Sailing, Shipping & Shipwrecks | Page 26

October 15, 2021 by Peter T Young Leave a Comment

Sinking of the Two Carthaginians

The Wandia was built in Denmark in 1921 as a three-masted schooner. Captain Peterson used her to haul general cargo in the Baltic for some 30 years. She then had a few years of service as a commercial fishing boat in Iceland, and later hauled cargo in Central America.

In 1964, Robert Tucker Thompson (‘Tucker’) flew to Costa Rica to deliver a yacht back to Newport Beach. Sailing up the coast of Central America, there were stories of a Baltic trading schooner that was just ahead.

“Wandia” was anchored in Acapulco; when Tucker arrived, he was interested in the boat and the owner was considering selling. … Several months later, the ship arrived in San Diego and the deal was done. (Tucker’s father worked as a film processor in the movie industry.)

Then the ship needed to go to work. Tucker sent letters and photos to all the film studios. A film of James Michener’s 1959 book “Hawaii” was about to be made by Mirisch. The studio had one ship, but also needed a whaling ship. Tucker and the production entered into a purchase/re-purchase agreement.

Re-rigging took place in San Pedro harbor (LA) in a rushed ‘Hollywood‘ manner – dismantling and building taking place almost simultaneously. The “Wandia” was then named the “Carthaginian” (the name James Michener gave the whaling boat in his novel). (Tucker)

“In addition to changed rigging, the Carthaginian also had the special equipment necessary to a whaling career installed. Such things as the small boats used to harpoon whales …”

“… as well as lookout hoops for sighting their quarry, equipment for removing blubber, and many other items, were added. At the same time, the entire hull was completely checked and repairs or replacements effected.” (McConkey)

The original script eliminated the arrival of the New England missionaries in Hawaii, a key element of the original story, but include Rev. Abner Hale and his wife, Jerusha (Max Von Sydow and Julie Andrews), a missionary couple.

An October 24, 1964 news conference in Honolulu announced the production would be filmed in Hawaii. Filming for the movie began February 22, 1965, about as far from the islands as one can be: 150 miles above the Arctic Circle, off Bodo, Norway. In the spring, filming moved to New England. (McWhorter, Star Advertiser)

On June 9, 1965, filming began on Oahu at an Army facility at Makua. Most of the production crew stayed at the brand-new Ilikai Hotel; the lead actors rented homes on Diamond Head Road and Kahala Avenue.

The Mirisch Corp. brought 168 people from Hollywood to Hawaii for filming and hired 200 local technicians and 700 local residents as extras. Ten locals were cast to portray missionaries, among them Bette Midler, a 1963 Radford High School graduate.

The theme song of “Hawaii” eventually was altered to become the longtime KGMB jingle, “One of the good things about Hawaii … is wonderful … KGMB.”

A combination of wind, rain, sun, sand, dirt and military helicopters buzzing above delayed production an extra month at Makua.

Filming concluded on Oahu on November 10, 1965. (McWhorter, Star Advertiser)

When filming finished and the movie company no longer needed the ship, the re-purchase option was executed. Tucker and family moved aboard and took on crew for a trip around the Islands and to California, with plans for a South Pacific cruise.

While anchored off Lahaina, Larry Windley, director of the Lahaina Restoration Foundation, urged the members to consider purchasing the ship for a museum; by the time the ship reached Hilo, representatives had arrived there with a proposal ready for signing, to take effect when the South Pacific cruise had finished.

“Carthaginian” continued on to the west coast. Then, arrangements were made for the voyage of the “Carthaginian” to the Marquesas, Society Islands and Hawaii. (Tucker)

“The first Carthaginian owned and operated by the restoration foundation as a floating museum since 1966 when it was purchased for $75,000, had been rigged out to represent a three-masted bark, similar to the type that brought the early missionaries to the Hawaiian Islands.”

A few years later, tragedy struck; the Carthaginian “sank in April 1972 after it was caught on a reef in the Lahaina channel while being sailed to Honolulu for an annual dry-dock checkup.” (Star Bulletin, April 9, 1977)

“Efforts to save her were given up when it was discovered that the ship had a 12-foot hole in its hull and a broken keel. … the 51-year-old- ship will be towed out to sea where it will be sunk.” Star Bulletin, April 4, 1972)

“Efforts to find a replacement for the vessel were begun immediately. The search lasted several months and involved a hunt in shipyards around the world until the discovery of what was considered the perfect replacement.”

