Military | Page 2 | Images of Old Hawaiʻi

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)

Shiprwreck-Beach

YOGN-42-Shipwreck Beach-Lanai

YOGN-42-Shipwreck Beach-HTJ

YOGN-42-Shipwreck Beach_HTJ

YOGN-42-Shipwreck Beach

YOGN-42_Shipwreck Beach

Shipwrecks-map-NOAA

Shiprwreck-Beach-Sign

Concrete Floating Breakwater-Powell River in British Columbia, Canada-Campbell

Walkway_at_Kiptopeke_State_Park, Virginia

Powell_River_Aerial, BC Canada

Concrete Fuel Barges as Floating Breakwater on the Powell River, Canada

Nine-Concrete Fuel Barges as Breakwater-Kiptopeke, Virginia

Concrete Fuel Barges as Breakwater-Kiptopeke, Virginia

Concrete Fuel Barges as Breakwater-Kiptopeke, Virginia-Rooney

Concrete Fuel Barges as Breakwater-Kiptopeke Virginia

Concrete Fuel Barge as Wharf Yaquina Bay, Newport, Oregon-2005

Concrete Floating Breakwater-Powell River in British Columbia, Canada-YOGN-82

June 7, 2025 by Peter T Young Leave a Comment

Forty Niner

Katsutaro Chagami was Issei (first generation) – born in Japan and emigrated to the Islands from 1885 to 1924 (when Congress stopped all legal migration). The term Issei came into common use and represented the idea of a new beginning and belonging.

The children of the Issei, like Richard Kiyoshi Chagami, were Nisei, the second generation in Hawaiʻi and the first generation of Japanese descent to be born and receive their entire education in America, learning Western values and holding US citizenship.

“When the Issei first arrived in Hawaii they lived in plantation villages or camps and preserved their way of life by only speaking Japanese. After 1900, a significant influx of picture brides to the islands created families that served as the basis for a flourishing Japanese population.”

“As the community grew, Buddhist temples, Japanese newspapers, and Japanese language schools were created. Most Japanese immigrants were plantation workers, but there were those who chose to take up a life of fishing as a means of sustenance and income.”

“Small fishing villages were known to crop up around coastal areas. Katsutaro and Kawayo Chagami [Richard Chagami’s parents], lived on the shores of Pearl Harbor in a small fishing village on what is currently the Aiea Bay State Recreation Area.” (Minatoishi and Gushiken; NPS)

“Katsutaro Chagami owned a sampan (a flat-bottomed fishing boat) that was moored at Kewalo Basin. His fishing endeavors called him away for two weeks at a time. Besides deep sea fishing, Katsutaro occasionally brought the boat home to take the family for rides to Ford Island (Mokuumeume) or around Pearl Harbor (Puuloa).”

“The Chagami family had erected an ebisu kotohira (fishing shrine) on their property, a sacred object the family would eventually take with them.”

“In 1940, Pearl Harbor terminated the leases on the fishing village and Katsutaro, Kawayo, and their 11 children were forced to look for other living accommodations.” (Minatoishi and Gushiken; NPS)

Richard Chagami (born on June 21, 1917) served in the Army along with his brother Henry. They served in Italy and France as part of the 442^nd Regimental Combat Team during World War II. During his service with the Army, Richard served as a cook. (Minatoishi and Gushiken; NPS)

Upon the boys’ return, their parents purchased a lunch wagon from Elia Niau so the brothers could start a business together. The lunch wagon sold meals near the corner of Honomanu and Kamehameha Highway.

In the beginning, they served mostly banana splits, ice cream floats and sodas. The menu later changed to plate lunches, saimin and burgers. (Bernardo)

“The wagon was on their (Chagami’s) property. We used to hook up to their electricity and use their water to run the wagon. They were always really nice to us.”

“It was World War II, so there was rationing. But because my father was a police officer who patrolled the Pearl City area, he always knew where to get the food.”

“I used to use a wheel barrel to carry the sodas and the burgers across the street. They loved our burgers and our bacon sandwiches.” (Solomon Niau, son of Elia Niau; Paragas) These were the two staples of the lunch wagon then, and they remain popular among many of the restaurant’s current patrons. (Paragas)

The wagon was named the “Forty Niner”. The name drew inspiration from the Gold Rush and alluded to the owner’s hopes that patrons would flock to the eatery much like adventurers converged on California.

“I guess my parents (including mom Elizabeth Johnson Niau) thought that if they bought the Forty Niner, people would rush in like they did during the 1949 Gold Rush.” (Solomon Niau, son of Elia Niau; Paragas)

The wagon gained a strong following from workers at the Aiea Naval Hospital, Pearl Harbor, and other adjacent military facilities. After the lunch wagon gained a substantial following, a free-standing, permanent restaurant was constructed. The Forty Niner establishment was completed in August of 1947. (Minatoishi and Gushiken; NPS)

Richard Chagami handled the daily operations while Henry handled the bookkeeping. Over the years, Chagami’s nine other siblings also helped out. (Bernardo)

Richard retired in 2006 and passed the historic building, and the recipes served in it, to new owner Wil Cordes III. “I knew there would be a lot of eyes on me,” Cordes says.

“People have been bringing their families, three, four generations already. They were going to know the menu and taste of the food better than I did.”

