Images of Old Hawaiʻi

by Peter T Young Leave a Comment

Henry Poor

Henry French Poor was the eldest son of Henry Francis Poor and Caroline Paakaiulaula Bush; he was born here June 8, [1857].

“Poor received his early education under Mr. Gulick, Sr., father of the late Charles T. Gulick of Honolulu. He afterwards attended Punahou College, at that time under the direction of Professor Church.”

“He left school, however, at the age of 13 and entered the banking house of Bishop & Co. as a clerk, where he remained about eight years.”

“At that time, owing to ill health, Mr. Poor first visited the United States, where he spent some three months. When he returned to Honolulu he entered the mercantile house of Castle & Cooke.”

“At this time he was selected by the Government to act as secretary to Hon. C P. Iaukea, the head of the Hawaiian Embassy to the coronation of Alexander III of Russia.”

“Continuing from there he made a tour of the world, visiting the greater part of Europe, India, Japan, Egypt, the United States and England and meeting many great personages there. His visit to India was immediately connected with the question of securing a labor supply for the plantations of Hawaii.” (PCA, Nov 29, 1899)

“Henry F Poor was one of the most brilliant Hawaiians whose cradle ever rocked in these beautiful Islands.  … He possessed the generous spirit of his race and the keen intelligence of his New England’s forebears.”

“As secretary to Colonel Iaukea on the Kalakaua embassy to the rulers of the world he covered himself with honors and his bright letters were published in the local papers.” (The Independent, Nov 29, 1899)

“While abroad Mr. Poor received several foreign decorations, among which were the Order of the Rising Sun of Japan, the Order of Simon Bolivar of South America, an Austrian and a Russian order and several others. He also held the Hawaiian Order of Crown of Hawaii and Order of Kapiolani.” (PCA, Nov 29, 1899)

“Later on he went to Samoa with Governor Bush and to his tact and gentlemanly action was due the fact that the Kaimiloa incident did not end in an international scandal.” (The Independent, Nov 29, 1899)

“In 1887 [Kaimiloa] was purchased by King Kalakaua, and after being fitted up as a man-of-war, was sent on a mission to Samoa. This mission was a failure …”

“King Kalakaua had just returned from a trip around the world. Sundry people, at all the places he stopped filled him with hot air, and he wanted to be emperor of the Pacific. On his return to Honolulu he promptly set about the work of trying to get control of all the islands which had not yet been seized by European rulers.”

“[Kalakaua’s] Prime Minister, Gibson, induced him to fit out the Kaimiloa as a war ship and send it on a diplomatic mission to Samoa, where Ambassador ‘Ned’ Bush was instructed to either annex the place or induce the King of Samoa to make a treaty acknowledging that Kalakaua was the supreme ruler of a Pacific Island confederacy.”

“On board the warship was ‘Admiral’ Jackson, Ambassador Bush, Henry Poor, secretary of the legation, a big crew, an enormous quantity of gin, a band, and plenty of the King’s dreamy ideas of a Pacific confederacy.”

“To this day the mystery of how the vessel ever reached Samoa has not been solved, and it is a wonder that she ever got there at all, for gin and other drink never flowed freer on a private craft than it did on the Kaimiloa. …”

“Then wild with the dissipation or the voyage, the crew mutinied, and capturing Secretary Poor, chained him to the deck.”    (PCA Aug 8, 1902)


“The officers and crew of the Kaimiloa began to go ashore almost nightly to carouse in the streets of Apia. One night gunner William Cox, on returning to the ship, got into a fight with other officers.”

“He rushed the powder magazine, threatening to blow up the ship. Lt. Frank J. Waiau and ship’s carpenter John Galway stopped him, but the brawling went on. Lt. Sam I. Maikai, nominally in command, went ashore with Waiau to report to the Hawaiian legation.”

“They wanted to resign but Bush would not hear of it. He ordered them back on board and sent along his secretary, H. F. Poor. Jackson also went along with them. He and Poor, revolvers in hand, found the mutineers trying to take over the armory.

“They drove the mutineers out on deck. Waiau over-powered Cox and put him in irons on the bridge.” (Adler)

“The German warship Olga was in the harbor at the time, and her captain, noticing the row on the Hawaiian vessel, sent a longboat over … and threatened to tow the whole outfit bark to Hawaii unless the trouble subsided. …”

“On arrival [back in Honolulu] here [Kaimiloa] was dismantled, and never again used for war purposes. No one knows how many sins were committed aboard the vessel while trading in the South Seas, but many people have heard something of the story of her remarkable cruise as a man-of-war to Samoa.”   (PCA Aug 8, 1902)

Poor hosted Robert Louis Stevenson on his visit to the Islands.  On January 24, 1889, Stevenson arrived in Honolulu and spent the first six months of that year in the Hawaiian Islands (he later settled and lived in Samoa.)

