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June 22, 2018 by Peter T Young Leave a Comment

First American Ship to Circumnavigate the Earth

“Followers of the sea more than the people of any other place in America before the Revolution, the men of Boston could not but return, in the general restoring of normal conditions, to their interest in maritime affairs. How could it be otherwise?”

“At their very feet lay the inviting bay, with its best of harbors, safe from the sea, of which it is less an arm than a shoulder. At their very doors lay all the materials for ship building. (The) Constitution, finished in 1797, was a home made vessel”.

“With the coming of peace (following the Revolutionary War) it might have been expected that the doors of commerce would be thrown immediately open. Yet it would have been hardly human for the mother country to smooth any paths for the child that had cast off all parental authority.”

“The British West India trade was of course subject to English legislation. It was not long before the merchants of Boston, as of all our ports, found themselves forbidden to bring their fish to the islands or to carry the island products to England.”

“These products, if brought first to New England, could not even be carried to England in British ships. This prohibition was followed in 1784 by that of exporting anything from the West Indies to the United States except in British vessels.”

“Here the citizens of Boston asserted themselves, and entered as of old into agreement to buy none of the wares so imported.”

“The Massachusetts legislature passed measures of retaliation; and the national laws of navigation and commerce reflected for some years the British policy of restriction.”

“If success is determined by obstacles, the commercial enterprise of Boston could not have had a more favorable beginning. Not content with the difficulties nearest home, the merchants of America, in the earliest days of peace, began turning their eyes to the distant trade of China.”

“To New York belongs the credit of sending out the first vessel in this trade, the Empress of the Seas, which set sail for Canton in February of 1784, and was back in New York in May of the next year.”

“Her supercargo was a Boston youth of twenty, Samuel Shaw by name, whose service on General Knox’s staff in the Revolution had already won him the rank of major.”

“In his journal of the outward voyage he tells of landing at St. Jago, an island of the Cape de Verde group. The officer of the port was a Portuguese.”

“‘On telling him,’ says Shaw, ‘by the interpreter, a negro, that we were Americans, he discovered great satisfaction, and exclaimed, with an air of pleasure and surprise, “Bostonian! Bostonian!”’”

“With this – and the Boston supercargo – to remember, the New England town may comfortably orient herself with the first of the Chinese traders.”

“It was not long, however, before the town could claim as her own a commercial venture of the first importance and magnitude. The journals of Captain Cook, the navigator, were published in 1784. Through them the great possibilities of the fur trade on the northwest coast of America were made known.”

“Five Boston merchants, including the Bulfinch whose architecture still dominates the local landscape, and one merchant of New York, joined themselves to enter this new field.”

“The vessels they secured for the expedition were two: the Columbia, a full rigged ship of two hundred and twelve tons, eighty-three feet in length; and the Washington, a sloop of ninety tons.”

“Let those who dread six days of the Atlantic on liners of fifteen thousand tons’ burden stop a moment and picture these cockleshells – as they must appear to-day – and the spirit of the men who embarked in them for the North Pacific, and – in the Columbia – for the complete circling of the globe.”

“Before they set sail, September 30, 1787, they provided themselves plentifully with silver, bronze, and pewter medals commemorating the expedition, and with useful tools and useless trinkets, jews’-harps, snuff-boxes, and the like. Rounding the Horn, and sailing northward, it was the little Washington which first reached the northwest coast.”

“While waiting for the Columbia, the sloop’s crew had an encounter with natives who gave them good reason to call their anchorage ‘Murderers’ Harbor.’”

“Then the Columbia came, with scurvy on board. But the cargo of furs was secured, and, in pursuance of the owners’ plan, was carried to Canton for sale.”

“Stopping on the way at Hawaii, Captain Gray took on board the Columbia a young chief, Attoo, promising to send him back from Boston as soon as might be.”

