Images of Old Hawaiʻi

by Peter T Young 2 Comments

Oklahoma

The Indian Removal Act was signed into law by President Andrew Jackson on May 28, 1830, authorizing the president to grant unsettled lands west of the Mississippi in exchange for Indian lands within existing state borders.

This generally involved the Cherokee, Creek, Choctaw, Chicasaw and Seminole; the Indians were to give up their lands east of the Mississippi (typically in the southeast) in exchange for lands to the west. (LOC)

After 11-million acres of Choctaw land was acquired, the Choctaw were to be removed from Mississippi. It was determined that the best method of handling the removal was to move about one-third of the Choctaws per year in each of the years 1831, 1832 and 1833.

The first one-third of the Choctaws started to be removed on November 1, 1831. Overall, nearly 15,000 Choctaws made the move to what would be called Indian Territory (later known as Oklahoma.) (Green)

When the first wagons reached Little Rock, in an interview with an Arkansas Gazette reporter, one of the Choctaw Chiefs (thought to be either Thomas Harkins or Nitikechi) was quoted as saying that the removal to that point had been a “trail of tears and death.”

In the Choctaw language, okla means ‘people;’ homma or humma means ‘red.’ ‘Okla Homma’ translates to ‘Red People’ in Choctaw. On November 16, 1907, Oklahoma was admitted as the forty-sixth of the United States.

In 1911 Congress authorized the building of two battleships, the Nevada and the Oklahoma, to be a modern symbol of the power of the United States (These two battleships were to be the first to burn oil as fuel instead of coal.)

Oklahoma (BB-37) was laid down October 26, 1912 by New York Shipbuilding Corp, Camden, NJ. The ship was christened in March 23, 1914 by Lorena Jane Cruce, daughter of Oklahoma’s Governor, Lee Cruce. Ms. Cruce struck the ship with a bottle of champagne while stating, “In the name of the United States, I christen thee ‘Oklahoma.’”

The Navy had earlier convinced Governor Cruce that it was tradition to use champagne in christening ships.  (The Governor had not liked the idea of using champagne to launch a ship named for his state)

The USS Oklahoma was commissioned at Philadelphia on May 2, 1916 with Captain Roger Welles commanding; the commissioning statement noted “that the Oklahoma might never become a mere instrument of destruction nor of strife, but a minister of peace and a guardian of rights and interests of mankind, protecting the weak against the strong.”

Attending the commissioning was the Assistant Secretary of the Navy, Franklin D Roosevelt. (As president, Roosevelt would later declare war on Japan in 1941 after the attack at Pearl Harbor.) (Oklahoma Genealogical Society Quarterly)

The Oklahoma, a 27,500-ton Nevada class battleship, needed 2,166 sailors and marines to function properly. She could travel 20,000 miles without refueling. She carried ten 14-inch guns.

The guns on battleships are so big, that they rate them on how large their ammunition is in diameter. A 14-inch gun has shells that are 14 inches in diameter and weigh about 1,400 pounds each. Each of the Oklahoma’s guns could fire almost twelve miles. That’s farther than anyone could see, even with binoculars or a telescope. (OKHistory)

Joining the Atlantic Fleet with Norfolk her home port, Oklahoma trained on the eastern seaboard until sailing 13 August 1918 with sister ship Nevada to join in the task of protecting Allied convoys in European waters.

She then joined the Pacific Fleet for six years highlighted by the cruise of the Battle Fleet to Australia and New Zealand in 1925. She joined the Scouting Fleet in early 1927, Oklahoma was modernized at Philadelphia between September 1927 and July 1929 and conducted exercises in the Caribbean.

In August 1940, the Oklahoma had been in drydock in Puget Sound, Washington after participating in Army/Navy exercises. She was backing down Puget Sound in the fog and hit a tow line of a barge carrying railroad cars which sent railroad cars into the water. A Navy ship had never before collided with a train. (Oklahoma Genealogical Society Quarterly)

She was based at Pearl Harbor December 6, 1940 for patrols and exercises, and was moored in Battleship Row on December 7, 1941 when the Japanese attacked.

