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April 24, 2020 by Peter T Young 1 Comment

Poi Prohibited

“The sale of poi is now officially prohibited.”

Thus was the March 2, 1911 directive of Food Commissioner Blanchard (as noted in an announcement on the front page of the Hawaiian Gazette, March 3, 1911.)  (While not being sold, there was still plenty of poi available to consumption.)

“Over seventy-five hundred pounds of poi is being distributed free every day to Hawaiians in this city by the board of health under a resolution by the legislature appropriating $2000 out of the contingent fund for the expense subject to the approval of the Governor.”  (Hawaiian Gazette, March 10, 1911)

“About one ton of poi a day is given out at each of the four stations Kalihi, Palama, Mōʻiliʻili and Kawaiahaʻo Church.  At each place there is a health inspector representing the board of health who is in charge of the operation assisted by deputies of Mr Rath superintendent of the Palama settlement work, who is superintending the poi distribution.”  (Hawaiian Gazette, March 10, 1911)

“At first the distribution was in the shape of sacks of poi of about ten pounds each put up at the Kalihi factory but such a great demand was immediately developed that the factory had no time to sack the poi and now it is being sent to the distributing points in barrels.”  (Hawaiian Gazette, March 10, 1911)

“A number of bacteriological tests made with poi have convinced the health officers of the territorial and federal government that that staple can transmit and impart the germs of cholera and probably all other disease of similar nature.”  (Hawaiian Gazette, March 17, 1911)

“With but two exceptions every case of cholera in the two outbreaks during the past two months has been traced to one source of infection – the Manoa valley taro patches and the poi manufactured from this taro.”  (Hawaiian Gazette, April 18, 1911)

“In Manoa valley is a Chinese named Hong Fong who had a taro patch. He carried taro to a shop on Fort street near School. This was made into poi and each day he carried poi from this shop up to Manoa and delivered it to Manana and Mrs Gonsalves who were the first of the Manoa cases.”  (Hawaiian Gazette, April 18, 1911)

“Then comes the Perry family cases in Manoa where cholera wiped out almost an entire family. There were four cases of cholera.  They lived on the bank near this taro field.  They raised their own taro but sometimes bought poi from Hong Fong.”

“They filled their water barrels for drinking purposes from this stream which had been contaminated by Manana when he became sick.” (Hawaiian Gazette, April 18, 1911)

“In this stream Manana’s contaminated clothing was washed by members of his family and water from this polluted stream was used to mix with poi.  A Japanese dairyman nearby used this water to dilute the milk product and the children in the Perry family drank milk so diluted and contaminated.”  (Hawaiian Gazette, April 18, 1911)

“From February 25, when the first case was reported, to March 14, 1911, the date of the last case, there had been reported a total of 31-cases with 22 deaths.  Twenty four days having elapsed since the occurrence of the last case, Honolulu may properly be considered to no longer harbor the disease.”  (Public Health Reports)

The medical conditions led the territorial legislature to enact regulations on the processing of poi.  The “Poi Bill” gave the board of health the authority to close any poi shop which is found to be making poi under filthy and disease-breeding conditions (the first law to regulate poi factories.)

This is not the Islands’ last legislative fight over processing poi.

A hundred years later, in 2011, another “Poi Bill” (SB101) was enacted after it made its way through the legislature and onto the Governor’s desk.

It exempted paʻi ʻai (traditional “hand-pounded poi”) from certain food-processing requirements/permits under certain conditions.  (Up to that passage, the Department of Health deemed paʻi ʻai unsafe.)

(Cholera is an infection of the small intestine caused by the bacteria; the main symptoms are watery diarrhea and vomiting.  It is typically transmitted by either contaminated food or water.   Worldwide, there have been several cholera pandemics, killing millions of people.)

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Hawaiian men pounding kalo-(BishopMuseum)
Poi Prohibited
Hawaiian boys pounding kalo, photo by P.L. Lord-(BishopMuseum)-ca. 1889
Hawaiian couple pounding kalo; Hawai‘i, photo by Davey-(BishopMuseum)-ca. 1900
Hawaiian women eating poi, photo by J.A. Gonsalves-(BishopMuseum)-ca. 1920
Men pounding poi with women and children standing behind them-(HHS-6054)
Poi_Pounding-aep-his283
Pounding_Poi-(Mid-PacificMagazine)-1913
Loi-Manoa Valley
Loi-Manoa Valley
View across Mānoa Valley-(UH_Heritage)-1930
Kalo-Poi-(Markell)

Filed Under: General, Hawaiian Traditions Tagged With: Kalo, Taro, Cholera, Poi, Hawaii, Oahu, Manoa

April 21, 2020 by Peter T Young 1 Comment

In The Beginning They Called It Wireless

Since previous communication had been by means of wires, “wireless” seemed like the logical name and it served until 1906.