“From China the ship, loaded with teas, sailed for home by way of the Cape of Good Hope. In August of 1790 she dropped anchor in Boston harbor, the first American vessel to circumnavigate the earth.” (Howe; The Atlantic Monthly, 1903)

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George Davidson sketch, "Columbia in a Squall"
George Davidson sketch, “Columbia in a Squall”
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Filed Under: Economy, General, Sailing, Shipping & Shipwrecks Tagged With: Boston, Boston Traders, Columbia, Hawaii

June 13, 2018 by Peter T Young Leave a Comment

Beachcombers

“Who have burst all bonds of habit,
And have wandered far away,
On from island unto island,
At the gateways of the day.” (Chambers, 1881)

This is not a story about a happy couple strolling hand in hand, picking up shells along the sandy coast; the young enthusiast brandishing his newly purchased metal detector; nor the amateur artisan, bending and stooping for each hard-to-come-by scrap of sea glass which might one day become a one of a kind piece of jewelry. (Ruger)

While it is about ‘beachcomers,’ these were typically a motley crew of castaways, deserters, traders and escaped convicts. (Castaways may be defined as simply involuntary beachcombers: for the most part the victims of shipwreck, but including persons marooned by their captains or kidnapped by the islanders. (Maude))

The Oxford English Dictionary calls the beachcomber a resident “on the islands of the Pacific, living by pearl-fishing, etc., and often by less reputable means”.

“In the more precise terminology of the anthropologist he is a regional variety of the world-wide class of individuals called by Hallowell ‘transculturites’…

“… persons who, throughout history, ‘are temporarily or permanently detached from one group, enter the web of social relations that constitute another society, and come under the influence of its customs, ideas and values to a greater or lesser degree’.” (Maude)

“Beachcomber is a word of American coinage. Primarily, it is applied to a long wave rolling in from the ocean, and from this it has come to be applied to those whose occupation it is to pick up, as pirates or wreckers, whatever these long waves wash in to them.”

“Nothing comes amiss to the so-called beachcomber; he is outside of civilization – is indeed a waif and stray not only on the ocean of life, but on the broad South Pacific, and he is certainly not above picking up those chance crumbs of the world around him which may be washed within the circle of his operations.”

“If the average British colonist and capitalist has not since his boyhood’s days, when he may have dipped into Cook’s Voyages, given a thought to the islands of the great South Sea, other white men have; and these pioneers of the Pacific are chiefly of their own stock – English or American.” (Chambers, 1881)

“In the majority of cases, the beachcomber has been a seafaring man, who has become weary of a life of hard work, with but scant remuneration, on board of Whalers or trading craft; and having landed from his vessel on one of the Pacific islands, and becoming domesticated among the natives”.

“The beachcomber is therefore stalwart, smart, and lively; and some of them can lift a kedge-anchor and carry two hundred cocoanuts or more upon their shoulders.”

“As a rule, they can climb trees like apes, and dive for fish to feed their families. They rarely, or never, wear shoes, but go barefooted at all times on beaches of sharp gravel and reefs of prickliest coral.”

“Beachcombers generally marry native women and as a rule have large families. Their sons are often like bronze statues; and their daughters are models of beauty and strength.”

“While it is true that their intellect is of a low order, and that they know little or nothing of ordinary morality, as we understand it, it yet must be borne in mind that the race of half-castes thus produced is likely to form a prominent factor in the future civilisation of Polynesia.” (Chambers, 1881)

“What really differentiated the beachcombers from other immigrants was the fact that they were essentially integrated into, and dependent for their livelihood on, the indigenous communities …”

“… this source of maintenance might occasionally be supplemented by casual employment, with payment usually in kind, as agents and intermediaries for the captains or supercargoes of visiting ships, but to all intents and purposes they had voluntarily or perforce contracted out of the European monetary economy.” (Maude)

“Historically beachcombing is as old as European contact itself, for the first beachcombers came from Magellan’s own Trinidad, deserting at one of the northern Marianas.”

“(N)ot more than a handful of Europeans settled in the islands, either voluntarily or as castaways, in all the two and a half centuries of the age of discovery, which may be said to have lasted roughly to the founding of New South Wales.”

“The basic pre-requisite for a beachcombing boom – commercial shipping – was in fact absent … while discipline on the exploring ships was in general too strict to permit successful desertion, and stops were usually too short for plans to be perfected.”

“Desertion was attempted, of course; even Cook, on his last voyage, had difficulty in recovering a midshipman and two others who deserted at Raiatea, and he recorded that they were ’not the only persons in the ships who wished to end their days at these favourite islands’.” (Maude)

“(I)t was the north-west fur trade between America and China, stemming direct from Cook’s last voyage and having nothing to do with Australia, which brought the first voluntary beachcombers to be landed from commercial shipping.”