“For the first few days the Stevenson party stayed with Henry Poor and his mother Mrs Caroline Bush, at 40 Queen Emma Street, Honolulu (24-27 January).”

“Then on 27 January 1889 they moved to Poor’s bungalow, Manuia Lanai, at Waikiki, three miles east of Honolulu.  In early February Stevenson decided to send the Casco back to San Francisco and stay on to work in Hawaii.”

“As a result he rented the house next to Henry Poor’s. This too was a one-storey ‘rambling house or set of houses’ in a garden, centred on a lanai, ‘an open room or summer parlour, partly surrounded with venetian shutters, in part quite open, which is the living room’”.  (RLS Website)

Henry French Poor died in Honolulu on November 28, 1899 and is buried at O‘ahu Cemetery.

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by Peter T Young Leave a Comment

Edgar Young

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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by Peter T Young Leave a Comment

Bully Hayes

Among all the rough men who made life hideous on the seas the figure of an American skipper stands pre-eminent – Captain “Bully” Hayes, who never knew fear.  (Hawaiian Star, November 11, 1911)

Born in 1827 in Cuyahoga County, Cleveland Heights, Ohio, his father is said to have kept either a tavern or an ordinary grog-shop.  There is no direct word of his boyhood, but there is ground for the assumption that he grew up as a reckless desperado.  (Johnstone, Thrum)

The Honolulu Advertiser of September 24th, 1859 gives an interesting, history of the “Consummate Scoundrel.” About the year 1852, he was “unfortunate as to mistake a few horses belonging to a neighbor for his own, and sold them accordingly, pocketing the cash.” Unfortunately again for the world, he escaped prison by a flaw in the indictment and fled from danger.

The young Hayes received his education at Norfolk, Virginia, and later was appointed to a cadetship in the US Revenue Service, where he served with honor and promotion.

Subsequently, he resigned and became Captain of one of the Great Lake steamers, but afterwards – about the year 1854 or 1855 – he joined the US Navy, where he is reported to have served with credit under Admiral Farragut.

It has been alleged he was a man of aliases, however, these seem to be limited to “Captain Henry Hayes,” “Captain William H Hayes,” and “Captain W. H. Hayston,” as he was called throughout the South Pacific and officially announced in the reports of the British Admiralty for the years 1874-1875.

His well-known nicknames were “Bully” Hayes and “Bully”‘ Hayston.  (Johnstone, Thrum)

His first venture in crimes on the seas was typical of much to follow.  On a trip to San Francisco, he had so hypnotized a fellow-passenger (it seems he was a gentleman of means ready for an investment) that he agreed to establish Hayes’ “wife” (who afterwards remained there) in the liquor business, which, it seems, was quite to her taste.

But to leave his “wife” in a convenient establishment at a port of return was only a part of his plan. In the end, his scheme was brought to fulfillment by the friendly capitalist fitting out a ship for the China trade; it was not long afterwards that the bark sailed away with Hayes as Master, which was the last the owner ever saw of his ship. (Johnstone, Thrum)

He would often employ the ploy of ordering and having items delivered to his ship in port.  The merchant came aboard on sailing-day for his money; he was politely received.

Then, the ship would cast off and while sailing out of the harbor, Hayes would note, ”But you see, Sir, it is inconvenient that I should pay you now. I shall return shortly and settle the account, but at this moment I am going to sea, so you must either return at once in your boat, or sail with me.”

It was near the middle-1850s when Captain Hayes first appeared in the Pacific; he arrived in Honolulu in 1858: over six feet in height, big, bearded, and blond, with a soft voice and a persuasive smile – 240-pounds of intriguing manner and sly scheming.  (Gessler)

“(H)e and his first officer were put ashore at Honolulu from the ship Orestes. He was at that time accompanied by his wife, who was lately living with his children on the Navigator islands. In all his travels he was accompanied by women, whom he picked up and dropped as the fancy took him.”  (Evening Bulletin, October 7, 1895)

“Since Bully Hayes touched here first in the fifties … he will be remembered by the oldest residents only. Yet there was that in the man and his acts which is worth preserving, and this brief record of his early career in the North Pacific seems due to the life and memory of the urbanest scoundrel that ever sailed a sea on evil deeds intent.”  (Johnstone, Thrum)

“Eventually he commenced his career as a trader among the South Sea Islands.  After raiding and robbing stations for a couple of years, Bully Hayes was arrested by the British Consul at Upolu … he readily won the hearts of men and officers, who began to believe that he was a most worthy and much injured man.”