Outboard alongside Maryland, Oklahoma took 3 torpedo hits almost immediately after the first Japanese bombs fell. As she began to capsize, 2 more torpedoes struck home, and her men were strafed as they abandoned ship.

Within 20 minutes after the attack began, she had swung over until halted by her masts touching bottom, her starboard side above water, and a part of her keel clear.

The Oklahoma capsized in a position parallel to the shore. Righting and refloating started with the first pull March 8, 1943, the final pull was on May 20, 1943 – it took 74-days to turn the ship over. She was floated by pumping air into air-tight compartments and pumping water out of the hull.

Too old and badly damaged to be worth returning to service, Oklahoma was formally decommissioned in September 1944. She was later sold to the Moore Drydock Co of Oakland, California, for scrapping. On May 17, 1947, while under tow, the Oklahoma sank 540-miles out of Pearl Harbor with no one on board.

In the attack on Pearl Harbor, there were 2,402 US deaths from the attack. 1,177 of those deaths were from the USS Arizona, while 429 of the deaths were from the USS Oklahoma (14 Marines and 415 Sailors.)

Thirty-five crew members were positively identified and buried in the years immediately after the attack. By 1950, all unidentified remains were laid to rest as unknowns at the National Memorial Cemetery of the Pacific.

The Defense Department recovered for identification and return to families the last of 388 sailors and Marines killed on the battleship USS Oklahoma on December 7, 1941, and later buried as “unknowns” in the National Memorial Cemetery of the Pacific at Punchbowl. (Lots of information here is from Navy.)

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US Marine Hospital

“Lāhainā (anciently called Lele, from the short stay of Chiefs there) is pleasantly located on the western shore of West Maui … It may be considered as the second port of the Hawaiian Islands, as, next to Honolulu, it is most generally frequented by the whaling fleet which touch at the islands in the spring and fall for recruits and refreshments.”

“This town was selected by Kamehameha III and his chiefs to lie the seat of government of the group … It has two churches, a hospital, a “palace,” which from the anchorage looms up and appears a stately building … There are three ship chandlery stores, some fifteen retail stores, and three practicing physicians.”  (The Friend, April 30, 1857)

“As near as we can ascertain, the first whale ships that visited these islands and touched at this port were the “Bellina,’ Capt, Gardner, and (unknown) Capt. Worth, which was some where about 1819.”

The central location of the Hawaiian Islands between the continent and Japan whaling grounds brought many whaling ships to the Islands.  Whalers needed food and the islands supplied this need from its fertile lands.

Several hundred whaling ships might call in season, each with 20 to 30 men aboard and each desiring to resupply with enough food for another tour ‘on Japan,’ ‘on the Northwest’ or into the Arctic.   (Thrum)

Between the 1820s and the 1860s, the Lāhainā Roadstead was the principal anchorage of the American Pacific whaling fleet.  During that time, up to 1,500 sailors at a time were on the streets of the small town.

One reason why so many whalers preferred Lāhainā to other ports was that by anchoring in a roadstead from half a mile to a mile from shore they could control their crews better than when in a harbor.

“To whale ships no port at the islands offers better facilities for all their business (with the exception of heavy repairs) than does Lāhainā.  As it is on this island, and but a short distance that the extensive potato fields are located that have furnished an almost inexhaustible supply … and fine herds of cattle …”    (The Friend, April 30, 1857)

About this same time (1831,) Joaquin Armas came to Islands from Mexico (California) to catch cattle for Kamehameha III.  His later reward for years of service to the King was several parcels of land, including a site in Lāhainā.  (Pyle)

It is suggested that in 1833 Kamehameha III commissioned the construction of a two-story stone building on a property left to Armas, about a mile from the central core of Lāhainā, to serve as a store and inn to cater to visiting sailors.  (Lāhainā Restoration Foundation)

During Armas’ occupation, on January 24, 1841, the first Catholic mass on Maui was celebrated in the house.  (Bergin)  Armas left the Islands in 1844.

