Images of Old Hawaiʻi

  • Home
  • About
  • Categories
    • Ali’i / Chiefs / Governance
    • American Protestant Mission
    • Buildings
    • Collections
    • Economy
    • Missionaries / Churches / Religious Buildings
    • General
    • Hawaiian Traditions
    • Other Summaries
    • Mayflower Summaries
    • Mayflower Full Summaries
    • Military
    • Place Names
    • Prominent People
    • Schools
    • Sailing, Shipping & Shipwrecks
    • Voyage of the Thaddeus
  • Collections
  • Contact
  • Follow

May 4, 2022 by Peter T Young 2 Comments

George McClay

With “contact” (arrival of Captain James Cook in 1778,) a new style of boat was in the islands and Kamehameha started to acquire and build them.

The first Western-style vessel built in the Islands was the Beretane (1793.)  Through the aid of Captain George Vancouver’s mechanics, after launching, it was used in the naval combat with Kahekili’s war canoes off the Kohala coast.  (Thrum)

Encouraged by the success of this new type of vessel, others were built.  A schooner called Tamana (named after Kamehameha’s favorite wife, Kaʻahumanu,) was used to carry of his cargo of trade to the missions along the coast of California.  (Couper & Thrum, 1886)

From 1796 until 1802 the kingdom flourished. Several small decked vessels were built.  (Case) According to Cleveland’s account, Kamehameha possessed at that time twenty small vessels of from twenty to forty tons burden, some even copper-bottomed.  (Alexander)

The king’s fleet of small vessels was hauled up on shore around Waikiki Bay, with sheds built over them. One small sloop was employed as a packet between Oahu and Hawaii. Captain Harbottle, an old resident, generally acted as pilot.  (Alexander)

One of the earliest white residents of the Islands was George McClay, a Yankee ship-carpenter who drifted into Honolulu sometime between 1793 and 1806.

Captain Amasa Delano of Duxbury, on whose ship he had formerly sailed, found him at the Islands in 1806 with a well-established boat-building business. He had built twenty small vessels, and a few as large as fifty tons burthen. (Massachusetts Historical Society)

“He was my carpenter in the ship Eliza, when I left Canton in 1793, and went to the Isle of France with me, and was also carpenter in the large ship Hector, which was purchased at that place. “   (Delano)

“He went with me to Bombay after which he had been travelling in that part of the world until he had found his way to the Sandwich Islands, where he was noticed by the king on account of his being a good natured, honest fellow, and a very good ship builder.”    (Delano)

“He had built near twenty small vessels, and a few as large as forty or fifty tons, whilst he was at these islands.  …  All this labour he performed for the king.”

“I made a confidant of George McClay whilst at these islands, in all my negotiations with the king, and with other persons, with whom I had intercource.”   (Delano)

Then, on June 21, 1803, the Lelia Byrd, an American ship under Captain William Shaler, arrived; during his stay, Shaler asked Kamehameha for one of the chief’s small schooners.

Wanting bigger and better, in 1805, Kamehameha traded the 45-ton Tamana and a cargo of sandalwood for the Lelia Byrd,) a “fast, Virginia-built brig of 175-tons.” It became the flagship of Kamehameha’s Navy.

Shaler exchanged “Lelia Byrd,” with Kamehameha for the Tamana and a sum of money to boot.  (Alexander)  The cargo was received into his store, and when the schooner was ready it was all faithfully and honorably delivered to the person appointed to receive it.   (Cleveland)

“(U)unfortunately, the ship (previously) struck on a shoal, and beat so heavily, before getting off, as to cause her to leak alarmingly.”  (Cleveland)

McClay put in a new keel, and nearly replanked the Lelia Byrd in Honolulu Harbor. She afterwards made two or three voyages to China with sandalwood.  (Alexander)

In 1809, the village of Honolulu, which consisted of several hundred huts, was then well shaded with cocoanut-trees. The king’s house, built close to the shore and surrounded by a palisade, was distinguished by the British colors and a battery of sixteen carriage guns belonging to his ship, the “Lily Bird” (Lelia Byrd), which lay unrigged in the harbor.  (Campbell; Alexander)