“Within three days he was not only set free, but supplied with all he required for another sea trip, upon which he left with the best wishes of the captain and officers.”  (Evening Bulletin, October 7, 1895)

“Of all the hard lives a man ever lived in the South Sea and I’ve been sailor, whaler and trader among the best of ’em – “blackbirding” was the worst. A man had good times ashore and the like of that, but when he worked he carried his life in his hands.  It was so aboard ship as well as when he went ashore after labor recruits.”

“I don’t know who gave that business the name of “recruiting,” for we know it to be almost always downright kidnapping that generally ended in slavery. No wonder the natives resisted every recruiting crew that landed.”   (Hawaiian Gazette, January 9, 1917)

Blackbirding is the recruitment of people through trickery and kidnappings to work as laborers.  The practice occurred between 1842 and 1904. Those ‘blackbirded’ were from the indigenous populations of nearby Pacific islands.

Hayes had ship after ship, but title for each was often questionable.  Over the years, he traveled the Pacific Ocean between California, Hawaiʻi, Australia, New Zealand and the Caroline Islands and would cause islanders to hide in fear of being kidnapped and shipped off to be a laborer on some distant plantation.

“Merciless to those who opposed him, he had bursts of generosity unknown to his rivals. He recognized that the invasion of the South Sea kingdom by the missionaries meant the coming of law and order, which, in turn, meant the death of his reign of violence.”

“So he strove to thwart the proselyting band, and until his end in the late-70s, with the Pacific as his shroud, he successfully combated the missionaries.”  (Hawaiian Star, November 11, 1911)

“After a half century of notoriety in the Pacific, during which the voice of the investigator has ever been raised against him in condemnation, “Bully”, Hayes has at least one old acquaintance who paints him lens black than most. This is Captain Callaghan”.  (Hawaiian Gazette, January 9, 1917)

“Bully Hayes was not as bad as nearly every one says he was,” said Captain Callaghan yesterday. ‘He dealt squarely with men until he was cheated and when he was he became a very bad customer indeed.’”   (Hawaiian Gazette, January 9, 1917)

Hayes was a fascinating companion, who sang in fine voice the songs of the German classical composers, was an accomplished performer on piano and violin, and spoke at least four languages (besides various Polynesian dialects) with much fluency.  (Johnstone, Thrum)

Hayes received a fatal stab (or shot) in the heart from one of his crew (the ship’s cook Peter Radeck or Dutch Pete, responding to threat’s from Hayes) and died on March 31, 1877 in Hawaiʻi at just 47 years old.   (Evening Bulletin, October 7, 1895)

Hayes (and glimpses of his story) was later portrayed by actor Tommy Lee Jones in the 1983 film, “Nate & Hayes”.

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by Peter T Young Leave a Comment

Matson Navigation Company

Born in Sweden, Captain William Matson (1849–1917) arrived in San Francisco in 1867, at the age of 16.  There, he began sailing in San Francisco Bay and northern California rivers.
 
Captain Matson became acquainted with the JD Spreckels family and was asked to serve as skipper on the Spreckels yacht, Lurline.  The Spreckels family later assisted Captain Matson in obtaining his first ship, the Emma Claudina.
 
In 1882, when Matson sailed his three-masted schooner Emma Claudina from San Francisco to Hilo, carrying 300 tons of food, plantation supplies and general merchandise, Matson Navigation Company started its long association with Hawai‘i.
 
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 Hawai‘i.
 
In 1887, Captain Matson sold the Emma Claudina and acquired the 150-foot brigantine Lurline from his employer, JD Spreckels – this was the first of several famous Matson vessels to bear the name Lurline.
 
Matson met his future wife, Lillie Low, on a yacht voyage he captained to Hawai‘i; the couple named their daughter Lurline Berenice Matson.
 
As the Matson fleet expanded, new vessels introduced some dramatic maritime innovations. The bark ‘Rhoderick Dhu’ was the first ship to have a cold storage plant and electric lights. The first Matson steamship, the ‘Enterprise,’ was the first offshore ship in the Pacific to burn oil instead of coal.
 
