Charles Desky | Images of Old Hawaiʻi

February 21, 2023 by Peter T Young Leave a Comment

The ‘Big House’ at Riverside Park

Within what is now called Hilo Bay is a small bay referred to as ‘Reed’s Bay.’ It is named after William H Reed. Born in 1814 Belfast, Ireland, Reed was a businessman. He created Reed’s Landing, which he used to moor boats carrying lumber for one of his businesses. (Hawaiʻi County)

Reed arrived in the Islands in the 1840s and set up a contracting concern specializing in the construction of wharfs, landings, bridges and roads. Other interests included ranching, trading and retailing. (Clark)

Across Hilo Bay, on January 1, 1856, Reed leased a 26-acre island – originally known as ‘Koloiki’ (‘little crawling,’) – it was once surrounded by the Wailuku River and Waikapu Stream.

Reed cleared a portion of the site and had a cattle pasture; he then purchased the island for $200 on February 18, 1861, and it became known as Reed’s Island. (Warshauer)

Reed married Jane Stobie Shipman on July 8, 1868 (she was a widow, previously married to William Cornelius Shipman, a missionary assigned to Waiʻōhinu in the district of Kaʻū. Shipman died in 1861, leaving Jane with her three children, William Herbert, Oliver Taylor and Margaret Clarissa.)

(Son William Herbert (1854-1943) was an important businessman on the Island of Hawaii; son Oliver Taylor (1857-1942) became a tax assessor and county supervisor, and daughter Margaret Clarissa (1859-1891) married politician Lorrin Thurston who organized the overthrow of the Hawaiian Kingdom.

Jane was born in Scotland. At an early age she came to the US with her parents, lived in Quincy, Illinois, and was educated to be a teacher; and in 1853 was married to Reverend Shipman. (The Friend, December, 1902)

Following his death, Jane moved to Hilo, with her three children and maintained the family by keeping a boarding school until 1868 (when she was married to Reed.) (The Friend, December, 1902)

William Reed died on November 11, 1880 with no children of his own; Jane inherited the Reed land holdings. (In 1881, Reed’s stepson William Herbert Shipman and two partners (Captain J. E. Eldarts and Samuel M Damon) purchased the entire ahupuaʻa of Keaʻau, about 70,000-acres from the King Lunalilo estate.)

“[B]efore Reed’s Island was in demand for residence sites DH Hitchcock grew a crop of pineapples there that was sufficient to supply the demand in Hilo.” (Hawaii Herald, June 29, 1899)

Apparently, upon the death of Reed, the land was under the control of his stepson, WH Shipman, who sold the island to AB Loebenstein. (Warshauer)

The November 6, 1897 Hilo Daily Tribune reported that “Mr CS Desky has purchased Reed’s Island, in the Wailuku River, and the same will be subdivided and sold. It is proposed to construct a fine bridge to span the stream, and lay out streets and otherwise make this pretty spot an ideal one for homes.” For a while the development was renamed Riverside Park.

JR Wilson, owner/operator of the Volcano Stables, who operated a daily stage between Hilo and Volcano, “purchased of Bruce Waring & Co the celebrated lot on the Riverside Park, on the point near the bridge”. (Hilo Daily Tribune, March 11, 1899)

The April 6, 1899 Hawai‘i Herald reported, “The handsome steel bridge over the Wailuku was finished last week.” It goes on to report, “JR Wilson was the first person to drive over the bridge at Riverside Park and the around the Island. In spite of this Mr Pratt felt that it is necessary to test the bridge by running the steam roller over it.”

On April 20, 1899, the Hawaii Herald reported, “The recent improvements made by Bruce Waring & Co upon the Riverside Park property, commonly called Reed’s Island, makes this by far the most attractive residence property in Hilo.”

“The plans for the Wilson residence are to be placed in the hands of local contractors this week … a representative of this paper was permitted to see the plans drawn by a local architect [KL Kerr] and which Mr Wilson took with him to Honolulu for revision, and they show a residence unique and attractive in every way designed especially for the lot, which commands a view extending over the harbor on the east, and the mountains westward.”