“In 1787, or less than ten years after the death of Cook, the Irish ship’s surgeon John Mackey, formerly in the East India Company’s service, was landed in Hawai‘i from the Imperial Eagle, en route to China, at his own request.”

“Within a year he had been joined by three deserters – Ridler, carpenter’s mate of the Columbia; Thomas; and a youth named Samuel Hitchcock …”

“… while by 1790 the Hawaiian beachcombers numbered 10, including John Young, kidnapped at Kealakekua, and Isaac Davis, spared at the cutting off of the Fair American, both of whom were destined to leave their mark on Hawaiian history.” (Maude)

“In 1791 Captain Joseph Ingraham in the brig Hope, while cruising off Maui, was hailed by a double canoe in which were three white men, besides natives. These men were dressed in malos (loin cloths), being otherwise naked.”

“They were so tanned that they resembled the natives. They told Captain Ingraham that they had deserted Kamehameha, who had maltreated them, after the arrival at Kailua of the boatswain of the Eleanora.”

“These men were I Ridler, James Cox and John Young (an American, not the boatswain of the Eleanora). They begged Ingraham to take them to China with him, which he did in the summer of 1791.” (Cartwright)

“Most of the early Europeans congregated on Hawai‘i itself, around the chief Kamehameha, who was quick to realise their importance to his plan for conquering the other islands; there were at least 11 with him in 1794.”

“A minority, however, settled on O‘ahu, including the American Oliver Holmes, who after the death of Isaac Davis was considered the most influential foreigner in the islands.”

“After the conquest of O‘ahu in 1795 these joined Kamehameha’s entourage and with the development of Honolulu as the main shipping port and Kamehameha’s transfer there in 1804 this became the principal beachcomber centre, though a rival group settled on Kauai round the independent chief Kaumuali‘i, at least until his voluntary submission to Kamehameha in 1810. “

“In 1806 there were estimated to be 94 whites on O‘ahu alone, but by 1810 departures had reduced the total to about 60; these were nearly all beachcombers and included at least seven escaped convicts from New South Wales. Eight years later there were said to be as many as 200 in the whole group of islands.”

“Most of these, however, were mere transients, for hardly a ship called without adding its quota of deserting or discharged seamen, anxious to sample the supposed delights of life on a South Sea island, while there were always plenty of others who had had their fill and were anxious to get away.”

By the 1830s, “the geographical distribution of beachcombing had changed. The beachcomber had ceased to be a factor of political importance in Hawai‘i, Tahiti and Tonga, and civilization with all its attendant restrictions – governmental sanctions, missionary disapproval and consular action – was driving them from earlier centres to the remoter islands”. (Maude)

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beachcombers-GlassingMagazine
beachcombers-GlassingMagazine

Filed Under: Economy, General, Sailing, Shipping & Shipwrecks Tagged With: John Young, Beachcomber, John MacKey, I Ridler, Samuel Hitchcock, James Cox, Hawaii, Isaac Davis

June 6, 2018 by Peter T Young Leave a Comment

Ahukini Landing

By report dated November 25, 1910, Major Eveleth Winslow of the Corps of Engineers provided “a report upon the preliminary examination of the ‘harbors of the island of Kauai, with a view to determining the best location for a port, Hawaii.’”

That report concluded, “it is believed that the present and prospective commercial importance of Kauai is sufficient to justify the United States in developing one good and commodious harbor, if this can be done at a reasonable cost.”

“After a personal inspection of the coast of the island and a careful consideration of all the papers presented by the persons interested in the development of the different harbors, I am convinced that the only ones worthy of more careful study are Nawiliwili, Koloa, and Hanapepe”.

“The improvement of any one of these places will consist merely in providing a harbor for seagoing vessels, and no water power will be created for industrial or commercial purposes.”

Not noted in the final list of prospective landing sites was, apparently, the first deep-water port to be used, and by 1898, the Lihue Plantation Company was using both Ahukini and Hanamaulu for shipping. (KHS)

The Corps report noted “Two landings have been provided in this bay – one on the north shore, formerly known as Hanamaulu, and one on the south shore, formerly known as Ahukini, though sometimes now called Hanamaulu.”