A short distance away were two large stone houses which contained the European articles belonging to the king. On the shore at Waikiki, with sheds built over them, were the smaller vessels of the king’s fleet.  (Case)

Kamehameha kept his shipbuilders busy; by 1810 he had more than thirty small sloops and schooners hauled up on the shore at Waikīkī and about a dozen more in Honolulu harbor, besides the Lelia Byrd.  (Kuykendall)

© 2022 Hoʻokuleana LLC

Filed Under: Sailing, Shipping & Shipwrecks, Prominent People Tagged With: Hawaii, Lelia Byrd, Kamehameha, Kaahumanu, Tamana, George McClay

May 3, 2022 by Peter T Young 1 Comment

1819

The Era of Good Feelings began with a burst of nationalistic fervor. The economic program adopted by Congress, including a national bank and a protective tariff, reflected the growing feeling of national unity.

The Supreme Court promoted the spirit of nationalism by establishing the principle of federal supremacy. Industrialization and improvements in transportation also added to the sense of national unity by contributing to the nation’s economic strength and independence and by linking the West and the East together.

But this same period also witnessed the emergence of growing factional divisions in politics, including a deepening sectional split between the North and South.

A severe economic depression between 1819 and 1822 provoked bitter division over questions of banking and tariffs. Geographic expansion exposed latent tensions over the morality of slavery and the balance of economic power. (University of Houston, Digital History)

The Panic of 1819 and the accompanying Banking Crisis of 1819 were economic crises in the US that some historians refer to it as the first Great Depression. 

The growth in trade that followed the War of 1812 came to an abrupt halt. Unemployment mounted, banks failed, mortgages were foreclosed, and agricultural prices fell by half. Investment in western lands collapsed.

The panic was frightening in its scope and impact. In New York State, property values fell from $315 million in 1818 to $256 million in 1820. In Richmond, Virginia, property values fell by half. In Pennsylvania, land values plunged from $150 an acre in 1815 to $35 in 1819. In Philadelphia, 1,808 individuals were committed to debtors’ prison. In Boston, the figure was 3,500.

For the first time in American history, the problem of urban poverty commanded public attention. In New York in 1819, the Society for the Prevention of Pauperism counted 8,000 paupers out of a population of 120,000.

Fifty thousand people were unemployed or irregularly employed in New York, Philadelphia, and Baltimore, and one foreign observer estimated that half a million people were jobless nationwide.

The downswing spread like a plague across the country. In Cincinnati, bankruptcy sales occurred almost daily. In Lexington, Kentucky, factories worth half a million dollars were idle. Matthew Carey, a Philadelphia economist, estimated that 3 million people, one-third of the nation’s population, were adversely affected by the panic.

In 1820, John C. Calhoun (later to become US Vice President) commented: “There has been within these two years an immense revolution of fortunes in every part of the Union; enormous numbers of persons utterly ruined; multitudes in deep distress.”

The Panic of 1819 and the Banking Crisis left many people destitute. People lost their land due to their inability to pay off their mortgages. United States factory owners also had a difficult time competing with earlier established factories in Europe.

The United States did not fully recover from the Banking Crisis and the Panic of 1819 until the mid-1820s. These economic problems contributed immensely to the rise of Andrew Jackson.  (Ohio History Central)

In the Islands …

The ʻaikapu is a belief in which males and females are separated in the act of eating; males being laʻa or ‘sacred,’ and females haumia or ‘defiling’ (by virtue of menstruation.)

Since, in this context, eating is for men a sacrifice to the male akua (god) Lono, it must be done apart from anything defiling, especially women.  Thus, men prepared the food in separate ovens, one for the men and another for the women, and built separate eating houses for each.

The kahuna suggested that the new ʻaikapu religion should also require that four nights of each lunar month be set aside for special worship of the four major male akua, Ku, Lono, Kane and Kanaloa. On these nights it was kapu for men to sleep with their wahine.  Moreover, they should be at the heiau (temple) services on these nights.