“It promises to be the handsomest residence in town at present, and the interior plans show it to be as commodious and convenient as it is handsome.” (Hilo Daily Tribune, May 27, 1899)

Wilson’s was the first house to be built in the new subdivision. They moved into the house in mid-April, 1900. (Hawaii Heald) “The Wilson residence built where it commands a view of all Hilo and the country from the sea to mountain is completed and Mr Wilson and family are enjoying ‘all the comforts of a home.’” (Hawaii Herald, April 19, 1900)

Then, on March 1, 1901, the newspaper reported, “Mr WH Shipman has purchased the Wilson residence at Riverside Park, for $12,000.” (Hilo Daily Tribune, March 1, 1901)

The newspaper further noted, “Mr Shipman had previously been contemplating the erection of a new home on the site of is present dwelling, at Waiakea, but for various reasons has decided to make a home nearer town.” (Hilo Daily Tribune, March 1, 1901)

The ‘Big House,’ as the early Shipmans called it, stands at the lower end of Reed’s Island, a landlocked area within walking distance of downtown Hilo but cut off by the deep gulches of the Wailuku River and the Waikapu Stream. (Thompson)

Around this time, Wilson was formulating and developing the Ho‘olulu Race Track. “Hilo is going to have a race track and base ball grounds. … Mr Wilson selected a site at Waiakea … The track will be almost circular in form”. (Hawaii Herald, March 1, 1900) The baseball field was located inside the race track. (Hilo Daily Tribune, March 17, 1900) That venture was considered a success.

A possible motivation for selling the home after only 1-year was noted in the newspaper, “JR Wilson has disposed of his interests in the Volcano Stables Co and will retire from the management of the corporation on April 1 next. The change on the part of Me Wilson was made solely on account of his health which has not been good since his return from the Coast.” (Hawaii Herald, January 17, 1901)

Several April 1901 notices in the paper noted, “During my absence from the islands WS Wise will act for me under full pwer of attorney.” (Dated April 3, 1901) (Hawaii Herald) In 1902, the paper reported, “JR Wilson formerly of this city, now in Nevada …” (Hilo Tribune, March 7, 1902)

(So, the land that had once been owned by his stepfather and, then, at the stepfather’s death transferred to his mother and WH Shipman sold it in 1897 to Loebenstein and Wilson built a house on the best part of it, returned back to WH Shipman and became his home. The house is still owned by members of the Shipman family.)

April 14, 2020 by Peter T Young 4 Comments

A Short Piece on a Short Cut

It wasn’t the same back then; they didn’t have two cars in the garage and other mobility options. Back then, land travel was only foot traffic, over little more than trails and pathways.

In 1803, the first horses arrived. However, until the mid-1800s, overland travel was predominantly by foot and followed the traditional trails.

By the 1840s, the use of introduced horses, mules and bullocks for transportation was increasing, and many traditional trails were modified by removing the smooth stepping stones that caused the animals to slip.

In 1868, horse-drawn carts operated by the Pioneer Omnibus Line went into operation in Honolulu, beginning the first public transit service in the Hawaiian Islands.

The first gasoline-powered automobile arrived in the Islands in 1900. That year, an electric trolley (tram line) was put into operation in Honolulu, and then in 1902, a tram line was built to connect Waikīkī and downtown Honolulu. The electric trolley replaced the horse/mule-driven tram cars.

“In those days – there were only four automobiles on Oahu in 1901 – you lived downtown because you worked downtown, you couldn’t live in Kaimuki or in Manoa.” (star-bulletin) The tram helped changed that.

In 1899, one of Honolulu’s first subdivisions was laid out – Pacific Heights, just above Honolulu. They built the Pacific Heights Electric Railway to support the housing development.

If you look at the layout and topography of Pacific Heights, due to the slope, as you go up the hill, the road switches back and forth – making the walk a lot longer. You quickly see the challenges those in the middle or upper section have in getting to the bottom.

It is not clear how far the tram traveled up the subdivision; but if you lived near the top and needed to get up/down the hill, you had a long way to go to get there.

The developer must have seen that, too.

Hidden in overgrowth (or in use by neighboring properties,) is a flight of stone steps from the bottom of the subdivision to the middle section of the subdivision (as the road bends back, just above the Water Department facility;) it was in the original subdivision.

Middle and upper homeowners walking up/down the hill could bypass the lower switchbacks and take a bee-line to/from the bottom.

Early mapping of the subdivision notes this short cut down the hill.

While Charles Desky (the developer) is reported to have “pulled several shady land transactions”, he got it right, here – with the stone step short cut. The images show portions of the stone steps in the Pacific Heights short cut.