“Both of these landings were formerly in use for handling the sugar grown on their respective sides of the river, but a few years ago a long and high railroad trestle was constructed across the bay, about one-half mile from its mouth, and the sugar from both sides is now handled from the Ahukini landing, on the south side of the bay.”

“Here a warehouse has been constructed on the top of the hill, with mechanical means for handling sugar and carrying it down to a boom located on the end of a wharf and dumping it directly from the boom into the holds of the ships, which are able to come in close enough for this purpose.”

“This bay, however, opens directly onto the northeast trade winds, and the sea inside of the harbor, under ordinary conditions, is too rough to permit vessels to actually lie at a wharf, though they can moor a few feet from it.”

“Within the bay there is a channel extending a few hundred yards above the wharf and having a depth of 5 fathoms over a width of 600 feet, not large enough to handle a large vessel, though ample for smaller vessels.”

“By the use of breakwaters and at no very great expense it is undoubtedly true that a good harbor for interisland traffic could be constructed at this point, but it is believed that the construction of a harbor large enough for ocean liners is not practicable at this point.”

“As regards its location, the harbor is much more favorably situated with regard to the commercial interests of the island than any so far considered, but on account of its small size it is not considered worthy of selection as the best port for development by the United States.” (Congressional Serial Set, House, 62d Congress, 2d Session, 1912)

Nevertheless, Ahukini was chosen by Lihue Plantation, and with the signing of a 50-year lease on July 20,1920 and construction by the Ahukini Railroad Company (formed by Lihue Plantation Company to fulfill this need) supplied the site with a breakwater, concrete reinforced wharf, sugar warehouse, railhead with supporting structures. (KHS)

Lihue Plantation Company originated in 1849 as a partnership between Charles Reed Bishop, Judge William L. Lee, and Henry A. Pierce of Boston. H. Hackfeld & Co. served as agents.

The Līhu‘e Plantation became the most modern plantation at that time in all Hawai‘i. It featured a steam-powered mill built in 1853, the first use of steam power on a Hawaiian sugar plantation, and the ten-mile-long Hanamā‘ulu Ditch built in 1856 by plantation manager William H. Rice, the first large-scale irrigation project for any of the sugar plantations. (Maly)

In 1922, American Factors, Ltd., successor company to H. Hackfeld & Co., acquired control of Lihue Plantation Company with the purchase of stock. (HSPA)

The selection of Nāwiliwili as the harbor of the future on Kauai was preceded by a year’s worth of debate between advocates of Port Allen and Nāwiliwili. By 1924, a total of 1,454 feet of breakwater had been set in place. (Cultural Surveys)

With the construction of Nawiliwili Harbor, the bulk of Kauai’s cargo began moving through Nawiliwili and inter-island service to Ahukini stopped. Port operations at Ahukini closed in 1950. (Soboleski)

State Parks subsequently took over the Ahukini Landing and it now serves as a State Recreational Pier. Seaward of the pier is a Fisheries Management Area; fishing regulations around the pier allow recreational fishing; swimming at and around the pier is prohibited.

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InterIsland_steamer_docked_at_Ahukini_Landing_Kauai_Hawaii_USC
InterIsland_steamer_docked_at_Ahukini_Landing_Kauai_Hawaii_USC
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Ahukini State Recreational Pier
Ahukini State Recreational Pier

Filed Under: Sailing, Shipping & Shipwrecks, Economy, General Tagged With: Hawaii, Kauai, Nawiliwili, Lihue Plantation, Ahukini

June 4, 2018 by Peter T Young Leave a Comment

James Hunnewell

“James Hunnewell was early associated with the commercial interests of these islands, and his long and useful life was marked by such constant goodwill to my kingdom, That I shall always cherish his memory with sincere regard.”

“Although he was only removed in the fulness of time, I deeply sympathize with you in the loss of such a parent, but I congratulate you in the inheritance of such an honored name.” (King Kamehameha IV to Hunnewell’s son)

His Early Life

“A distinctly adventurous Boston group with which the Frothinghams intermarried was the Hunnewell family. Like the Frothinghams, the Hunnewells had much to do with Charlestown. … ‘Hunnewell’s Point’ on the western shore of the Kennebec River, not far south of Bath, Maine, was named. This ‘Point’ was the site of Lieutenant Richard Hunnewell’s garrison at the time of Benjamin Church’s expeditions against the Indians.” (Crawford)

“James Hunnewell was the youngest but one of the seven children of William and Sarah, and he it is who justifies our description of the Hunnewells as ‘adventurous.’ Before his time none of the family had been interested in a seafaring life, but he studied navigation with the distinct intention of journeying to distant countries”. (Crawford)

“As a boy, he was bright and active, of slight figure; at the age of fifteen years, when he first went to sea, weighing but ninety pounds. He was offered attractive situations in stores, but his decided predilection was for the sea.”