On February 4, 1844, Milo Calkin was appointed US Vice Commercial Agent for the port of Lāhainā by William Hooper, acting United States Commercial Agent.  One of his duties was to arrange for medical care for sick sailors.

In the beginning, sick and destitute sailors were being boarded out at some private establishment and being given medical care by a physician hired by the Agent.  Calkin soon requested the ability to contract for a hospital to attend to the growing numbers.  (HABS)

By August 1844, the US Marine Hospital was opened on the Armas site.  Back then, the hospital business was divided into three major sections. The Commercial Agent (Calkin was the first) was responsible for recommending seamen to the hospital, keeping necessary papers and books, and handling the financial transactions.

A physician of the hospital (the first in Lāhainā was Dr Charles Winslow) had a contract with the US States Government which guaranteed him exclusive treatment of American seamen at US expense.

The third person involved in the hospital management was the purveyor (the first at Lāhainā was John Munn,) supplying food, clothing, shelter, maid service, laundry service and assorted other necessities.  All of these services were charged to the US government.  (Pyle)

The hospital (sometimes referred to as the ‘Seamen’s Hospital’) continued until 1862.  A couple things caused it to close – (1) demand was dwindling (in 1859, an oil well was discovered and developed in Titusville, Pennsylvania; within a few years this new type of oil replaced whale oil for lamps and many other uses – spelling the end of the whaling industry) and (2) a festering scandal surfaced accusing misuse of government funds.

Part of the scandal started with some questions about the exorbitant amounts charged by Dr Winslow.  Winslow evidently made his fortune in Lāhainā and left.  In a November 19, 1847 letter (Rev Baldwin to EB Robinson, “…. tomorrow morning they (Winslow) embark … for the U. States. Dr. W. came out four years since from Nantucket—has had the Seamenʻs hospital here and other practices who have probably yielded him $20,000 or more, and now feels rich enough to go home.”

Calkin was not only Commercial Agent, he was a successful ship chandler; however, he abruptly dissolved his business in February, 1846 and departed from Hawaiʻi in November of that same year.  “It seems unlikely that Calkin was actually involved in the fraud, but he must have known about it.”  (Pyle)

After Charles Bunker of Massachusetts arrived as US consul to Lāhainā in 1850 (which had recently been elevated to a Consulate from an Agent) costs at the consulate skyrocketed. By 1852, officials at the Treasury Department had become suspicious. The costs to care for seamen at Lāhainā were nearly double per person than those in Honolulu.  (US Archives)

The situation continued for a few more years, but when the total amount spent for the hospitals in Honolulu, Lāhainā and Hilo reached more than $150,000 per year, an investigation was demanded by the Treasury Department.

US Commissioner in Hawaii, James W Borden, investigated the workings of the United States hospital and consular system in Honolulu, Lāhainā and Hilo.

In part, Borden reported, “A careful examination of the evidence will, I believe, satisfy you that the Physician as well as the Purveyor, in this respect, and also in that of obtaining from the seamen blank receipts, have been engaged in defrauding the Government, and I have therefore no hesitation in recommending the removal of them both …” (Borden, April 27, 1860; US Archives)

“It is a notorious fact that … many of our citizens deprecated the system which has been so long pursued by the consuls in the expenditures of the fund so wisely appropriated by Congress for the relief of sick and disabled American seamen, and the exaction of illegal fees and unjust charges from the seamen…”  (Pacific Commercial Advertiser, February 28, 1861)

“The testimony disclosed the long mooted fact, that the consulates of Honolulu and Lāhainā have a large patronage and that therefore the temptation to illegal practices is consequently very great; that the offices of physician and purveyor, highly lucrative positions …”

“…they possessed power to embarrass the operations of the merchants and shipmasters … therefore, the corrupt and unwarranted practices of the consuls has been heretofore winked at by them…”  (Pacific Commercial Advertiser, February 28, 1861)

The US Marine Hospital (Seamen’s Hospital) in Lāhainā officially closed on September 10, 1862.

In 1865 the Anglican sisters founded St. Cross School for Girls at the Marine Hospital premises, at first leasing the property and finally purchasing it in 1872. The Sisterhood opened a similar school – St Andrew’s Priory – on May 30, 1867.  The Lāhainā school continued to operate until 1877.

