Mikimiki | Images of Old Hawaiʻi

Tugs and barges first began to appear on the East Coast during the late-nineteenth century. This was the time when steam ships and the developing railroads began displacing the slower and less reliable sailing vessels in the coastal trades.

Rather than scrapping all of these sailing ships, folks took advantage of their sound hulls and the new steam technology by converting the steam ships into barges and towing them behind steam tugs. (However, by 1950, tug-barges became practically extinct on the East Coast.) (Marcus)

Not so in the Islands …

The Youngs went to Hawaiʻi from San Diego. Good seafaring men of Maine stock, whose parents went to California in Forty-nine, they followed a natural inclination, and the application of Yankee methods soon built up a business which has grown to be one of the most important in the Islands. (Rogers)

In 1929, the tug Mikimiki ((‘to be quick, to be on time’) designed by Leigh H Coolidge and built by the Seattle-based Ballard Marine Railway Co) was launched.

The original wood-constructed Mikimiki was powered by twin Fairbanks-Morse diesels developing a total of 1,200 horsepower. At the time of completion, this power made her the most powerful tug in the US.

She made the voyage to Hawaiʻi from the West Coast, towing a 140-foot steel barge, in eleven days, sixteen hours and ten minutes. This worked out to an average speed of 8.5 knots, bettering the record of the earlier Seattle-built Mahoe by almost three days.

The Mikimiki spent her entire career working in the Hawaiian Islands, with an occasional tow to the West Coast included. (YB-100)

The design of the Mikimiki tugboat, although devised for commercial use, had a major influence on World War II tugboats and the post-war towing industry, particularly in the Pacific Northwest. (Port of Anacortes)

The excellent performance of the original Mikimiki led to the adoption of her basic design for a large fleet of tugs produced for the US Army Transport Service in West Coast shipyards for World War II service. (YB-100)

At the beginning of 1942, more ships were needed for the war effort. Folks recognized the Mikimiki design “could be used as it was a proven, reliable tug that has already been drawn and lofted, and was available with only slight design changes”.

Miki-class tugs were built for the US Army during World War II to haul supplies and rescue stalled ships. They were designed to move barges with supplies and equipment as efficiently as possible. But that they ‘did more than they were built for’’ a Miki-class tug landed men on the beach in Normandy during World War II. (Benthien; Port of Anacortes)

These tugs were classed as LTs (large tug) with an overall design length of 126 feet and a beam of 28 feet. They were heavily constructed with 15-inch square fir keels.

Bulwarks were solid with iron bark rail. Although they were constructed of wood, the tugs were at least ‘one-third iron.’ Although the tugs were built “heavy” meaning that they were of solid construction, they retained their graceful lines and they were fast. (Jones; Port of Anacortes)

The Army contract for construction of the vessels was written so that the shipyards could use local wood for building the tugs. Those Miki-class tugs built on the West Coast were constructed from fir, oak and cedar, while those on the East Coast were composed of oak for the structure with white pine. Inside sheathing was ¾- inch waterproof plywood. (Port of Anacortes)

Of the 61 Mikis built for the Army, most of the tugs were built on the West Coast; however, 10 tugs were built on the East Coast, 38 were built at various yards in Washington State.

Actually, there were Mikis, which had a single main engine, and the Mikimikis, which had two main engines. Each tug had about 1,500 total horsepower. (Towingline)

After World War II the Miki class tugs worked in the commercial tug and barge industry, and filled the gap and became the backbone of the towing industry after they were surplused by the US Army.

They also played a major role in the commerce that aided the development of the Territory of Alaska, and bolstered the tug and barge trade between the West Coast and Hawaii.

They were instrumental in the expansion of several Pacific Northwest tug and barge companies. No class of tugs contributed more to the success in the postwar era than the Miki-class tugs built for US Army service. And it all started in Hawaiʻi, with Young Brothers. (Jack Young, the youngest brother of the Young Brothers, is my grandfather.)

John Nelson Young had 5-kids – Edith, Herbert, William, John and Edgar; they hailed from San Diego.

In the summer of 1899, the four boys ran a glass-bottomed boat at Catalina Island; this was the beginning of the famous glass-bottom boat rides that continue today.

It marked the beginning of the innovation and opportunity that followed the brothers.

They took guests out fishing during the day; to help promote their activities they took hotel employees on moonlight sails. It’s not clear if this was the beginning of the booze cruise or pau hana parties.

They saw opportunity in Hawai‘i; in January 1900, Herbert (29) and William (25) arrived in Honolulu; in October of that year, their younger brother, John Alexander Young, arrived – they called him Jack (18).

They formed Young Brothers.

Their early years were focused around Honolulu Harbor. They would run lines for anchoring or docking vessels, carry supplies and sailors to ships at anchor outside the harbor, and various other harbor-related activities.

They built a glass bottom boat and started a sport fishing service – and would take pictures of the people with their fish. Some suggest this was the beginning of the charter boat business in Hawai‘i.

They expanded into shark fishing … Jack also saw another opportunity and a new sport was born – they took customers out to ‘hunt’ flying fish, with customers at the bow of their skiff with shot guns “taking pot shots at fish on the fly”.

Back then, there were two inter-island freight carriers, Inter-Island Steam Navigation and Wilder Steamship Company. In 1905 Inter-Island bought out Wilder. (Later Inter-Island became Hawaiian Airlines.)

Opportunity knocked again for Young Brothers.

Libby’s shut down its pineapple operation in windward O‘ahu and started planting pineapples on the west end of Molokai.

Libby’s built a wharf at Kolo, just below Maunaloa. Kolo had a shallow channel and the Inter-Island Steam Navigation ships couldn’t get in.

The brothers made a special tender and with its first barges, YB-1 and YB-2, Young Brothers got into the freight business, carrying pineapple from Kolo Wharf to Libby’s O‘ahu cannery.

With expanded freight service to Molokai (to Kolo and Kaunakakai,) Young Brothers further innovated with the practice of tandem towing – towing two barges with one tug.

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

(The 1946 tsunami destroyed Kolo Wharf. Rather than repair it, Libby’s bought trucks and shipped their pineapples out of Kaunakakai.)

Young Brothers’ innovation did not stop. In 1929, their new tug, the Mikimiki, was launched.

The excellent performance of the original Mikimiki led to the adoption of her basic design for a large fleet of tugs that the US Army Transport Service copied for World War II service.

Young Brothers continued with another innovation; the Kapena class tugs that modernizes the Young Brothers’ fleet. They are named for two prior captains; the first was named for Jack Young Sr and his oldest son Jack Young Jr. Both were instrumental in making Young Brothers a leader in inter-island shipping.

Jack Young had three children, Jack Jr, Babe and Kenny. Jack Sr had 11 grandchildren, but he and his wife had died knowing only one of them. Jack Sr is my grandfather, but I never knew him or my grandmother; Kenny is my father.

While the Youngs have been out of Young Brothers for a long time, we still feel very much a part of it and its heritage.