vessels.

An observer and recorder staffed each observation station. Data obtained from the observer’s optical instrument was telephoned by the recorder to the assigned gun battery by a local-battery operated telephone. (Bennett)

The troops manning the site slept and lived in tents in shifts on the slopes. Water and power lines were brought up from below to serve the bunkers and tent quarters from the Lanikai side of the Kaʻiwa Ridge.

The Podmore stations were located in the South Sector of Oʻahu’s two defense sectors, and tactically assigned to the Harbor Defenses of Kāneʻohe Bay located in a tunnel system dug into Ulupaʻu Crater on Mōkapu Peninsula.

The harbor defenses were set up to protect the vital Navy seaplane and landplane base at the Kāneʻohe Bay Naval Air Station built on the Mōkapu Peninsula. (Bennett)

After end of WWII, the parcel was declared surplus by the General Services Administration (GSA) and was offered for sale to the highest bidder. Both the State and the City & County did not offer to acquire the parcel and the property was sold to a private individual. (DLNR)

Today, a hiking trail takes you to the Fire Control Station.

The Ka‘iwa ridgeline may be accessed by one of two legal routes: the first is a City and County of Honolulu public access right-of-way that was established as a condition of subdivision approval for the Bluestone condominiums. The other access point is a State-owned trail corridor that was purchased for use by the Nā Ala Hele Trail and Access Program (Governor’s Executive Order 3610, 1994). (DLNR)

Most folks call the Podmore Fire Control bunker the Lanikai Pillboxes; a misnomer. As noted, the bunkers were built as an observation and command center for Battery Wailea and observation for Bellows Field.

A pillbox is a reinforced guard post, normally equipped with openings through which to fire weapons. The Podmore Fire Control Station was for observation, not weaponry.

In 2024, DLNR published as Final Environmental Assessment that calls for actions “to improve the Ka‘iwa Ridge Trail by implementing a trail management plan concurrently with the installation of physical improvements to the trail corridor.”

“Proposed improvements include a combination of surface treatments, erosion control measures, fencing or other barriers, and trail signage throughout the trail corridor.”

Lanikai Fire Control-(saito)

Waimanalo to Alala Pt-t4379_dd-1928-noting Podmoreequipment, not guns-punynari

Trail to lanikai-bunkers-punynari

The ‘Mokes’ from Fire Control Station Podmore

Start of the hike – lanikai-bunkers-punynari

lanikai-bunkers-punynari

Kailua and Fire Control Station Podmore

Heading up the trail to lanikai-bunkers

Almost to the top of trail to lanikai-bunkers-punynari

Example of 155mm gun (not specifically at Battery Wailea)

Example of 155mm gun (not specifically at Battery Wailea)-1943

Fire Control Station Podmore

Fire Control Station Podmore-(NotSoGreatHiking)

Fire Control Station Podmore_punynari

Fire Control Station Podmore-pedestals for viwing equipment, not guns-punynari

Fire Control Station Podmore-punynari

June 26, 2025 by Peter T Young Leave a Comment

Morse Field – South Point, Hawaiʻi

Kalae Military Reservation, Morse Field, South Cape Airport, South Point Air Force Station (AFS) – it had a lot of names; it had a relatively short, but varied life. It was on the Island of Hawaiʻi, at Ka Lae, South Point.

In 1933, the War Department designated the airfield as Morse Field, in honor of 2nd Lt. Guy E Morse of the WWI 135th Aero Squadron. Morse was posthumously issued the Distinguished Service Cross for extraordinary heroism in action. He and his pilot (Wilbur C Suiter) fearlessly volunteered for the perilous mission of locating the enemy’s advance unit in the rear of the Hindenburg line.

Disregarding the hail of machine gun fire and bursting anti-aircraft shell, they invaded the enemy territory at a low altitude and accomplished his mission, securing information of the greatest importance. They at once returned to the lines and undertook another reconnaissance mission, from which they failed to return. (Suiter Field, the military’s air field that is now Upolu Airport, was named after 1st Lieutenant Wilbur C Suiter.)

Morse Field had a runway and one small barracks. Then, they expanded the facility and it was referred to as Kalae Military Reservation. In 1940, construction was underway on five buildings, runways and access roads at Morse Field. Activities were centralized at this airport inasmuch as its location shortened a routing through Oahu, the trans-Pacific air ferry route to Australia and the Philippines by approximately 200-miles.

The work on runways at Morse Field was suspended shortly after the attack on Pearl Harbor (December 7, 1941 – there were at least 2 fighters stationed at the strip when Pearl Harbor was attacked) and all adjacent smooth ground potential landing areas demolished as a precautionary measure against enemy use.

Blocking of landing areas on the island occupied large amounts of time and manpower due to the extensive areas involved and the comparatively smooth surfaces surrounding the field, which could be used as landing fields.

Later, construction increased the number of buildings to 5, built nine 50,000 gallon fuel tanks, a water line, access roads, and extended the runway to 6,000-feet. Morse Field was an earth field with a Marston Mat (steel grid) runway and was constructed as a temporary facility.

Gun emplacements were also added around the field. By December 28, 1941 gasoline storage facilities were complete, a water line installed and mobilization buildings were more than half finished.

After World War II, Morse Field was declared surplus by the military in 1946 and the Territorial Legislature placed it under the management of the Hawaii Aeronautics Commission (HAC.)

Rancher James Glover made a survey of the airport and found the buildings to be of no value except the corrugated roofing. He said he was in favor of keeping the airport open so that slaughtered cattle could be shipped out. He offered to maintain the airport at his own expense and to keep it open at all times as an emergency landing strip.