After the school closed, the building was used for many years as a vicarage for the Anglican ministers and was later exchanged with Bishop Estate for another piece of property in 1909.  (HABS)  It has also been used as a private home and a meeting room for civic groups.  (Lāhainā Restoration Foundation) The structure was impacted by the Lahaina Fire.

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Honolulu Oil

William Matson was born in 1849 in a Swedish seacoast town and ran off to sea at the age of twelve. According to his daughter, he had not a single day’s schooling in his life.

At 18, Matson “came round the Horn” to California and soon worked his way up to the captaincy of a scow schooner (barge) in San Francisco Bay.

At age 33 he became one-quarter owner—for $5,000—of the new three-masted schooner, Emma Claudia, and brought her to Hilo on her first voyage. Matson saw opportunity on the Big Island and began to focus his service there.

“My father used to do everything. He bought the horses, he bought needles, thread, mules, dress materials… a floating store.” (daughter Lurline Matson)

Every voyage was a partnership—with different partners holding shares, generally in eighths—and then splitting the profits. Matson expanded in this way, buying more ships and chartering others.

Matson became well established in the Hawaiian trade. His small fleet of sailing vessels shuttled back and forth between Hilo and San Francisco.

Westbound to Hawai‘i, he would bring goods of all descriptions. Eastbound to California, he would take sugar, molasses, fruits, vegetables and hides.

His fleet was still all wind-driven sailing ships, though in 1889 he was quoted: “I was wondering whether I’d ever be able to run a steamship between the islands and San Francisco.”

In 1901, Matson acquired his first steamship, the Enterprise. At that time, most steamers burned coal to fire the boilers. Matson immediately converted the Enterprise to the first oil burner in the Pacific, because oil was cheaper.

It cost $2.10 in oil for the same energy provided by $7.00 worth of coal. Oil was also cleaner, more space efficient, and demanded less manpower.

Matson recognized the potential of oil. He convinced Hawai‘i’s plantation and sugar mill owners to switch from coal and bagasse (sugar cane waste) to oil. Then he converted some of his sailing flee into tankers to carry the oil to the Islands.

Matson said, “If you use fuel in large quantities, you must control the source.” To insure a supply of oil for his ships, Captain Matson bought some wells in California and built a “couldn’t be done” 112-mile pipeline from the Coalinga oil fields to Monterey.

In 1903, he formed the Monarch Oil Company and five years later bought the Buena Vista Hills property (Matson later renamed the area Honolulu Hills) and a year later (1910) created Honolulu Oil Company.

Matson told investors: “You’ll either go broke or get rich.” (Castle and Cooke invested $140,000. Fifty years later, the company was receiving $400,000 in annual dividends, and finally liquidated its shares (at government behest) for over $23-million.)

Honolulu Oil Corporation was engaged in exploration for, and extraction and sale of oil and gas in 15 states and the Dominion of Canada. The actual drilling was done by independent contractors, with Honolulu’s engineers acting in an advisory capacity.

Honolulu’s operations were divided into five geographical divisions: California (California, Nevada and Utah,) Mid-Continent (Texas, New Mexico, Colorado, Nebraska and Oklahoma,) Canadian, Rocky Mountain (Montana and Wyoming,) Southeastern (Mississippi, Louisiana, Alabama, Florida and Tennessee.) Reports note Honolulu Oil was later acquired by a larger oil company.

In 1911, Matson developed compressors to convert his oil product into gasoline and a year later built a pipeline to Los Angeles. That led to the modernization of the US Navy and their conversion to oil. (David Whitley; Taft Midway Driller)

Captain Matson brought the Falls of Clyde into the Hawaiian sugar trade, specifically servicing the plantations of the Big Island, bringing needed goods and machinery from the West Coast to Hilo, and returning with burlap sacks full of raw sugar on its way to the California refineries and then to the markets of the US.

He modified the Falls of Clyde sail plan, added a deck house and chart house, and rearrange the after-quarter for passengers. From 1899 to 1907, the Falls made over sixty voyages between these ports. Sailing time averaged seventeen days.