Under ʻaikapu, certain foods, because of their male symbolism, also are forbidden to women, including pig, coconuts, bananas, and some red fish.  (Kameʻeleihiwa)

“The custom of the tabu upon free eating was kept up because in old days it was believed that the ruler who did not proclaim the tabu had not long to rule. If he attempted to continue the practice of free eating he was quickly disinherited.”

“The tabu of the chief and the eating tabu were different in character. The eating tabu belonged to the tabus of the gods; it was forbidden by the god and held sacred by all. It was this tabu that gave the chiefs their high station.”  (Kamakau)

If a woman was clearly detected in the act of eating any of these things, as well as a number of other articles that were tabu, which I have not enumerated, she was put to death.  (Malo)  (Sometimes surrogates paid the penalty.)

But there were times ʻaikapu prohibitions were not invoked and women were free to eat with men, as well as enjoy the forbidden food – ʻainoa (to eat freely, without regarding the kapu.)

“In old days the period of mourning at the death of a ruling chief who had been greatly beloved was a time of license. The women were allowed to enter the heiau, to eat bananas, coconuts and pork, and to climb over the sacred places.”  (Kamakau)

“Free eating followed the death of the ruling chief; after the period of mourning was over the new ruler placed the land under a new tabu following old lines.  (Kamakau)

Following the death of Kamehameha I in 1819, Liholiho assented and became ruling chief with the title Kamehameha II and Kaʻahumanu, co-ruler with the title kuhina nui.

Kaʻahumanu, made a plea for religious tolerance, saying:  “If you wish to continue to observe (Kamehameha’s) laws, it is well and we will not molest you. But as for me and my people we intend to be free from the tabus.”

“We intend that the husband’s food and the wife’s food shall be cooked in the same oven and that they shall be permitted to eat out of the same calabash. We intend to eat pork and bananas and coconuts. If you think differently you are at liberty to do so; but for me and my people we are resolved to be free. Let us henceforth disregard tabu.”

Keōpūolani, another of Kamehameha I’s wives, was the highest ranking chief of the ruling family in the kingdom during her lifetime.  She was a niʻaupiʻo chief, and looked upon as divine; her kapu, equal to those of the gods.  (Mookini)  Giving up the ʻaikapu (and with it the kapu system) meant her traditional power and rank would be lost.

Never-the-less, symbolically to her son, Liholiho, the new King of the Islands, she put her hand to her mouth as a sign for free eating.  Then she ate with Kauikeaouli, and it was through her influence that the eating tabu was freed.  Liholiho permitted this, but refrained from any violation of the kapu himself.  (Kuykendall)

Keōpūolani ate coconuts which were tabu to women and took food with the men, saying, “He who guarded the god is dead, and it is right that we should eat together freely.”  (Kamakau)

The ʻainoa following Kamehameha’s death continued and the ʻaikapu was not put into place – effectively ending the centuries-old kapu system.

Coming of the American Protestant Missionaries – 1819

On October 23, 1819, the Pioneer Company of missionaries from the American Board of Commissioners for Foreign Missions (ABCFM) from the northeast United States, set sail from Boston on the Thaddeus for Hawai‘i.

The Prudential Committee of the ABCFM in giving instructions to the pioneers of 1819 said: “Your mission is a mission of mercy, and your work is to be wholly a labor of love. …”

“Your views are not to be limited to a low, narrow scale, but you are to open your hearts wide, and set your marks high. You are to aim at nothing short of covering these islands with fruitful fields, and pleasant dwellings and schools and churches, and of Christian civilization.”  (The Friend)

“Oct. 23, 1819. – This day by the good providence of God, I have embarked on board the brig Thaddeus (Blanchard master) for the Sandwich Islands to spread the gospel of Christ among the heathens.” (The term ‘heathen’ (without the knowledge of Jesus Christ and God) was a term in use at the time (200-years ago.))

“At 8 oclock took breakfast with the good Mr. Homer; at 11, gave the parting hand toward our dear friends on shore, & came on board accompanied by the Prudential Com. Mr. and Mrs. Dwight and some others.” (Samuel Whitney)

“That day week (the 23d), a great crowd of friends, acquaintances, and strangers, gathered on Long Wharf, for farewell religious exercises. The assembly united in singing the hymn, ‘Blest be the tie that binds.’”