“The new Carthaginian, a 52-year old cargo ship named the Komet was found in Trollhatten, Sweden and purchased by the foundation for $25,000.” (Star Bulletin, April 9, 1977)

Carthaginian II was a 97-foot steel-hulled sailing boat that was converted into a replica whaling ship and floating museum to replace the popular Carthaginian tourist attraction.

A big point was made that she was exactly the same size as the ‘Thaddeus,’ the brig that brought the first missionaries to Hawaii from Boston. Visitors were invited to imagine what it must have been like for the missionaries, tossing across the waves for many months crammed inside her.

The boat was built in 1920 in Kiel, Germany at the Friedrich Krupp Germaniawerft shipyard and was once run as a two-master. Later the boat was converted to diesel power and in the Baltic Sea used as a freighter for cement.

She was renamed Carthaginian II and restored over several years. Masts made of spruce, a deck of eucalyptus, and other details for a whaling supply ship of the 19th century were installed.

Upon completion of the renovations, the Carthaginian II served as a floating museum in Lahaina Harbor from 1978 to 2001. (Atlantis Artificial Reef FEA)

But age caught up with her, finally. It was decided that refurbishing the old ship was cost-prohibitive and, anyway, she would probably not survive being towed to Oahu for the repairs. Meanwhile, she was becoming a potential safety hazard sitting in the harbor. (Maui 24/7)

In 2003, the Lahaina Restoration Society asked Atlantis Submarine Maui, a tour company featuring underwater ocean tours, for help in exploring whether she could be used as an artificial reef off the Lahaina coast. The company, which had been offering submarine tours off Lahaina since 1991, agreed. (Maui 24/7)

After permitting, then came the sinking of Carthaginian II … In 2005, the boat was towed half a mile away from the coast and sunk to create an artificial reef, and now stands at a water depth of about 100-feet and also serves as a destination for diving expeditions.

October 11, 2021 by Peter T Young 5 Comments

Old Comers

‘Old Comers’ appears to be a way of referring to those who arrived at Plymouth prior to any given point in time; however, eventually this term came to encompass all who were resident in Plymouth by 1627. (Stratton)

The Pilgrims (although they did not call themselves that) were also referred to as the Saints, First Comers, Old Planters, the Planters, Ancient Brethren or Ancient Men).

Bradford usually called the Mayflower passengers “Old Comers.” (Stratton) In “the 1626 agreement between the London Adventurers and Allerton called him agent for the ‘rest of the Planters there’; however, these planters, the heads of each family then resident in Plymouth, were thereafter more usually called the ‘Purchasers.’ …”

“Though there might have been some looseness in the terms of the ‘Old Comers’ or ‘Old Planters’ in the beginning, ultimately they came to refer those residents in Plymouth by the 1627 Division of the Cattle, and the terms are virtually synonymous with the ‘Purchasers,’ though Old Comers/Planters might encompass all members of the families, and Purchaser only the head.” (Stratton)

Bradford differentiates “Old Planters” and “New-Commers” as those who came before the 1623 ships.

“On the other hand the old planters were affraid that their corne, when it was ripe, should be imparted to the new-commers, whose provissions which they brought with them they feared would fall short before the year wente aboute (as indeed it did).”

“They came to the Gov[erno]r and besought him that as it was before agreed that they should set come for their perticuler, and accordingly they had taken extraordinary pains ther aboute, that they might freely injoye the same, and they would not have a bitte of the victails now come, but waite till harvest for their owne, and let the new-commers injoye what they had brought; they would have none of it, excepte they could purchase any of it of them by bargaine or exchainge.” (Bradford, 323)

First Four Ships

The Plymouth colonists ultimately classified all those who arrived on the first four ships alike. They were the first English settlers who arrived on the first four ships coming to Plymouth, Massachusetts – the Mayflower (November 11, 1620); the Fortune (November 9, 1621); and the Anne and the Little James, (June or July 1623).