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February 8, 2020 by Peter T Young Leave a Comment

Cyclomere

The lead line, “Bicycle racing in Honolulu has come to stay,” in the February 8, 1898 issue of the Hawaiian Gazette was more wishful thinking than reality.

Charles Desky opened the track in 1897, and it closed the following year; it was located on the makai side of what we now call Kapiʻolani Boulevard, between Cooke Street and Ward Avenue.

“The Cyclomere track at Honolulu is three laps to the mile, scientifically constructed, and the surface is of decomposed coral, the finish being somewhat similar to merit.”

“Mr. Desky says that the people there are very enthusiastic over cycle racing, and at previous meets held on a poor track and with inferior accommodations for the people the attendance has been immense.” (San Francisco Call, October 14, 1897)

Races were held at night, with illumination from 23 arc lights on poles. A spectator grandstand was 150-feet long by 34-feet wide, 11 tiers of seats and 12 private boxes in front. (Krauss)

“The opening of the new cycle racing track at Honolulu next month has attracted the attention of California riders, and three of the most prominent will leave for there this afternoon on the steamer Moana, accompanied by a trick rider.” (San Francisco Call, October 14, 1897)

“The races at the islands will be conducted under special sanction from the California Associated Cycling Clubs, which was necessary before the racing board would let the men go from here.” (San Francisco Call, October 14, 1897)

“Cyclomere Bicycle Track was opened most auspiciously on Saturday. Although the elements wore an ominous aspect at times, the worst they gave was an occasional sprinkle. Between 800 and 1000 people were in the grand stand in the afternoon, and half as many more in the evening. “

“The circle of arc and incandescent electric lights surrounding the tract, reflected in Cyclomere Lake around which the track is built, made a wonderfully beautiful night scene. (Evening Bulletin, October 25, 1897)

“It had been a hope of mine from the time I started operations in Kewalo that Cyclomere could be kept as a place of resort. There is nothing finer of the kind in any country. The people to a large extent seemed to think the same,” said Charles Desky. (Hawaiian Gazette – April 8, 1898)

Desky initially looked to a hui of five to take a long-term lease on the facility and keep it going. However, a newspaper account in May, 1898 noted there would be no more racing at Cyclomere, so far as the hui of town boys was concerned.

“They are now filling the lake of the Cyclomere Park which comprises about 10 acres and when completed will be laid out in lots, and lies mauka of the Queen street car line. This tract is part of the original Kewalo purchase.”

“Mr. Desky is manager of Bruce Waring & Company, who control the real estate business on the Island. Their offices are located in the Progress block.” (Pacific Commercial, August 13, 1898)

In 1900, the pond that surrounded the racing bicycle track at Cyclomere in the Kewalo area was filled. Desky dumped the banks of the track into the lake, piled more dirt in and set out to sell lots for residences.

Desky saw that as more financially lucrative, particularly since it is became known that the Iron Works was going to that neighborhood.

However, Desky didn’t fare as well with the former Cyclomere site. Facing foreclosure, “Sensational developments have transpired in connection with one of the earliest land operations by Charles Desky in Honolulu.”

After selling 29 lots, it was learned that Desky did not pay the underlying mortgage down from the sale proceeds, saying he needed the money for other purposes. It eventually was cleared up in court.

Selling lots was nothing new for Charles Desky. In 1899 the Pacific Heights road was laid out by Mr. Wall, and sold by Hawaii’s first subdivider, a Mr. Desky. (One historian has called Desky “Hawaii’s first subdivider,” and noted that “Desky pulled several shady land transactions.”)

By 1900, Honolulu had a population of more than 39,000 and was in the midst of a development boom, creating tremendous need for more housing.

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October 3, 2019 by Peter T Young 2 Comments

You Lived Downtown, Because You Worked Downtown

… then came the tram to Pacific Heights.

The earliest residential subdivisions in the Islands appear to have been laid out by the government on the level areas between Thomas Square and Pawaʻa, initially under governmental auspices, during the 1880s.

The area was known as Kulaokahu‘a (“the plain of the boundary”) and commonly referred to as the Plains. Kulaokahu‘a was the comparatively level ground below Makiki Valley (between the mauka fertile valleys and the makai wetlands.) This included areas such as Kaka‘ako, Kewalo, Makiki, Pawa‘a and Mo‘ili‘ili.