To help move oil, the Falls of Clyde was converted to a sailing oil tanker (1907;) her insides were gutted and ten large tanks were constructed along both sides and the bottom, giving her a capacity of 756,000 gallons of oil.

Heavy-duty pumps and a second steam boiler to operate them were installed. She sailed between Gaviota and Honolulu Harbor; molasses was often loaded into her tanks for the run back to California.

She continued to carry a few passengers and small amounts of cargo “tweendecks.” (Simpson) (Lots of information here is from Simpson, Stanford, Castle & Cooke and Taft Midway Driller.)

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Kūlou

Hawaiian chronology counts by generations, neither by reigns nor by years. In computing long genealogies, thirty years to a generation is approximately correct. (Fornander)

When ʻUmi died he was succeeded as Mōʻī of Hawaiʻi by his oldest son, Kealiʻiokaloa; he is remembered as an unpopular king, and the only event of note connected with his reign is the arrival on the coast of Kona of some shipwrecked white people.

Arrival of the shipwrecked foreigners – white people – took place between the years 1521-1530 AD. (Fornander)

“In the time of Kealiʻiokaloa, king of Hawaii and son of ʻUmi, arrived a vessel at Hawaii. Konalihoa was the name of the vessel, and Kukanaloa was the name of the foreigner (white man) who commanded, or to whom belonged the vessel. His sister was also with him on the vessel.”

“As they were sailing along, approaching the land, the vessel struck at the pali of Keʻei and was broken to pieces by the surf, and the foreigner and his sister swam ashore and were saved, but the greater part of the crew perished perhaps; that is not well ascertained.”

“And when they arrived ashore they prostrated themselves on the beach, uncertain perhaps on account of their being strangers, and of the different kind of people whom they saw there, and being very fearful perhaps.”

“A long time they remained prostrated on the shore, and hence the place was called Kūlou, and is so called to this day. The white rock there is called Pohakukea, and the cliff above ‘Mauna-kapu,’ or Sacred Mountain, for there the Spaniards are said to have worshipped.”

“And when evening came the people of the place took them to a house and entertained them, asking them if they were acquainted with the food set before them, to which they replied that they were; and afterwards, when breadfruit, ohis and bananas were shown them, they expressed a great desire to have them.”

“The strangers cohabitated with the Hawaiians and has children with they became ancestors of some of the Hawaiian people, and also of some of the chiefs”

They were known as Lala kea, meaning white branch of the tree. To the Hawaiians the white man was termed kekea, while haole meant any foreigner, irrespective of color. (Fornander; Taylor)

In Burney’s ‘Discoveries in the South Seas,’ on October 31, 1527, three vessels left a port called Zivat Lanejo, said by Galvaom to be situated lat. 20° N. on the coast of New Spain, for the Moluccas or Spice Islands.

The vessels were called the ‘Florida,’ with fifty men, the ‘St. Iago,’ with forty-five men, and the ‘Espiritu Santo,’ with fifteen men. They carried thirty pieces of cannon and a quantity of merchandise, and they were under the command of Don Alvaro de Saavedra.

These vessels sailed in company, and when they had accomplished 1000 leagues from port, they were overtaken by a severe storm, during which they were separated. The two smaller vessels were never afterwards heard of, and Saavedra pursued the voyage alone in the ‘Florida,’ touching at the Ladrone Islands. (Fornander)

“It seems certain that a foreign vessel which was wrecked about this time on the Kona coast of Hawaii must have been one of Saavedra’s missing ships.” (Alexander; Westervelt)

From this ship a white man and woman escaped. After reaching the beach they knelt for a long time in prayer. The Hawaiians, watching them, waited until they rose, and received welcome.

The place was at once named ‘Kūlou’ (kneeling.) Through all the succeeding years the name kept the story of the wrecked white chiefs before the Hawaiian people.