Mayflower (November 11, 1620)

When the Mayflower first weighed anchor off Cape Cod on November 11, 1620, of the 102 passengers who had sailed from England one had died, William Butten, apprentice to Samuel Fuller, and one had been born, Oceanus Hopkins, and so there were still 102 as the result of one death and one birth.

While anchored off Cape Cod, four passengers died – Dorothy Bradford, James Chilton, Jasper More and Edward Thompson – and one more was born, Peregrine White. So by the time that the Mayflower arrived at Plymouth Harbor on December 16, 1620, there were 99 “first comers.” From December 21, 1620 through March 1621, William Bradford recorded the deaths of 44 more passengers. After the Mayflower left on its return journey to England on April 5, 1621, five more settlers died, including Governor John Carver and his wife, reducing the number of survivors to 50. (Deetz)

Fortune (November 1621)

In the fall of 1621 the Fortune was the second English ship destined for Plymouth Colony in the New World, one year after the voyage of the Mayflower. It was a much smaller ship, compared to the Mayflower, at 55 tons displacement, and about one-third the tonnage of the Mayflower.

It is believed that the majority of the passengers of the Fortune were gathered together in London by Thomas Weston and others of the London-based Merchant Adventurers; Fortune was to transport new settlers to the colony. It reached Cape Cod on November 9, 1621 and the colony itself in late-November.

Their leader was Robert Cushman who, in 1620, had been the Leiden agent in London for the Mayflower and Speedwell. And although William Bradford stated that there were thirty-five persons on board Fortune, the names of only twenty-eight persons are noted as receiving lots credited to those arriving as noted in the 1623 Division of Land.

Per author Charles Banks, individual records show that sixteen of the passengers can definitely be assigned to London or districts of the city such as Stepney and Southwark. Another three passengers were from Leiden in Holland. Ten more passengers, whose origins cannot be determined, either died early or left the colony as determined by who was listed in the 1627 Division of Cattle.

Eighteen persons are known to have been unmarried, eight married, but emigrating without their families, and as far as can be determined, Mrs. Martha Ford may have been the only woman on the ship. Although it is possible some of the missing seven persons in the passenger count were wives.

The ship was unexpected by those in Plymouth colony and although it brought useful settlers, many of whom were young men, it brought no supplies, further straining the limited food resources of the colony. The ship only stayed in the colony about three weeks, returning to England in December loaded with valuable furs and other goods.

Anne & the Little James (July 1623)

In the spring of 1623 about 90 passengers embarked in two small ships sailing from London to Plymouth Colony for the purpose of providing settlers and other colony support. These were the 140-ton supply ship Anne and the smaller, new 44-ton pinnace Little James which had been outfitted for military service.

They were financed by Thomas Weston’s investment group, the Merchant Adventurers, who also financed Mayflower in 1620 and Fortune in 1621. After a three-month voyage, Anne arrived in Plymouth, on July 10, 1623 and Little James a week or ten days later.

Of the 90-odd passengers, there were about 60 men, women and children total in both ships, many being former English Separatist residents of Leiden, Holland, and with about 30 others being part of an independent emigrant group led by John Oldham. This later group had been promised a separate living situation in Plymouth apart from the main settlement.

After this voyage Anne was to return to its regular cargo shipping work and Little James was to remain in the colony for fishing, cargo and military service. Anne’s master was William Peirce and Little James had two young men in charge – Master John Bridges, master mariner, and a novice captain, Emmanuel Altham, a Merchant Adventurer.

Sixty of them were sponsored by the joint stock company, and therefore were obligated to work for the “common good” of the colony. But thirty others were under no such obligation, having paid their own expenses. They were referred to as “the particulars,” having come “on their particular.” The particulars were not sponsored by the core emigrant group and thus not required to work for the communal good of the Colony.

Bradford commented that of the sixty settlers who came to join the general body of settlers as distinct from those who came on their own particular, some were “very useful persons and became good members to the body; and some were the wives and children of such as were here already. And some were so bad as they were fain to be at charge to send them home again the next year”. (Bradford, p. 127).