“Dr. Worcester, in fervent prayer, commended the band to the God of missions; and Thomas Hopoo made a closing address. The two ordained brethren, assisted by an intimate friend, & then with perfect composure sang the lines, ‘When shall we all meet again?’”

“A fourteen-oared barge, politely offered by the commanding officer of the ‘Independence’ 74, was in waiting; the members of the mission took leave of their weeping friends, and were soon on board the brig ‘Thaddeus,’ Capt. Blanchard, which presently weighed anchor, dropped down the harbor, and the next day, with favoring tide and breeze, put out to sea. (Thompson)

After 164-days at sea, on April 4, 1820, the Thaddeus arrived and anchored at Kailua-Kona on the Island of Hawaiʻi.  Hawai‘i’s “Plymouth Rock” is about where the Kailua pier is today.

By the time the Pioneer Company arrived, Kamehameha I had died and the centuries-old kapu system had been abolished; through the actions of King Kamehameha II (Liholiho,) with encouragement by former Queens Kaʻahumanu and Keōpūolani (Liholiho’s mother,) the Hawaiian people had already dismantled their heiau and had rejected their religious beliefs.

Over the course of a little over 40-years (1820-1863 – the “Missionary Period”), about 184-men and women in twelve Companies from New England served in Hawaiʻi to carry out the mission of the ABCFM in the Hawaiian Islands.

Collaboration between the Hawaiians and the American Protestant missionaries resulted in the

  • Introduction of Christianity;
  • Development of a written Hawaiian language and establishment of schools that resulted in widespread literacy;
  • Promulgation of the concept of constitutional government;
  • Combination of Hawaiian with Western medicine; and
  • Evolution of a new and distinctive musical tradition (with harmony and choral singing)

First Whalers to Hawai‘i – 1819

Edmond Gardner, captain of the New Bedford whaler Balaena (also called Balena,) and Elisha Folger, captain of the Nantucket whaler Equator, made history in 1819 when they became the first American whalers to visit the Sandwich Islands (Hawai‘i.)

“I had one man complaining with scurvy and fearing I might have more had made up my mind to go to the Sandwich Islands. I had prepared my ship with all light sails when I met the Equator.”

“I informed him of my intention. He thought it was too late to go off there and get in time on the West Coast of Mexico. I informed Folger what my determination was.”

“I gave orders in the morning to put the ship on a WSW course putting on all sail. In a short time after the morning, I discovered he was following. We made the best of our way to the Sandwich Islands where we arrived in six-teen days, had a pleasant passage to the Islands and arrived at Hawaii 19th 9 Mo 1819.“ (Gardner Journal)

A year later, Captain Joseph Allen discovered large concentrations of sperm whales off the coast of Japan. His find was widely publicized in New England, setting off an exodus of whalers to this area.

These ships might have sought provisions in Japan, except that Japanese ports were closed to foreign ships. So when Captain Allen befriended the missionaries at Honolulu and Lahaina, he helped establish these areas as the major ports of call for whalers.  (NPS)

“The importance of the Sandwich Islands to the commerce of the United States, which visits these seas, is, perhaps, more than has been estimated by individuals, or our government been made acquainted with.”

“To our whale fishery on the coast of Japan they are indispensably necessary: hither those employed in this business repair in the months of April and May, to recruit their crews, refresh and adjust their ships; they then proceed to Japan, and return in the months of October and November.”

“The importance of the Sandwich Islands to the commerce of the United States, which visits these seas, is, perhaps, more than has been estimated by individuals, or our government been made acquainted with.”

“To our whale fishery on the coast of Japan they are indispensably necessary: hither those employed in this business repair in the months of April and May, to recruit their crews, refresh and adjust their ships; they then proceed to Japan, and return in the months of October and November.”    (John Coffin Jones Jr, US Consulate, Sandwich Islands, October 30th, 1829)

© 2022 Ho‘okuleana LLC

Filed Under: Sailing, Shipping & Shipwrecks, Economy, Ali'i / Chiefs / Governance, Missionaries / Churches / Religious Buildings, Hawaiian Traditions Tagged With: Hawaii, Whaling, Missionaries, Ai Noa, Ai Kapu, Panic of 1819

April 12, 2022 by Peter T Young Leave a Comment

Grand Old Man of the Pacific

“The grand old man of the Pacific,” “the dean of American shipping,” and “self-made shipping magnate” are a few of the phrases often used in reference to Captain Robert Dollar.  (Museum of History and Industry)

Robert Dollar was born at Falkirk in Scotland in 1844. At the age of 13, in 1857, he emigrated to Canada with his family and soon began working in a lumber camp as a cook’s helper.