The Hawaiians received their white visitors as honored guests, and permitted them to marry into noted chief-families. In the Hawaiian legends the man and woman are called brother and sister. The man was named Kukanaloa. (Westervelt)

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Lurline

Lorelei (Loreley) means lauern, “to lurk,” “be on the watch for,” and lai, “a rock” – also “murmuring rock.” The Lorelei is a rock in the Rhine River – it marks the narrowest part of the river between Switzerland and the North Sea.

Stories say that Lorelei was a maiden who threw herself into the Rhine in despair over a faithless lover, and became a siren whose voice lured boats to destruction.

A variant of Lorelei is Lurline – some ships carry her name.

William Matson had first come to appreciate the name in the 1870s while serving as skipper aboard the Claus Spreckels family yacht ‘Lurline’ out of San Francisco Bay.

Born in Sweden, Captain 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 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, Matson sailed his three-masted schooner Emma Claudina from San Francisco to Hilo, 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 Hawai‘i.

In 1887, Captain Matson sold the Emma Claudina and acquired the 150-foot brigantine Lurline from Spreckels – this was the first of several famous Matson vessels to bear the Lurline name.

Matson met his future wife, Lillie Low, on a yacht voyage he captained to Hawai‘i; the couple named their daughter Lurline Berenice Matson, she was their only child.

After Lurline was born, Captain Matson did not command a ship again, but the family often traveled on the Matson ships to Hawaiʻi, staying there for a month or more at a time.

During one of these trips, Lillie and Lurline created the Matson Navigation Company flag from old signal flag pieces; the design is a circle with a large “M” surrounded by seven stars depicting the seven ships then in the fleet.

Matson built a steamship named Lurline in 1908; one which carried mainly freight yet could hold 51 passengers, along with 65-crew. That steamer served Matson for twenty years, including a stint with United States Shipping Board during World War I.

The family bought a house near Mills College where they spent summers, and they would rent a house in San Francisco for the winter months. Lurline remembers her father as “strict and straight-laced.” Lurline commuted to the city with her father to attend Miss Hamlin’s, a private girl’s school, studying music and art.

In 1913, Lurline met Bill Roth, a young stockbroker in Honolulu; she and Roth were married in 1914. Roth sold his brokerage business and went to work for Matson Navigation Company in San Francisco.

In October 1916, Captain William Matson died at age 67. After his death, Bill Roth was named general manager and vice president of Matson Navigation Company.

The Roths lived in San Francisco. Their son, William Matson Roth, was born in September 1916. Identical twins, Lurline and Berenice, named for their mother’s first and middle names, were born in 1921. (Filoli)

By 1918, Hawaiʻi had 8,000 visitors annually and by the 1920s Matson Navigation Company ships were bringing an increasing number of wealthy visitors.

With growing passenger traffic to Hawai‘i, Matson built a world-class luxury liner, the SS Malolo (later christened the Matsonia,) 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.

On December 27, 1932, the Lurline sailed on her maiden voyage from San Francisco to Australia via Los Angeles, Honolulu, Auckland, Pago Pago, Suva, Sydney and Melbourne.

This was the heyday of the great Matson Liners; passenger trains were adopted as “Boat Trains,” carrying passengers from New York and Chicago to connect in San Francisco with the liner sailings. (cruiselinehistory)

Matson’s famed “white ships” were instrumental in the development of tourism in Hawai‘i. Matson’s luxury ocean liner and its 650-wealthy passengers would be arriving in Honolulu every two weeks.

In 1927, Matson built the Royal Hawaiian Hotel and, in 1932, Matson bought the Moana. Matson’s Waikiki 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.

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.

Later, Laurance Rockefeller encouraged his San Francisco friend, owner of shipping company, Lurline Matson Roth, to build a house next to the Mauna Kea property. (The Roth family also lived in Filoli, the property in Woodside, CA, now open to the public.)

The Lurline continued to provide first class-only service between Hawaiʻi and the American mainland from June 1957 to September 1962, mixed with the occasional Pacific cruise. In 1963, the Lurline was sold and resold (renamed Ellinis,) and later laid up in 1981 and scrapped in Taiwan in 1987. Matson was sold to Alexander & Baldwin in 1969.

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