Eight wives accompanied their husbands on these two ships, along with twelve children most brought over by their parents of at least two of whom were Patience and Fear Brewster, daughters of William and Mary Brewster, who had arrived on the Mayflower.

There are no separate passenger lists for each ship, as those that sailed in these ships were grouped together in records under Anne when the official land division was made in 1623 with assignment of acreage lots by name.

Click the following link to a general summary about Old Comers:

https://imagesofoldhawaii.com/wp-content/uploads/Old-Comers.pdf

September 30, 2021 by Peter T Young 5 Comments

Brothers Continue The Legacy

For much of the 1800s, sailing ships calling at Honolulu Harbor were serviced using double-hulled canoes or rowboats.

In 1900, three brothers, Jack, Herbert and William, formed Young Brothers and started doing small jobs around the Harbor.

Early in the century, there was only a narrow opening in the reef, so sailing ships anchored outside where they had room to maneuver. They then came ashore in their own boats or used launch services from the harbor.

Jack Young once reminisced about arriving in Honolulu in 1900 with a few cans of fruit, a large trunk and only twenty-five cents in cash – too little to pay to have his trunk brought ashore. So he rustled up a spare rowboat and rowed in his own gear.

In those days, there might be from five to twenty sailing ships off Sand Island. When a ship came in, the anchor line had to be run out to secure the ship; if the ship was coming to the dock, a line had to be carried to the pier.

In the early years of the company, Young Brothers used its first boat, Billy, to service the ships by carrying supplies and sailors to ships at anchor outside the harbor, as well as run lines for anchoring or docking vessels.

They also pulled boats off the reefs, conducted salvage operations and various other harbor-related activities (including harbor tours.)

The company grew over the years into an active interisland freight company.

When original brother Jack’s two sons became old enough, they joined the operation.

Jack Young Jr., joined the company as a regular employee in 1933. He soon captained various boats; in 1936 he became the permanent master of the Mamo (which in 1930 was the first all-steel tugboat in maritime history.)

Jack’s younger brother, Kenny Young, joined Young Brothers in 1946, after a stint in the Navy and graduation from Stanford.

He immediately became superintendent of Young Brothers’ freight department, a position he held until 1952. That same year, Young Brothers merged with Oahu Railway and Land Company (OR&L.)

Jack Jr. resigned from Young Brothers in 1952 (having disagreed with the merger and its resulting changes in management policies.)

However, Jack Jr. continued to broaden his maritime skills, earning a Master Maritime license and becoming a Harbor Pilot for the Territory of Hawai‘i, then Harbor Master for the State. (Jack Jr. passed away in 1994.)

Kenny remained with the company after the merger and served as manager of the land department of OR&L (1952-1961.)

When OR&L merged with Dillingham Corporation, he was manager and vice president at Dillingham until 1968.

He then moved to Kona and started his own real estate company. (Kenny passed away in 2004.)

Jack Young of the original Young Brothers is my grandfather; Jack Young Jr, my uncle; and Kenny Young, my father.

The Young family legacy at Young Brothers continued; for a while, my older brother, David Young, served as a Hawai‘i County Community Advisory Board Member for the Young Brothers Community Gift Giving program.

I am the youngest brother of the youngest brother of the youngest brother of Young Brothers.

Jack Edgar and Will Young 1903

Young_Brothers-first_boat-Billy

Young-Brothers-Captain_Jack_Young_(grandfather)_on_Makaala

Kenny Young

Young_Brothers-Fleet-1915

Young_Brothers_Boathouse-center_structure_with_open_house_for_boats_on_its_left-1910

Young Brothers Launch ‘Sea Scout’ in Honolulu Harbor-Lucas_Tower_in_background-PPWD-9-3-030-1905-400

Young_Brothers_Boathouse-1902

Young Brothers shark hunt

Kapena Jack Young Drawing

May 29, 2020 by Peter T Young 1 Comment

Kewalo Basin

The Island of Oʻahu has three of the State’s nine commercial harbors – Kalaeloa Barbers Point, Kewalo Basin and Honolulu Harbor.