In his review of the events of 1880, Thrum reported: “Building lots on the plains sold at auction by the Government the past summer averaged over $500, the lots ranging about 100 feet frontage by 150 feet in depth.”

Two years later he wrote: “The plains to the east of Honolulu proper are being rapidly built up with residences so that the blocks and streets are now well defined as far out as Punahou Street.”

Residential development soon extended in the mauka, ʻEwa and Waikīkī directions. In 1883, “a number of suburban lots adjoining Kapiʻolani Park [were] placed upon the market” and “realized good figures.”

In his retrospect for 1890, Thrum noted that “the government has held two or three sales of lots for building purposes adjacent to the city. Those on the slope of Punchbowl found ready applicants and lively competition. … “

During the same year, the Oʻahu Railway and Land Company sold lots at Pearl City, by their new railroad line.

New subdivisions “between Punchbowl slope and Punahou,” in Kaimuki, and on Pacific Heights appeared in the late 1890s.

In 1899 the Pacific Heights road was laid out by Mr. Wall, and sold by Hawaiʻi’s reported first subdivider, Mr. Charles S. Desky (who reportedly “pulled several shady land transactions.”)

By 1900, Honolulu had a population of more than 39,000 and was in the midst of a development boom, creating tremendous need for more housing. Charles Desky built the Pacific Heights Electric Railway to support the housing development he had created near downtown Honolulu.

It is the first “electric passenger road” in Hawaiʻi; as such it is the forerunner of a system which before many months stretched out from the City center in every direction.

Prior to the development, “That part of the slope toward the city was gentle, with many patches of guava trees, kalu bushes and stands of cactus (panini.) There were no large or tall trees up to the summit until where the kukui nut, ʻōhiʻa and koa trees started along the ridge to the Koʻolau range.”

A record of this enterprise appeared in Thrum’s Annual for 1900, which said Desky and his real estate developments:
“The Kaimuki addition and Pacific Heights tracts are attracting a number of selectors, and desirable residences are in course of construction in both of these sections. … Main roads and streets have also been constructed, and the Pacific Heights enterprise promises Honolulu its first electric road in the course of a few weeks, to be followed by the construction of an elegant hotel, plans of which are completed.”

Additional information about the building of the electric railway came in the Hawaiian Gazette of November 13, 1900:
“The installation of the Pacific Heights electric railway during the past week deserves more than passing notice. It marks the opening of a new era for Honolulu in more ways than one.”

“During the summer months, in the States, the electric cars that radiate from the cities into the country and to the seaside are crowded far into the night with thousands people who ride for the sheer luxury of getting out into fresh air; and as the price Is uniformly five cents for any distance, It brings within reach of the poorest a degree of comfort healthful exercise unknown before the advent of the electric car.”

“The new railway not only provides this feature, with a beautiful view thrown In. but It for the first time makes easily and quickly accessible the foothills back of the city, which are unquestionably among the most healthful of all residence locations.”

Advertisements in ‘The Friend;’ “PACIFIC HEIGHTS. Offers greater attractions and inducements as a site for choice residences than any other portion of Honolulu. The Pacific Heights Electric Railway Line affords easy access to all lots; and water and electric lights are supplied from independent systems at reasonable rates. To parties intending to purchase and improve, especially favorable terms will be given. For further particulars apply to Chas. S. Desky, Progress Block.”

“Mr. Desky is to be congratulated upon the successful inauguration of a large enterprise for one man to undertake to handle. The community should show their appreciation of his pluck by liberally patronizing the road, at the same time they will be getting more than they pay for.” (Hawaiian Gazette)

“In those days – there were only four automobiles on Oahu in 1901 – you lived downtown because you worked downtown, you couldn’t live in Kaimuki or in Manoa.” (star-bulletin)

“Unlike today, when we build a community, we send out a bus to service the people, but in those days they’d put a streetcar out there with nobody there. It was one of those ‘if you build it, they will come’ things.” (star-bulletin)

“The streetcars created neighborhoods. People could suddenly live elsewhere and find a way into town.”

Subdividing soon became a full-time occupation. In January 1898, Theodore F. Lansing and A. V. Gear formed the firm of Gear, Lansing & Co. and before the end of the year had subdivided a 10-acre tract in Makiki and had begun work on a 260-acre subdivision (with an option for another 260) in Kaimuki.

Maps of Honolulu in 1897 show few byways outside the central city. There were just a few little farm roads. Yet in 1900-1901, Mānoa, McCully and Kaimuki are all laid out with grids and it’s definitely because of the streetcars.