Increased commerce brought a corresponding interest in Hawai‘i as a tourist attraction. The second Lurline, with accommodations for 51 passengers, joined the fleet in 1908. The 146-passenger ship SS Wilhelmina followed in 1910, rivaling the finest passenger ships serving the Atlantic routes.
 
More steamships continued to join the fleet. When Captain Matson died in 1917 at 67, the Matson fleet comprised 14 of the largest, fastest and most modern ships in the Pacific passenger-freight service.
 
When World War I broke out, most of the Matson fleet was requisitioned by the government as troopships and military cargo carriers. Other Matson vessels continued to serve Hawai‘i’s needs throughout the war.
 
After the war, Matson ships reverted to civilian duty and the steamers Manulani and Manukai were added to the fleet – the largest freighters in the Pacific at that time.
 
The decade from the mid-1920s to mid-1930s marked a significant period of Matson expansion.  In 1925, the company established Matson Terminals, Inc., a wholly owned subsidiary, to perform stevedoring and terminal services for its fleet.
 
With increasing passenger traffic to Hawai‘i, Matson built a world-class luxury liner, the SS 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 Hawai‘i.  In addition, beginning in 1927, with the construction of the Royal Hawaiian Hotel, Matson’s Waikīkī hotels provided tourists with luxury accommodations both ashore and afloat.
 
Immediately after the December 7, 1941 attack on Pearl Harbor, the passenger liners Lurline, Matsonia, Mariposa and Monterey, and 33 Matson freighters were called to military service.
 
Matson, as General Agent for the War Shipping Administration, was given the responsibility for manning, provisioning, maintaining and servicing an important part of the government’s rapidly expanding fleet of cargo vessels. Matson was soon operating a fleet of more than one hundred vessels.
 
The post-war period for Matson was somewhat difficult. The expense of restoration work proved to be very costly and necessitated the sale of the Mariposa and Monterey, still in wartime gray. In 1948, the Lurline returned to service after a $20-million reconversion.
 
Two new Matson hotels were built on Waikiki in the 1950s, the Surfrider in 1951 and the Princess Kaʻiulani in 1955.
 
In 1955, Matson undertook a $60-million shipbuilding program which produced the South Pacific liners Mariposa and Monterey, and the rebuilt wartime Monterey was renamed Matsonia and entered the Pacific Coast and Hawai‘i service.
 
On August 31, 1958, Matson’s SS Hawaiian Merchant departed San Francisco Bay carrying 20 24-foot containers on deck.
 
The historic voyage marked the beginning of an ambitious containerization program that achieved tremendous gains in productivity and efficiency from the age-old methods of break-bulk cargo handling.
 
The container freight system that Matson introduced to Hawai‘i in 1958 was a product of years of careful research and resulted in the development of a number of industry innovations that became models worldwide.
 
Containerization brought the greatest changes to water transportation since steamships replaced sailing vessels.
 
Concurrently, shore side innovations were introduced, including the world’s first A-frame gantry crane, which was erected in 1959 in Alameda, California and became the prototype for container cranes.
 
In 1959 (the year Hawai‘i entered statehood and jet airline travel was initiated to the State,) Matson sold all of its Hawaiʻi hotel properties to the Sheraton hotel chain.
 

 

by Peter T Young Leave a Comment

Tea

“There are few hours in life more agreeable than the hour dedicated to the ceremony known as afternoon tea.”  (Henry James)

According to legend, in 2737 BC, the Chinese emperor Shen Nung was sitting beneath a tree while his servant boiled drinking water, when some leaves from the tree blew into the water. Shen Nung, a renowned herbalist, decided to try the infusion that his servant had accidentally created. The tree was a Camellia sinensis, and the resulting drink was what we now call tea.

Containers for tea have been found in tombs dating from the Han dynasty (206 BC – 220 AD) but it was under the Tang dynasty (618-906 AD), that tea became firmly established as the national drink of China.

It became such a favorite that during the late eighth century a writer called Lu Yu wrote the first book entirely about tea, the Ch’a Ching, or Tea Classic. It was shortly after this that tea was first introduced to Japan, by Japanese Buddhist monks who had travelled to China to study.

Tea drinking has become a vital part of Japanese culture, as seen in the development of the Tea Ceremony, which may be rooted in the rituals described in the Ch’a Ching. (UK Tea)

The world began to learn of China’s tea secret in the early 1600s, when Dutch traders started bringing it to Europe in large quantities. With regular shipment to parts of Europe by 1610, tea first arrived in Britain in the 1650s, when it was served as a novelty in London’s coffee houses.