Dollar used his time at the lumber camp to learn French and to learn how to keep the camp’s accounts. By the age of 22 he was placed in charge of the lumber camp, and in 1872 he was able to purchase his own lumber camp.

 Though his first venture was a failure, Dollar persevered and achieved great success in the lumber business, first in Canada, then in Michigan, and finally in northern California. There, in 1888 at San Rafael, Robert Dollar settled with his wife Margaret Proudfoot, whom he had married in 1874.

From his base in San Rafael, Dollar began buying lumber tracts and camps up the coast to Oregon and as far north as British Columbia. In 1895 Dollar purchased a steam schooner to transport his lumber down the Pacific coast to San Francisco. And so began his second career as a shipping magnate. (Takao Club)

But 1888 had actually been the momentous year for Robert Dollar, Scottish emigrant and owner-operator of a redwood lumber mill at Usual in northern California. Disturbed with the exorbitant tariffs charged by marine carrier that transported his forest yield, this shrewd lumberman decided that the answer lay in owning his own vessel.

Fitting action to thought, Dollar purchased the 218 gross ton steam schooner Newsboy April 19. 1895. The Newsboy paid for itself in less than one year, appealing to the Scotch in a man who was to become one of America’s “Fifty Greatest Business Men.”

“If one tupenny could be so profitable,” he reflected, “why not buy more vessels?” Dollar again dovetailed idea with deed, to start what became the famous Dollar Steamship Lines.

Launching of the Grace Dollar, on May 7, 1898, marked Robert Dollar’s entry into the world of trans-Pacific ships and one year later the canny businessman followed the Grace with the 199 foot Robert Dollar.

Ship followed ship, vessels of wood then steel, each larger and more modern than their predecessors. Within a decade Captain Dollar had the nucleous or a substantial fleet of ocean going sailing vessels and steamers, most carrying family names and all operating under the Robert Dollar Company’s house flag. (Saga, Scott)

At its height in the 1920s, the Dollar Steamship Company was the largest and most successful United States shipping firm, and its signature white dollar sign mounted on red-banded stacks was known around the world.

In the early 1920s, Dollar began a successful strategy of buying shares in his competitors in order to achieve controlling interests. His influence and accomplishments continued to grow.

In 1920 he established a round-the-world cargo service, and in 1924 he established the first round-the-world passenger service to publish scheduled departure and arrival times. (Peaceful Sea)

 In 1925 the Dollar Steamship Company took over its chief competitor, Pacific Mail, which gave it a near-monopolistic share of U.S. Pacific coast shipping.

The late 1920s would turn out to be the peak of Dollar’s shipping fortunes. The Merchant Marine Act of 1928 established generous subsidies for carrying mail. The Act, however, had strict performance requirements and Dollar would need new ships.

The company began an ambitious plan of building six luxurious ocean liners. Before the first ships rolled off the line, the onset of the Great Depression sent the global economy into chaos. Only two of the ships would be completed, the President Hoover and the President Coolidge, which famously set out on their respective maiden voyages at less than half capacity.  (Peaceful Sea)

The Wall Street Crash of 1929 affected the Dollar Steamship Line (renamed that same year), and though the ships were luxurious and state-of-the-art rivaling the best hotels of the era, the ships only carried half their capacity.

On May 16, 1932, Robert Dollar died at the age of 88, and though his son Robert Stanley Dollar took over their shipping business, the company began a steady decline. (Calisphere)

The US Maritime Commission’s mounted pressure on the Dollar Steamship Lines to turn over controlling stock in the company to the Commission upon threat of enforced bankruptcy.