Kalaeloa Barbers Point Harbor, on the leeward, westerly side of the island, is in the vicinity of the growing city of Kapolei, while Kewalo Basin and Honolulu Harbor are located on the leeward, south shore, in the only well-sheltered area available for commercial purposes.

Kewalo Basin harbor was formerly a shallow reef that enclosed a deep section of water that had been used as a canoe landing since pre-Contact times and probably was used since the early historic period as an anchorage.

In 1899, Gorokichi Nakasugi, a Japanese shipbuilder, brought a traditional Japanese sailing vessel (called a sampan) to Hawai‘i, and this led to a unique class of vessels and distinctive maritime culture associated with the rise of the commercial fishing industry in Hawai‘i.

Japanese-trained shipwrights adapted the original sampan design to the rough waters of the Hawaiian Islands. The fishermen used a traditional live bait, pole-and-line method of fishing and unloaded their catches of aku (bonito, skipjack) and ahi (yellow-fin tuna) at Kewalo Basin. (It’s interesting that the Japanese aku boat fishing closely resembles the traditional Hawaiian technique.)

The late nineteenth and early twentieth centuries were a time of intense development of the coasts of Honolulu, Kaka‘ako, and Waikīkī.

In 1919, the Hawai‘i Government appropriated funds to improve the small harbor of Kewalo for the aim of “harbor extension, in that it will be made to serve the fishing and other small craft, to the relief of Honolulu harbor proper”.

A number of land reclamation projects dredged offshore areas to deepen and create boat harbors, and used the dredged material to fill in the former swampy land. Kaka‘ako became a prime spot for large industrial complexes, such as iron works, lumber yards and draying companies.

Since the area chosen for the harbor was adjacent to several lumber yards, such as the Lewers and Cooke yards, the basin was initially made to provide docking for lumber schooners.

Dredging of the Kewalo Channel began in 1924 (the harbor is approximately 55-acres including ocean acreage;) ; but by the time the wharf was completed in 1926, the lumber import business had faded, so the harbor was used mainly by commercial fishermen.

Half of the bulkhead along the mauka side of Kewalo Basin was built in 1928. The remainder of Kewalo Basin’s mauka bulkhead was constructed in 1934.

During the 1920s (before Ala Moana Park,) a channel was dredged through the coral reef to connecting Kewalo Basin to the Ala Wai Boat Harbor, so boats could travel between the two (later, the channel extended to Fort DeRussy.)

Part of the dredge material helped to reclaim swampland on the ʻEwa end of Waikīki (filled in with the dredged coral.)

Later, when it became a very popular swimming beach, the parallel coastal channel was closed to boat traffic.

The sampan aku fleet relocated to Kewalo Basin by 1930, and the McFarlane Tuna Company (later known as Hawaiian Tuna Packers) built a shipyard there in 1929 and a new tuna cannery at the basin in 1933.

Kewalo Basin’s Waikiki bulkhead was constructed in 1951. In 1955, workers placed the dredged material along the makai (seaward) side to form an eight-acre land section protected by a revetment—now the Kewalo Basin Park.

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May 27, 2020 by Peter T Young 1 Comment

Kolo Wharf

In 1907, McNeill & Libby started its first fruit cannery in Sunnyvale, California. It quickly became the largest employer with a predominantly female workforce.

In the early 1900s, it established a pineapple canning subsidiary in Hawaiʻi and began to advertise its canned produce using the ‘Libby’s’ brand name. Unlike the other bigger pineapple producers, Libby did not start in Central Oʻahu, it started in Windward O‘ahu.

Libby’s pineapple covered the southern portion of Kāne’ohe, what is now the Pali Golf Course, Hawaiian Memorial Park and the surrounding area. By 1923, it was evident that pineapple cultivation on the Windward area could not keep up with that in other O‘ahu areas.

Then, Libby began to grow pineapple on land leased from Molokaʻi Ranch; their activities were focused primarily in the Kaluakoʻi section of the island. Lacking facilities and housing, the plantation began building clusters of dwellings (“camps”) around Maunaloa.

By 1927, it started to grow into a small town – as pineapple production grew, so did the town. By the 1930s, more that 12 million cases of pineapple were being produced in Hawaiʻi every year; Libby accounted for 23 percent.