“His purpose to go to sea, however, was not prompted by a desire to be free from the parental restraints and the influences of home. He was not a wild, reckless youth, of a roving disposition. On the contrary, his affection for home and kindred was singularly strong.” (Seamen’s Friend)

Going to Sea

‘In early life, although none of my relatives, on either my father’s or mother’s side, had ever been to sea, I had a strong desire for a seafaring life, and, more than any other way, enjoyed being on board boats and vessels.’ (Hunnewell)

“In October, 1816, he started on his first voyage to the Pacific. On that voyage he visited California and the Sandwich Islands, and was absent from home two years.”

“(I)t was urged by some of the chiefs that knew me on my previous voyage that I should remain instead of a stranger to trade with them.” (Hunnewell) He traded his boat and cargo for sandalwood, “We were the only traders on shore at Honolulu that had any goods to sell.” There was no currency at the time, so they generally traded for sandalwood. (Hunnewell, The Friend)

Hawai‘i Business Interests – the Foundation for the Formation of C Brewer

“During his first residence at the Islands, he had formed the determination to establish there an independent commercial house”. (Seamen’s Friend)

The company Hunnewell formed in the Island’s had a lasting legacy. The following are the various names which the firm was known: James Hunnewell, Hunnewell & Peirce, Peirce & Hinckley, Peirce & Brewer, C Brewer & Co, SH Williams & Co, C Brewer 2d, C Brewer & Co Ltd. (The Friend, January 1, 1867)

It eventually became C Brewer & Co., Ltd., incorporated on Feb. 7, 1883. The company grew, as did a handful of others. They became known as the Big 5: Amfac – starting as Hackfeld & Company (1849;) Alexander & Baldwin (1870;) Theo H. Davies (1845;) Castle & Cooke (1851) and C Brewer (1826.)

Hunnewell and the Hawaiian Islands Mission

“In October (23), 1819, he embarked on his second voyage to the Pacific, in the noted brig Thaddeus, of which he was an officer, and which vessel and her cargo were the first in which he had an interest as owner. This voyage of the brig Thaddeus will be memorable through all coming time …”

“Although he and they did not have the same purpose in visiting those distant islands, yet, it is not strange, he seems to have caught something of their spirit; for from that time until the close of his life, the missionaries and the cause of missions in the islands, found in him a faithful and sympathizing friend, an untiring, efficient and ready helper.” (Seamen’s Friend)

“March 30, 1820 – Let us thank God and take courage. Early this morning the long looked for Owahyee and the cloud capt and snow spt Mauna Keah appear full in view to the joy of the animated multitude on board …”

“… Capt. B. (Blanchard) this afternoon sent off a boat to make inquiries respecting the king &c. Mr. Hunnewell, a mate, Thos. Hopoo, J. Tamoree and others, went nearly to the shore and fell in with 10 or 12 native fishermen in their canoes who readily gave the important information that the aged King Tameamaah is dead – that Reehoreeho his son succeeds him – that the images of his Gods are burned …” (Thaddeus Journal)

“It was Mr. Hunnewell’s privilege to hear from the lips of Hewahewa, the last High Priest of the old idolatrous system, an account of the causes which induced the destruction of idolatry.”

“He says: ‘This Chief told me he knew the wooden gods could not send rain, or cause food to grow, or send fish, or take care of the old men and women, and he knew there was but one great God dwelling in the heaven; and that in this persuasion he cautiously conversed with the King, Kamehameha II., when he found the King was of the same belief with himself.’”

“And, adds Mr. Hunnewell, ‘I had the pleasure of bringing from the shore to the mission the glad tidings that Hawaii’s idols were no more.’” (Seamen’s Friend, October, 1869)

Click HERE for more information on James Hunnewell.