The Maritime Commission accused the old captain’s heirs of using the holding companies to set up a “milking system” to pay themselves fat salaries while the line was drained of its assets. In addition, the line owed the Government $7,500,000, and $2,000,000 to other creditors. Its net current liabilities exceeded assets in 1938 by $46,367.

With the rocks of bankruptcy dead ahead, Stanley Dollar turned 93% of the voting common stock over to the Maritime Commission and bowed out. No cash consideration was involved, but in return, Dollar was absolved of personal liability for the line’s debts.

The Government changed the company’s name to American President Lines, Ltd., ran the line as a US-supervised private corporation, and pulled it off the rocks within a year.

After pouring in $4,500,000 to slick up the ships, the Government cashed in on the wartime shipping boom. By 1943 the line was able to pay off both the new financing and the $7,500,000 Dollar Line debt, most of it, says American President, out of earnings.

By war’s end the Maritime Commission had done so well that buyers became interested. In 1945 a syndicate headed by Charles U Bay, now Ambassador to Norway, bid the flattering sum of $8,600,000. But Stanley Dollar, who had been enviously watching the line’s balance sheets throughout the war, had different ideas.

Even though the Government’s profitable operation was paying $5 a share on the preferred stock, the majority of which is held by the Dollar family ($1,369,720 has been paid out, in all, under Government operation), that was not enough.

Dollar filed suit and stopped the sale. His claim: the Maritime Commission did not own the line. Dollar said that when he transferred the controlling stock to the Maritime Commission in 1938, he did not transfer title.

He had merely posted the stock as collateral for the debt that had now been paid off. Thus, APL belonged to him, Dollar argued, and the Government should hand it back.

The commission countered that Dollar had described himself in writing as “former owner” of the line and, in fact, had written off the stock as a capital loss on his income-tax return.

The commission won the first round in federal district court in Washington, which ruled that Dollar had sold his company.

So the commission confidently continued to build up the line, acquired virtually a new fleet of ships, including two 23,515-ton passenger liners, the President Cleveland and President Wilson.

Under President George Killion, onetime chain-store executive and former treasurer of the Democratic Party, the line’s operations were streamlined and costs cut. 1949’s profit after taxes: $2,517,989.

But in July 1950 the commission got another rude shock; the circuit court of appeals upheld Dollar.  Later, the US Supreme Court refused to hear the case, thus, in effect, ruling that the line should be handed back to Dollar.  (Time)

Dollar settled with the commission. Rather than the Dollar family taking back the company, it was sold to a group of investors led by Ralph K. Davies for $18.3 million.

© 2022 Hoʻokuleana LLC

Filed Under: Prominent People, Sailing, Shipping & Shipwrecks, Economy Tagged With: Robert Dollar, Dollar Steamship, President Lines

February 26, 2022 by Peter T Young Leave a Comment

Trouble On The Waterfront (HHR Revival)

Shortly before nine o’ clock on the morning of Thursday, November 10, 1853, knots of weather beaten men hurried along the streets and alleys of Honolulu’ waterfront.

They were masters of whalers and merchantmen riding out in the harbor. Their destination: the new court house on Queen Street. Their purpose: to set pay scales for sailors and dock workers.

Inside the court house Captain Israel West took the chair, and the discussion began. The skippers hammered out a resolution:

Whereas, in the opinion of the ship masters at this port a uniform price to be paid f or wages of laborers by ship masters in this harbor, and of lays and wages from this port, would be of equal advantage to laborers, owners, and shipmasters. …

Therefore, merchants and shipmasters should establish:
(1) a standard wage of $1 .50 found, and $2 .25 for those keeping themselves, for a day’s labor of ten hours;
(2) a standard rate of $12.00 a month for sailors shipping for monthly wages, either on a short season’s cruising or on a return home passage;
(3) a limit of $25.00 for any and all advances to seamen, and
(4) a rule that shipmasters not pay crews for discharging vessels in Honolulu.

This was the captains’ answer to seamen and Hawaiian laborers, who were pressing for more pay. On the night of Saturday the twelfth the seamen held their meeting.

The result was that on Monday morning they were “… early in commotion about the wharves …” – striking.