There were two main pineapple growers on Molokai, Libby, situated on the west side at Maunaloa and California Packing Corporation (later known as Del Monte) in Kualapuʻu in the central part of Molokaʻi.

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

In 1900, three brothers, William, Herbert and Jack, got into business along Honolulu’s waterfront. What started out working small, odd jobs running lines, delivering supplies and providing harbor tours ended up to be a company that has played an important role in the maritime community of the State.

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 Molokaʻi, 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)

Libby constructed paved roads, a warehouse and worker housing in Maunaloa. In addition, they dredged a harbor and built a wharf at Kolo on the south-west side of the Island (between what is now Hale O Lono and Kaunakakai.)

“A natural channel thru the coral reef was blown and dredged to give a minimal depth of nine feet with two hundred feet width. Spar buoys mark the outer and inner ends of this channel.”

“The wharf is a heavily built wooden structure, having a road constructed for heavy truck traffic between it and the plantation on the summit of Mauna Loa. The only buildings at Kolo are those of the construction camp.” (Dept of Commerce, 1925)

Back then, there was competition in hauling freight. “The Inter-Island Steam Navigation Co, established in 1883, own(ed) and operate(d) a fleet of first-class vessels engaged exclusively in the transportation of passengers and freight between ports on the islands of the Hawaiian group.” (Annual Report of the Governor, 1939)

Regular sailings of passenger vessels are maintained from Honolulu four times weekly to ports on the island of Hawaiʻi, four times weekly to Molokaʻi, twice weekly to Kauaʻi, three times weekly to Lānaʻi and daily, except Monday and Saturday, to ports on the island of Maui. Included in the fleet are 12 passenger and freight vessels.” (Report of the Governor, 1930)

During the 1920s, 30s, and 40s, Inter-Island Steam Navigation had the SS Haleakalā, Hualālai, Kilauea and Waiʻaleʻale. There were others that carried 12-passengers such as the SS Humuʻula, which was primarily a cattle boat. “(Inter-Island) would run their passenger ships and heave to off Kaunakakai. And it would be passengers and mail which just went (ashore) by boat.” (Jack Young Jr)

But those vessels had deeper drafts than the shallow barges and couldn’t service Kolo; “Kolo was a very shallow draft channel, and it was a privately owned port, owned entirely by Libby McNeil & Libby. They had bigger acreage on the west end. That was a shorter haul for them. But the bulk of Libby’s pineapples came from Maunaloa which was shipped out of Kolo.” (Jack Young Jr)

To handle the conditions there, Young Brothers had a special tender built, the ‘Kolo.’ “My father had the Kolo built for that. He had the propellers swung into the hull of the launch because of the shallow depth. … The tug had to remain off port.” (Jack Young Jr)

With expanded freight service to Molokaʻi (Kolo and Kaunakakai,) around 1929, Young Brothers initiated a practice of towing two barges with one tug and became known as tandem towing.

The system was pioneered because two barges were needed to serve Molokaʻi – they would drop one barge off at Kolo and then carry on to Kaunakakai; they’d pick up the Kolo barge on the way back to Honolulu.

Then, the 1946 tidal wave struck. “Libby would have to spend $1-million to restore it, and redredge it. And so instead of that they bought a fleet of trucks and hauled their fruit from Maunaloa to Kaunakakai. Everything went out of Kaunakakai, Libbys and (California Packing Corporation (later known as Del Monte.)) So Kolo was abandoned.” (Jack Young Jr)

The end of the pineapple era began in 1972 when Libby sold to Dole Corp and was finalized three years later when Dole closed its Maunaloa facility. The very last pineapple harvest took place in 1986. (West Molokai Association)

Young Brothers continues today. In 1999, Saltchuk Resources, Inc of Seattle, Washington, the parent company of Foss Maritime, acquired Young Brothers and selected assets of Hawaiian Tug & Barge. In 2013, Hawaiian Tug & Barge was rebranded and incorporated into the Foss Maritime fleet, while Young Brothers remains a wholly own subsidiary of Foss.

The youngest of the Young Brothers, “Captain Jack,” is my grandfather; several quotes in this piece include statements from my uncle, also known as Captain Jack.

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