In that year, an international conference meeting in Berlin, Germany, decided that, instead, the word “radio” should be used to describe the new means of communication.  (Coe)

In the 1920s, there were four communications organizations in the US: the American Telephone and Telegraph Co, Western Union Telegraph Co, International Telephone and Telegraph Co, and Radio Corporation of America.

Two of them operated international radiotelegraph circuits – the ITT and the RCA. The ITT had a radio-telegraph subsidiary known as Mackay Radio and Telegraph Co, which operated radio circuits to a few foreign countries, in addition to its radio service to and from ships at sea.

Mackay Radio & Telegraph Company was founded by Clarence H Mackay, son of John W Mackay.  Clarence Mackay was the father-in-law of composer Irving Berlin.

John Mackay initially made his fortune in Comstock silver, but he later (1883) moved into telegraphic communications.  Mackay formed several telegraph communications companies to compete with Western Union.

When John Mackay died in 1902, Clarence inherited the businesses.

Clarence Mackay saw to the completion of the transpacific cable. Radio was added to the business end of things in 1925 to provide “radiogram” service to every area of the world.

In May, 1928, the Federal Mackay Radio Company opened a new station at Kailua, Oʻahu. Intended to take overflow cable traffic, the station operated on the then new high frequency radio system for transpacific communication and developed into an important transpacific station.  (Thrum 1929)

Mackay Radio was mainly interested in maritime communications which went along with the maritime radio-telegraph business.  By 1928, ITT had merged with most of Mackay’s business interests but the Mackay name continued on for several decades.

The Mackay Radio and Telegraph Co radio tower was located on the Kāneʻohe side of Kailua Road just before you get to the bridge that marks the entrance to Kailua town (the wooden bridge was replaced by a concrete one in 1940.)

The tower was an inescapable landmark overshadowing the community.  It’s gone now; and so is Mackay’s company from the community.

But Mackay Radio and Telegraph has left a lasting legacy in corporate operations.

By the mid-1930s, Mackay Radio’s principal West Coast office was in San Francisco, and it had other sending facilities in several cities. These facilities transmitted and received both telegraph and radio messages.  From the San Francisco facility, the company maintained point-to-point radio circuits with Los Angeles, Seattle, New York, Hawaiʻi, Tokyo and Shanghai, among other locations.

However, the Mackay system had long been in weak financial condition and, by the mid-1930s, its corporate parent stood under considerable strain.  Disturbed by cutbacks in their working conditions and changes in employment policies, the Mackay workers began a union-organizing effort in the early part of 1934.

They then sought to negotiate with the Company. No agreement was reached, and a strike began at 12:01 am on October 5, 1935.  A later National Labor Relations Board (NLRB) finding led to a lawsuit and subsequent US Supreme Court decision.

In a landmark 7-0 ruling (NLRB v. Mackay Radio & Telegraph Co (1938)) the Supreme Court made two significant decisions: (1) an employer may hire strikebreakers and is not bound to discharge any of them if or when a strike ends and (2) workers who strike remain employees for the purposes of the National Labor Relations Act and an employer may not discriminate on the basis of union activity in reinstating employees at the end of a strike.

The “Mackay Doctrine,” as the striker replacement portion of the ruling is known, is one of the most significant Supreme Court rulings in American labor law, and has defined collective bargaining in the United States since its publication.

The rule forbids employers to discharge workers who engage in a legal strike. At the same time, it allows employers to hire other workers to take their jobs.

Mackay was more than a decision that provided an instrumental method for a firm to replace economic strikers and to resist their return to employment after a strike. It was also a decision that established important practices that constituted the conduct of union-management bargaining.

The ruling is highly controversial, even over 70-years later. It is strongly and uniformly condemned by labor unions, and resolutely defended by employers. In the legal community, however, “the doctrine continues to provoke the notice and the nearly universal condemnation of scholars.”  (Getman & Kohler)

The lawsuit that initiated this decision was based on the economic conditions of the larger company, not its Kailua presence; however, Mackay was here at the time of the decision and, as such, Kailua and Hawaiʻi are a part of that legacy.