So, after a few months of much needed renovations – the kitchen had a single burner and no telephone – he reopened with Richard’s sister, Jennie Tsuchidana, still making the burgers, saimin dashi and all the original menu items. Before he passed in 2011, Richard would even stop by now and then: “He would just say, ‘taste good, taste good,’” Cordes says.

“Meanwhile, he and his wife, Karla, expanded the menu to breakfast with pancakes, waffles and French toast and rotating specials throughout the day.

Longtime diners can now dig into the Forty Niner pancakes – which Cordes says were the first to feature haupia sauce and macadamia nuts – banana French toast, chilaquiles with eggs and garlic chicken while sitting on the eatery’s original stools. (Honolulu Magazine)

June 4, 2025 by Peter T Young Leave a Comment

Codebreakers – Secret to Success at Battle of Midway

Around 7:20 Sunday morning, a single-engine Japanese reconnaissance plane entered the cloud-streaked airspace over Pearl Harbor. Launched earlier that morning from the heavy cruiser Chikuma, the plane circled as the pilot studied the ground below.

Having seen all he needed to see, at precisely 7:35 the recon pilot radioed his report to the striking force, which quickly relayed the information to the Japanese planes now approaching Oahu from the north: “Enemy formation at anchor; nine battleships, one heavy cruiser, six light cruisers are in the harbor.”

The attack on Pearl Harbor set in motion a series of battles in the Pacific between the Japanese and the United States.

With the fall of Wake Island to the Japanese in late-December 1941, Midway became the westernmost US outpost in the central Pacific.

Midway occupied an important place in Japanese military planning. According to plans made before Pearl Harbor, the Japanese fleet would attack and occupy Midway and the Aleutian Islands in Alaska as soon as their position in South Asia was stabilized.

Defenses on the atoll were strengthened between December and April. Land-based bombers and fighters were stationed on Eastern Island. US Marines provided defensive artillery and infantry.

Operating from the atoll’s lagoon, seaplanes patrolled toward the Japanese-held Marshall Islands and Wake, checking on enemy activities and guarding against further attacks on Hawaiʻi.

The turning point in the Pacific came in June 1942, when the US surprised and overpowered the Japanese fleet in the Battle of Midway.

That victory was possible, in large part, because of the work of a little-known naval codebreaker named Joe Rochefort. (Rochefort, responsible for the Pacific Fleet’s radio intelligence unit at the time of the Pearl Harbor attack, felt immense guilt at the failure to predict the Pearl Harbor attack.)

The Japanese Combined Fleet depended on a complex system of codes to communicate by radio. The codes were regularly modified to avoid detection, but in the confusion of the rapid Japanese expansion in the South Pacific the change scheduled for early-1942 was delayed.

The course to Midway started not on a map in a top secret chart room with top strategists and tacticians contemplating Japan’s next move, but was set by the deciphering of messages from the Japanese Fleet.

This was done by a handful of US Navy intelligence officers stationed at Pearl Harbor.

In the spring of 1942, it took cryptanalysts in Australia, Washington, DC and Hawai‘i to achieve the breakthrough that made an American victory at Midway possible.

The Japanese naval code, known as JN 25, consisted of approximately 45,000 five-digit numbers, each number representing a word or a phrase.

Breaking this code, which was modified regularly, meant finding the meanings of enough of these numbers that a whole message could be decrypted by extrapolating the missing parts.

According to one of the leading codebreakers involved, it was like putting together a jigsaw puzzle with most of its pieces always missing.

Leading the codebreaking effort was Station Hypo, the code name for the combat intelligence unit at Pearl Harbor under Commander Joseph Rochefort.

Rochefort included members of the band from the battleship ‘California,’ damaged at Pearl Harbor. He thought their musical skills might make them adept codebreakers in much the same way that Marine bandsmen used to serve as fire control technicians on ship — the ability to quickly read and play music made them excellent mathematical problem solvers.

By May 8, Rochefort knew that a major enemy operation, whose objective was sometimes called AF, was in the offing and that it would take place somewhere in the Central Pacific.

When they checked this against their partially solved map grid, the found that “A” represented on coordinate of Midway’s potion and “F” represented the other.

His superiors in Washington weren’t convinced; they devised a test that would flush out the location of AF.

The radio station on Midway dispatched an uncoded message falsely reporting that the water distillation plant on the island had broken, causing a severe water shortage. Within 48 hours, a decrypted Japanese radio transmission was alerting commanders that AF was short of water.

Several days later, he was sure the target was Midway. As a result, the Americans entered the battle with a very good picture of where, when and in what strength the Japanese would appear.

On June 4, 1942, armed with information from Rochefort and his team, American planes caught the Japanese by surprise and won the decisive battle – it marked the turning point in the war in the Pacific.

In the four-day sea and air battle, 292 aircraft, four Japanese aircraft carriers – Akagi, Kaga, Soryu and Hiryu, all part of the six carrier force in the attack on Pearl Harbor six months earlier – and a heavy cruiser were sunk. There were 2,500 Japanese casualties.

The US lost the carrier Yorktown, the destroyer USS Hammann, 145 aircraft and suffered 307 casualties. (The inspiration and information in this summary comes from NPS, NPR and Naval History)