By 1904, the streetcars were averaging 18,327 riders a day, 365 days a year.

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Park your auto safely at home use the street car service.

October 7, 2016 by Peter T Young 2 Comments

Villa Franca

By the nineteenth century Italy had been divided into a number of competing states for over a thousand years. The French, Austrians and Spanish had all dominated at different periods.

At the start of the French Revolutionary Wars the Austrians controlled Lombardy and Tuscany, while branches of the Bourbon family ruled in Parma, Modena and Naples. Much of central Italy was ruled by the Pope, forming the Papal States.

After the final defeat of Napoleon the pre-war status quo was almost restored. The Bourbons returned to Naples, the House of Savoy to Piedmont-Sardinia and the Habsburgs to Lombardy. The Papal States were restored.

Italy didn’t settle down under the restored status-quo. A series of revolutions broke out across the country. Some of the fighting was between the French and Austrians (Second Italian War of Independence, also called the Franco-Austrian War.)

“The war which had broken out in Northern Italy (was) brought to a close by the peace of Villa Franca”. (Pacific Commercial Advertiser, November 17, 1859)

Wait, this is not about Villa Franca in Italy … let’s look at Hawai‘i.

The archipelago of the Azores is composed of nine islands, situated in the Atlantic Ocean; the Azores are divided into three districts, subdivided into nineteen “conulhos” (municipalities) with 120 “freguezias” (parishes) – Villa Franca do Lamqo (is one, with 4,000 inhabitants.) (Daily Press, December 25, 1885)

“The last official census of this Kingdom acknowledged here 9,377 Portuguese; but, as the Luso Hawaiiano justly remarked some time ago, that number is far short of the actual truth…”

“… the above figures do not include the last arrival of immigrants 370 In the Dacca nor does It enumerate the number of Portuguese children born in this country, which go into the ‘foreigners, Hawaiian-born,’ nor the children of Portuguese married to Hawaiian or half-white women, which go under the heading of ‘half-castes.’”

“It is therefore no exaggeration to say that the Portuguese colony in these Islands numbers now over 10,500 souls, which makes one-eighth of the total population.”

“Thus they have become quite an important element amongst us, and as very few of them, if any, come from Portugal itself, the majority of them having come from the Azores …” (Daily Press, December 25, 1885)

As the population grew, one developer looked to market a Hilo subdivision to provide a place for them to live.

“Villa Franca is the name of the Waiākea addition to Hilo, thrown open for settlement by CS Desky of Honolulu. It will without doubt become purely a Portuguese villa and Mr Desky anticipating this has named the streets now being constructed, Lisbon, Lusitana and Funchal.” (Evening Bulletin, May 12, 1897)

“(H)e bought some land most unprepossessing in an out-of-the-way part of Hilo and cut it up into 96 lots of about 1/8 of an acre per lot and sold every lot for $100 per lot. That was a selling price of $800 per acre (at) Villa Franca …” (The Friend, October 1916)

It seems his marketing worked, early owners in Villa Franca includes Antonio, Carvalho, da Camara, da Costa, Francisco, de Gouvea, Medina, Rocha, da Silva, Souza, Soares, Santos, Serrao, Liborio, Medeiros …

It appears Desky didn’t name the streets as initially planned; the area is now just mauka of the County and State municipal buildings in Hilo, with Panaʻewa, Mauna Loa and Mauna Kea as some of its streets (bounded by Hualālai, Kinoʻole, Kilauea and Wailoa River.)

One historian called Desky ‘Hawaii’s first subdivider;’ he developed a variety of residential and commercial properties all over the Islands. Villa Franca was described as “a working class neighborhood”.

“A few years ago even the most progressive citizens of the Paradise of the Pacific would state that there was ‘nothing in real estate’ in Honolulu, and every man with money was chasing after sugar stock or doubling his coin in the business which justly, if not politely, must be described as usury.”

“New blood and fresh ideas were wanted to shake up the community from the lethargy in which every body apparently had fallen.” (The Independent, April 25, 1898)

“One day CS Desky arrived on the scene, and it didn’t take him very long before he had realized the wonderful opportunities which the islands offered …. Desky treated the public to surprise after surprise. …” (The Independent, April 25, 1898)

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Villa Franca Ad-Hawaiian Star-Feb_24,_1898

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