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Captain James Hunnewell-(MissionHouses)
Captain James Hunnewell-(MissionHouses)

Filed Under: Missionaries / Churches / Religious Buildings, Prominent People, Sailing, Shipping & Shipwrecks, Economy, Ali'i / Chiefs / Governance Tagged With: Hawaii, Missionaries, Big 5, Thaddeus, C Brewer, James Hunnewell

May 30, 2018 by Peter T Young Leave a Comment

Early Inter-Island Ferry

All of the following is from a Supplement of the Report of the Minister of Foreign Relations; it is dated as having been given to the Kingdom Legislature in 1856.

“Besides, political reasons, for a mission to foreign parts which may arise, there are others intimately connected with our internal prosperity, for instance …”

“… we may have to contract a foreign loan to carry out the large improvements of the Harbor and Reefs which we have undertaken and we may have to introduce into the King’s waters one or two paddle-wheel Steam-boats or Steam-propellers, on government account.”

“The relative position of our islands to each other and to the prevailing winds, renders inter-island steam navigation an indispensable element of our progress. We cannot otherwise develope our rich internal resources and trade. Upon this subject, the following are the opinions expressed by me, in note No. 58, published in the Friend of 4th September, 1844:”

“As soon as the traffic of the islands in goods and passengers can support the expense, an iron steam-boat — of say 300 tons — with a light draught of water, would be a great improvement. I am not sure, that if well and economically managed, it would not pay, at the present moment.”

“It would do away with two or three small vessels, at present kept for the use of the King and government. The transportation of goods, produce, cattle and passengers, from one island to another, must amount to a very considerable sum in the course of
the year.”

“The certainty and quickness of a steamer would increase the transportation — a visit to the great volcano of Kilauea in Hawaii
— and a tour amongst the islands would become more fashionable than at present …”

“… the prices of produce and labor would become equalized — the knowledge of every local improvement would become extended — and the efficiency of the government would be greatly increased by the more prompt propagation of the laws, and transmission of its orders.”

“Coals could be easily had from New Castle, New South Whales.”

“Vessels from thence, of which we have had five since February, would bring them in ballast, and carry away their value in the salt, sugar, or molasses produced on the islands.”

“In cruising among the islands, a steamer would make many trips as a sailing-vessel, with the trade-wind, which blows here strongly, and the consumption of coal would be further economized by frequent stoppages at the different ports.”

“A steamer, therefore, would not cost so much by the year, as might, at first sight, be apprehended; and I believe the earnings
would exceed the expectations of those who are unaccustomed to the effect of steam-boats and rail-roads in increasing, and even creating traffic.”

“The nearly twelve years that I have resided on the islands, since i emitted these opinions, have only confirmed them in the main. I prefer an iron boat as being proof against the worm, and from its superior cheapness and durability, if the bottom can be kept clean ; and I think that a Propeller would be more handy, and answer better than a Paddle-wheel boat.”

“We might commence with one Propellor of 500 tons, and corresponding horse-power, but it is my belief that the wants of the
islands, windward and leeward, will require two boats of such dimensions and power.”

“The boats ought to be built in perfect adaptation to our seas, harbors, roads and bays. We can only obtain such in the United States or Europe, and by having them built to order, according to clear specifications by some firm of well-established character.”

“Even supposing that we should have to borrow the money to pay for them, the benefit that they will do for the islands, yearly, will far exceed the amount of the interest, and in a few years the boats would pay their own cost.”

“Besides procuring a suitable steamboat, and other things conducive to our prosperity, many other advantages might arise from a foreign mission.”

“It is not my habit to regulate my expenditure, by the amounts appropriated, but to save all that I can. The Legislature may, therefore, rest assured that although they vote the $10,000, it will not be called for unless it can be applied to useful purposes.”

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Akamai_(steamer),_c._1853
Akamai_(steamer),_c._1853
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Edward_T._Perkins-_Honolulu-_1854
View_of_Honolulu_Harbor_and_Punchbowl_Crater._(c._1854)
View_of_Honolulu_Harbor_and_Punchbowl_Crater._(c._1854)

Filed Under: General, Sailing, Shipping & Shipwrecks, Economy Tagged With: Hawaii, Inter-Island Steam Navigation, Inter-Island Ferry

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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.

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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

 

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