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Kailua-Aerial-(2667)-1949-portion_noting_Mackay_Radio_Station_Tower
Kailua-Aerial-(2667)-1949-Mackay_Radio_Tower-noted
Mackay tower in background-corner of Malunui and Kuulie Rd. Kailua Elem on the left-(MKwiatkowski)
Mackay tower in background-Kailua Road towards the Center of town-(MKwiatkowski)
Telegraph_cables-1901
Mackay-Loyalty_and_Fair_Dealing
Cable_Service_to_all_the_World
Communication between San Francisco and O'ahu, people on the Hawai'i end received their first message-(honoluluadvertiser)-1903
Clarence Mackay's Harbor Hill-1904
Clarence Mackay's Harbor_Hill-1904
Clarence_Mackay
Aerial view of Clarence Mackay's Harbor Hill

Filed Under: Economy, Buildings Tagged With: Mackay Doctrine, Radio, Hawaii, Oahu, Kailua, Collective Bargaining, Mackay Radio and Telegraph

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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IMG_1721
IMG_1722
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Pacific Heights-1924
Pacific_Heights-GoogleEarth-location_of_stone_steps
Pacific Heights Advertisement-1900
Pacific_Heights-FP0198-Stairs_ROW-1917-stone_steps_noted
Downtown and Vicinity-Map-1923

Filed Under: General, Prominent People, Economy Tagged With: Hawaii, Oahu, Charles Desky, Pacific Heights, Hawaiian Tramways

April 13, 2020 by Peter T Young Leave a Comment

Keawaʻula

Keawaʻula was believed to be part of the Kaʻena Point leina a ka ʻuhane (leaping places of souls into the spirit world;) at the northern part of the Waiʻanae coastline, it is at the western most point of Oʻahu.

Keawaʻula (red harbor or land) got the name from the squid that used to come into the area. When the squid would come into the ocean, from the shore it would appear as a reddish brown color. (ksbe)

Archaeologists turned up evidence of ancient agriculture in Keawaʻula when terraces indicating a former taro site were found at the bottom of the cliff. Several fishing shrines also existed here. (WaiʻanaeHS)

Poha Cave is said to have existed here. This cave had streams of fresh water running through it that were carried to Kaieiewaho Channel between Oʻahu and Kauaʻi. It is said that ancient Hawaiians out fishing would dive down at certain places with large calabashes and come up with fresh water from these streams. (WaiʻanaeHS)

Many years later, in 1859, when a house lot was being cleared in this area, a cave entrance covered by three large, flat stones was found. Freshwater was found inside, and people came from miles around to drink. This cave has since been named Keawaʻula Cave, but many believe it to be the fabled Poha Cave. (WaiʻanaeHS)

Missionary Levi Chamberlain during a trip along the Waiʻanae and Waialua coastline sometime prior to 1849 traveled northwest by canoe from the village of Keawaʻula to a “cove,” presumably a canoe landing, at the southeastern side of Kaʻena Point. (DLNR)

In “front of the little cove” was “a cave used by fishermen occasionally for a residence” which was about 30 feet high and had dimensions of 30 and 15 paces. The cave is described as being at “nearly the west point of the island” and south of the Waiʻanae and Waialua District boundary which dissects Kaʻena Point in an east-west direction. (DLNR)

He traveled from the cave “a short distance over a very rough path along the shore and came to the mokuna (boundary) of the large divisions of the island Wainai and Waiarua.” This may be the cave called “Ke Ana Moe of Kaʻena” in 1954 which was said to be used by travelers from Mākua to Waialua. This cave may have been obscured by construction of the railway bed. (DLNR)

Keawaʻula was known for its aku and ahi fishing grounds. The coastal fisheries were also noted as particularly productive when submerged, woven basket traps (hinaʻi) were used to catch kala and hinalea. (DLNR)

When describing basket traps in general, Kamakau notes a particular pattern and size of basket trap that was made for kala fish and also states it to be “a land abounding in kala fishs”. (DLNR)

Most of the government lands and private lands at Keawaʻula were leased for ranching during the second half of the 1800s and first half of the 1900s. A major portion of Keawaʻula became government land after Laʻamaikahiki relinquished “½” of the ahupuaʻa to the King during the 1848 Māhele and the King then designated it government land. (DLNR)

When the privately-owned lands along the coast were acquired by the State of Hawaiʻi in the 1970s to create Kaʻena Point State Park, all were owned by ranching interests or by families with ranching interests in the area. The Keawaʻula section of the point was owned by Elizabeth Marks who inherited McCandless Ranch.

Keawaʻula is now generally referred to as Yokohama Bay. Several stories suggest the later name. One story suggests this was a favorite fishing spot for Japanese living on Oʻahu; they gave it the nickname Yokohama after the famous fishing village in Japan. (ksbe)

When OR&L extended its rail line around Kaʻena Point, boats carried Japanese laborers, equipment and supplies to the site and freight back; on October 14, 1897, the place where the first Japanese laborers landed for this job is known to this day as “Yokohama Beach.” (ascehawaii)

Another story is that there was a Japanese man who ran the train station there. Because he was Japanese, people nicknamed him “Yokohama” – and thus the place carried it. (WaiʻanaeHS)

The Bay is at the beginning of the Kaʻena Natural Area Reserve. There is a lifeguard and restroom (only at the reserve entrance;) no facilities exist beyond that point. Under the Natural Area Reserve system, off-road driving is prohibited in the area to protect native plant and animal habitats.