On November 3, 1947, the Commission made an application for the South Cape Airport to enter into an agreement with Mr. Glover. The U.S. Army granted a right of entry into Morse Field to the Territory on January 16, 1948.

Because of its remote location the HAC expected very little use by commercial airlines. Since satisfactory sites in this part of the island where aircraft could set down with safety in case of an emergency were non-existent, the Hawaii Aeronautics Commission decided to retain this strip as an emergency landing field.

With minimal maintenance (Hilo Airport staff made quarterly trips to Morse Field to perform minor maintenance and repair work,) by 1952 the field was found to be in bad condition due to erosion around the edges of the mats.

In the meantime, a new Federal Aid Highway project had been completed into Hilo, which caused the entire community to look to the Hilo Airport for their transportation needs. As a result, traffic into the field came to a standstill.

In 1954, the Territorial Director of Aeronautics requested abandonment of the airport; it was abandoned the next year.

In December 1964, the Air Force Systems Command announced that the Air Force would assume control of space tracking and communications from the Navy; the station closed the next year.

It was later reopened to support a sounding rocket probe program to evaluate advanced ballistic reentry system experiments. The close proximity and aspect angle of South Point to the optical site sensors located on the island of Maui were the primary reasons for launching the probes from this location.

In 1979, the Station was divided in two parcels located about 1.5-miles apart. One of the sites was the main operations area, while the other area was used for a radar tower. The Station was under the operational control of the Space and Missile Test Center (SAMTEC).

The short-lived South Point Air Force Station was one of the few Air Force installations in the State of Hawaiʻi that did not fall under the control of the 15th Air Base Wing. It belonged to the Air Force Systems Command (AFSC,) headquartered at Andrews AFB.

That use ended, too; in 1983 the executive orders for the facility were cancelled. Also in the 1980s, there were discussions about a private rocket launching facility here, but those never came to fruition. (Lots of info here from hawaii-gov and Freeman.)

June 20, 2025 by Peter T Young Leave a Comment

Concrete No. 5

“Ship traps” describes a phenomenon where northern and southern swells, strong channel currents, strong consistent trade winds and fringing reefs force unsuspecting vessels into areas of harm – resulting in concentrated shipwrecks.

The north shore of the Island of Lānaʻi, locally referred to as “Shipwreck Beach,” is the best example of this phenomenon. Here, the channel acts as a funnel, depositing material directly onto Shipwreck Beach.

Any vessel that broke its moorings at Lāhainā would end up there; sometimes ship owners intentionally abandoned worn-out vessels there by simply casting them adrift upwind from the treacherous shore. (Naval Historical Center)

The first reported wreck occurred in 1824 when a British vessel named the Alderman Wood ran into the reef there. Two years later, an American ship, the London, sunk there with its cargo of gold and silver bullion. No one knows how much – if any – of the gold and silver was recovered. (Brost)

Known wrecks include: British ship Alderman Wood (lost 1824); American ship London (lost 1826;) Hawaiian schooner Onward (lost 1875;) Hawaiian schooner Mary Alice (lost 1884;) Hawaiian schooner Malolo (lost 1887;) Hawaiian schooner Golden Gate (lost 1901;) Hawaiian steamship Hornet (disposed 1927.)

In addition, other victims include, Hawaiian schooner Helene (disposed 1929;) Hawaiian vessel Manukiiwai (abandoned 1929;) private yawl Charlotte C (lost 1931;) private auxiliary Tradewind (lost 1934;) three US Navy steel LCM landing craft (lost 1940s;) Hawaiian barge Oregon Reefer (disposed 1954; US Navy oiler YO-21 (disposed 1957?) and US Navy barge YOGN-42 (disposed 1950s?.) (NOAA)

A constant reminder of Shipwreck Beach is the last one – from the US Navy, YOGN-42 – a number, not otherwise named. It is 375-feet long, with a beam of 56-feet and draft of 26-and-a-half feet.

Contrary to some of the reports on this vessel, it is neither a WWII Liberty ship nor was it even a motorized vessel. The ship sitting on the reef at Shipwreck Beach is actually a non-self-propelled Navy gasoline barge.

On September 28, 1942, Commander Service Force, Pacific Fleet requested that fuel carrying barges be acquired without delay to meet the serious fuel storage problem of the naval forces in the South Pacific.

The construction of these barges was such that they could be towed to the required locations and used for fuel storage, thus providing the needed fuel storage and expediting the turnaround of tankers serving those areas. (Roberts)

On October 24, 1942, the Auxiliary Vessels Board estimated that a minimum of six barges were needed and recommended that the Navy acquire the first six to be completed.

“Concrete No. 5” was put into service in June 1943 as “YOGN-42.”

On November 11, 1942 they asked for six more of these barges to meet the expanding fuel storage requirements in the South Pacific.

Most the vessels built by the Concrete Ship Constructors at National City, California eventually ended up as floating oil barges; two were sunk as blockships during the Allied invasion of Normandy (scuttled to create sheltered water at the landing beaches.) (Naval Historical Center)

Some saw life following the war; one became a restaurant and later a fishing pier. One became a ten-room hotel. Nine were sunk as breakwaters for a ferry landing at Kiptopeke, Virginia. Two more are made into wharves in Yaquina Bay, Newport Oregon. Seven are part of a giant floating breakwater on the Powell River, Canada.

During the war, YOGN-42 was sent to Espiritu Santo, as part of a forward staging area for US forces in Vanuatu in Oceania. While there, its tug, Tug USS Navajo (AT-64,) was sunk by Japanese submarine I-39, 150-miles east of Espiritu Santo.

YOGN-42 survived the war, but was stricken from the active register in 1949 and abandoned on Shipwreck Beach sometime after that. (Maly)