Back then, tea was a rare drink that very few consumed. The famous diarist Samuel Pepys wrote about his first tea experience, and the first written reference to tea drinking in England.

On September 25, 1660, Pepys was called to the meeting to discuss peace with Spain; he noted, “And afterwards I did send for a cup of tee (a China drink) of which I had never drank before, and went away”.  (BBC)

Tea was slow to catch on in England.

However, it may have been the wife of King Charles II, two years later, who popularized tea in the UK. In 1662, Charles II, the newly restored monarch, married Catherine of Braganza, the daughter of Portugal’s King John IV. She became Queen of England, Scotland and Ireland.

Upon arriving in Portsmouth on May 14, 1662 ahead of her marriage to the king, Catherine asked for a cup of tea. Tea had arrived by this point, but it was rare for anyone to drink it, so none was available – instead, she was offered a small ale. She was already a regular tea drinker, as the drink was already a popular beverage among the aristocracy of Portugal.

The king and queen got married on May 14, and Portugal provided several ships of luxury items as it had been agreed. One of those items included a chest of tea, the favorite drink of the Portuguese Court.

Catherine popularized the drink among British nobility, and subsequently to the wealthier members of society. The invasion of tea in the country had well and truly started. (BBC)

OK; so, how does this relate to Hawai‘i?

Beginning well before 1600, the North American fur trade was the earliest global economic enterprise. Europeans and, later, Canadians and Americans, hunted and trapped furs; but success mandated that traders cultivate and maintain dense trade and alliance networks with Native nations.

Within ten years after Captain Cook’s 1778 contact with Hawai‘i, the islands became a favorite port of call in the trade with China.  The fur traders and merchant ships crossing the Pacific needed to replenish food supplies and water.

The maritime fur trade focused on acquiring furs of sea otters, seals and other animals from the Pacific Northwest Coast and Alaska.  The furs were mostly sold in China in exchange for silks, porcelain, other Chinese goods … and Tea, which were then sold in Europe and the US.

The East India Company was perhaps the most powerful commercial organization that the world has ever seen. In its heyday it not only had a monopoly on British trade with India and the Far East, but it was also responsible for the government of much of the vast Indian sub-continent.

Both of these factors mean that the East India Company (or, to call it by its proper name, the British East India Company) was crucial to the history of the tea trade. (UK Tea)

After acquiring the “Louisiana Purchase” in 1803, under the directive of President Thomas Jefferson, the Lewis and Clark Expedition, also known as the “Corps of Discovery Expedition” (1804–1806), was the first transcontinental expedition to the Pacific coast undertaken by the United States.

Hudson’s Bay Company (HBC) was a fur trading company that started in Canada in 1670; its first century of operation found HBC firmly focused in a few forts and posts around the shores of James and Hudson Bays, Central Canada.

Fast forward 150-years and in 1821, HBC merged with North West Company, its competitor; the resulting enterprise now spanned the continent – all the way to the Pacific Northwest (modern-day Oregon, Washington and British Columbia) and the North (Alaska, the Yukon and the Northwest Territories.)

Fur traders working for the HBC traveled an area of more than 700,000 square miles that stretched from Russian Alaska to Mexican California and from the Rocky Mountains to the Pacific Ocean. 

Ships sailed from London around Cape Horn around South America and then to forts and posts along the Pacific Coast via the Hawaiian Islands.  Trappers crossing overland faced a journey of 2,000 miles that took three months.

Traders, in order to obtain the wherewithal to purchase teas and silks at Canton, spent 18-months or more of each China voyage collecting a cargo of sea-otter skins, highly esteemed by the Chinese.

Needing supplies in their journey, the traders soon realized they could economically barter for provisions in Hawai‘i; for instance any type of iron, a common nail, chisel or knife, could fetch far more fresh fruit meat and water than a large sum of money would in other ports.

A triangular trade network emerged linking the Pacific Northwest coast, China and the Hawaiian Islands to Britain and the United States (especially New England).

Practically every vessel that visited the North Pacific in the closing years of the 18th century stopped at Hawai‘i to replenish supplies, refreshment and recreation.

Fur trading on the coast remained profitable from the 1780s into the 1820s, but the successful trade in furs depended entirely on the locale. Some parts of the coast, such as Nootka Sound and Clayoquot Sound, witnessed a complete collapse of the sea otter population after only a decade of intense hunting. (Igler)

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