The strikers boarded one or two vessels where men continued to work and drove them from their jobs.

In the afternoon more than 1,000 sailors paraded the streets with fife and drum. Many native laborers joined them, but by Wednesday most of these had agreed to work f or the $1.50 offered.

Some of the seamen tried to stop them, but they could not get solid backing from their shipmates.

This doomed the strike.

Honolulu police were ab le to protect the workers. Most of the strikers held out, and seemed likely to do so until they had spent all their money – a short process, in the US Commissioner’s view He predicted that “… the grog shops and the native women will soon empty their pockets.”

And such, apparently, proved to be the case.

But the strike may not have been fruitless. At the end of the month sailors’ wages in merchant vessels were $25.00 monthly, and laborers’ hire ran from $2.00 to $3.00 a day.

Gains came hard in the Honolulu of 1853, however.

The great smallpox epidemic stagnated retail business. Sailors were in plentiful supply. And organized labor was a thing of the future.

The above is all from Richard Greer’s article on the 1853 strike at Honolulu Harbor for more pay to sailors (Trouble on the Waterfront) in the April 1963 Hawaiian Historical Review.

This is only a summary; click the following link to get to Greer’s initial article:
https://imagesofoldhawaii.com/wp-content/uploads/Trouble-on-the-Waterfront-HHR-Revival-Greer.pdf

© 2022 Hoʻokuleana LLC

Filed Under: Economy, Sailing, Shipping & Shipwrecks Tagged With: 1853 Sailors' Strike, Hawaii, Honolulu Harbor

February 24, 2022 by Peter T Young 1 Comment

Māla Wharf

“(T)he citizens of Maui in particular, and of the Territory or Hawaiʻi in general, as well as many strangers who, in the past, have visited Maui, up to the present time have been required to submit to the most unsatisfactory, antiquated, and often dangerous methods of landing”.

“After years of patient and persistent effort on the part of the citizens of this Island there has been constructed and brought to completion at Māla , one of the most modern and up to date wharves”. (Maui Chamber Resolution 1922)

Māla Pier, dedicated in 1922, planned to eliminate the inconvenience of light freighters to load/unload steamers anchored in Lāhainā Roadstead.

The Maui Chamber of Commerce went on record as strongly opposed to the use at Māla Wharf of small boats from and to the steamers Mauna Kea and Kilauea.

Nearby was the Baldwin Packers pineapple cannery, it was hoped that this new pier would facilitate transporting the pineapple.

Likewise, sugar from the upslope Pioneer Mill was expected to be run out the wharf to be loaded directly onto large ocean voyaging cargo vessels.

Building the massive wharf in those days was no minor undertaking and the army corps of engineers developed the design and erected the wharf.

It was noted at the time that Hawaiians familiar with the local tides, coastline and ocean activity recommended against its construction in that location.

The ill-fated structure was built anyway and on the very first attempt to pull a cargo ship alongside the wharf for loading the vessel crashed into Māla Wharf causing serious damage to the structure.

It was soon discovered that the ocean currents at Māla Wharf were too treacherous for the ships to navigate safely.

Strong currents and heavy surf damaged many others when they tried to tie-up there. (Reportedly, only a handful of steamers ever landed there successfully.)

Produce had to be taken by barge to awaiting ships. By 1932, the roads had been improved enough to transport the fruit by truck to Kahului Harbor.

The State closed the wharf in the 1950s. Several subsequent plans have been discussed to the pier and adjoining lands.

In 1971, proposals by the Xanadu Corp to construct a restaurant, museum, shops, offices, park, parking lot and small marina at the site were announced. (Lahaina Sun)

Initial plans called for a 193-space parking lot situated at the Kaʻānapali side of the foot of the pier. A park was planned between the parking lot and the shoreline which would block the parking area from sight while on the pier. (Lahaina Sun)

Four buildings, housing 18 shops and 10 offices would be staggered on alternate sides of the pier. Park and fishing areas would be located between the buildings. Some of the shops would be cantilevered over the water. (Lahaina Sun)

The bulk of the four buildings would be one story, with two sections of each building rising another story. Near the end of the pier, a bait and tackle shop is planned. Plans also call for construction of a one-story Hawaiiana Museum. (Lahaina Sun)

At the pier’s end would be a two-story restaurant which could seat 200. Behind the restaurant would be an art gallery. Plans also include a 40-ship marina. The marina would be situated close to shore and would require dredging operations. (Lahaina Sun)

In 2012, principals of Harbor Quest LLC discussed plans for another boat harbor at Māla.

Their testimony before the council described the details: “A channel approximately 650 feet long and 125 (feet) in width would be constructed through what is now Māla Wharf access road. The channel would transect Front Street, opening into a harbor basin with a surface area approximately three times the size of Lahaina Small Board Harbor.” (Lahaina News)

The vision is for a mixed-use, inland harbor village situated on 24-plus acres of land on the south side of Kahoma Stream between the ocean and Honoapiilani Highway. (Lahaina News)

The proposed plans for the private venture are still on the drawing board but include 143 fifty-foot slips, three anchor restaurants, 160 retail establishments, 16 residential condominiums, haul-out facility and a four-story parking garage. (Lahaina News)

Nearby, Kahoma Village, an affordable workforce housing project was recently constructed. However, the Hawaii State Supreme Court upheld a decision by a lower court invalidating a permit for Kahoma Village.

The Supreme Court agreed with the Hawaii Intermediate Court of Appeals that the Maui Planning Commission should have allowed a group of neighboring residents to intervene on Kahoma Village, a 203-unit, $60 million fast-track affordable housing project that was approved in 2014.

© 2022 Hoʻokuleana LLC

Filed Under: Economy, Place Names, Sailing, Shipping & Shipwrecks Tagged With: Maui, Lahaina, Pioneer Mill, Baldwin Packers, Lahaina Roads, Mala Wharf, Lahaina Roadstead, Hawaii

  • « Previous Page
  • 1
  • …
  • 20
  • 21
  • 22
  • 23
  • 24
  • …
  • 53
  • Next Page »

Images of Old Hawaiʻi

People, places, and events in Hawaiʻi’s past come alive through text and media in “Images of Old Hawaiʻi.” These posts are informal historic summaries presented for personal, non-commercial, and educational purposes.

Info@Hookuleana.com

Connect with Us

  • Email
  • Facebook
  • LinkedIn
  • Twitter
  • YouTube

Recent Posts

  • Anthony Lee Ahlo
  • Women Warriors
  • Rainbow Plan
  • “Pele’s Grandson”
  • Bahá’í
  • Carriage to Horseless Carriage
  • Fire

Categories

  • General
  • Ali'i / Chiefs / Governance
  • Buildings
  • Missionaries / Churches / Religious Buildings
  • Hawaiian Traditions
  • Military
  • Place Names
  • Prominent People
  • Schools
  • Sailing, Shipping & Shipwrecks
  • Economy
  • Voyage of the Thaddeus
  • Mayflower Summaries
  • American Revolution

Tags

Albatross Al Capone Ane Keohokalole Archibald Campbell Bernice Pauahi Bishop Charles Reed Bishop Downtown Honolulu Eruption Founder's Day George Patton Great Wall of Kuakini Green Sea Turtle Hawaii Hawaii Island Hermes Hilo Holoikauaua Honolulu Isaac Davis James Robinson Kamae Kamaeokalani Kamanawa Kameeiamoku Kamehameha Schools Lalani Village Lava Flow Lelia Byrd Liliuokalani Mao Math Mauna Loa Midway Monk Seal Northwestern Hawaiian Islands Oahu Papahanaumokuakea Marine National Monument Pearl Pualani Mossman Queen Liliuokalani Thomas Jaggar Volcano Waikiki Wake Wisdom

Hoʻokuleana LLC

Hoʻokuleana LLC is a Planning and Consulting firm assisting property owners with Land Use Planning efforts, including Environmental Review, Entitlement Process, Permitting, Community Outreach, etc. We are uniquely positioned to assist you in a variety of needs.

Info@Hookuleana.com

Copyright © 2012-2024 Peter T Young, Hoʻokuleana LLC

 

Loading Comments...