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Hawaii
Keawaula
Keawaula_Bay
Keawaula_Yokohama
KeawaulaYokohama
Keawaula-Yokohama
Keawaula Bay Sign
Keawaula-Park_Sign
Waianae District

Filed Under: Economy, Place Names Tagged With: Hawaii, Oahu, Oahu Railway and Land Company, Waianae, Keawaula, Kaena, Yokohama

April 11, 2020 by Peter T Young Leave a Comment

The Skate

On April 11, 1900, the Navy purchased the Holland VI, an internal combustion, gasoline-powered submarine from John P Holland for $160,000, after demonstration trials off Mount Vernon, Virginia. This marks the official birth date of the US Navy’s Submarine Force.

Even before the United States entered World War I, the submarine was recognized for its deadly role in warfare as German U-boats torpedoed and sank British shipping in the Atlantic.

Military submarines made their first significant impact in World War I; U-boats saw action in the First Battle of the Atlantic, and were responsible for the sinking of Lusitania, and this is often cited among the reasons for the entry of the United States into the war.

USS F-4, an F-class US submarine, was originally named Skate, making her the first ship of the United States Navy named for the skate (a type of ray.) She was renamed F-4 on November 17, 1911.

The F-4 and three other F-class submarines, the F-1, F-2 and F-3, along with their support vessel, the tender USS Alert, made up the First Submarine Group, Pacific Torpedo Flotilla, participating in the development operations of that group along the west coast, and from August 1914, in Hawaiian waters.

They were the first US submarines to be stationed to the new naval facility at Pearl Harbor.

While on a training mission, on Thursday, March 25, 1915, the US submarine Skate (F-4,) with a crew of twenty-one men, exploded and sank in fifty fathoms of water three-quarters of a mile off of Honolulu harbor.

There had been other submarine fatalities and accidents in world history, but this was the first submarine disaster in US naval history.

There were round-the-clock attempts to make contact with the submerged vessel. It was lodged three hundred feet below the surface, and divers could not reach it.

After dragging cables across the ocean floor in the area in attempts to snag and locate the submarine, it was caught late in the morning of the 26th.

The 142′ long submarine, with a diameter of about 15′, displaced 330 tons and could not be moved. Using a combination of hard hat divers, cables, chains and heavy scows with winches, the F-4 was incrementally raised and moved closer to shore over the next two months.

Frank William Crilley, a Chief Gunner’s Mate, made dives to over 300 feet during salvage operations on the sunken Submarine. On April 17, 1915, he rescued a fellow diver who had become entangled at a depth of 250 feet.

For his heroism on this occasion, Frank William Crilley was awarded the Medal of Honor in 1929.

Five months passed before the submarine could be hauled to the surface.

After so many months underwater, only four of the 21 dead aboard the submarine could be identified. The 17 remaining bodies were sealed in four caskets and shipped to Arlington National Cemetery, where they were buried in a common grave.

Their headstone, the size of an individual marker, was marked simply “17 Unknown U.S. Sailors Victims of the USS F-4 March 25 1915.”

The headstone was going to be replaced and destroyed, but it was retrieved and is now part of the Bowfin Museum in Pearl Harbor.

After the drydock examinations of F-4, the vessel was towed by the tugboat Navajo, using the six pontoons, to “an out of the way spot at Pearl Harbor” with a depth of fifteen to twenty feet that was “as nearly beached as possible” with “the pontoons keeping her clear of the harbor floor”.

Apparently the F-4 was left in this spot, to “rot in the mud bank” presumably near the head of Magazine Loch.

Periodically since, the Navy has announced plans to either destroy or examine the F-4 – the oldest surviving U.S. Navy submarine — but because of the deep silt in Pearl Harbor, the exact location is unknown.

In 1957, a more successful Skate was commissioned (the third US submarine named Skate.) It was the first production model of a nuclear-powered submarine to make a completely submerged trans-Atlantic crossing (1958) and the first to surface at the North Pole (1959).

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F-4 (SS-23)-(navsource-org)-1913-15
F class (SS-20 - 23) submarines and their tender are in DD#2 at Mare Island-(navsource-org)-21 January 1913
F-4 (SS-23) at right at anchor in Honolulu, HI. with F-1 (SS-20), center, and F-2 (SS-21) outboard, moored together-(navsource-org)-
Commemorative photo in memory of the F-4 (SS-23)-(navsource-org)
Commemorative group photo of the crew of the F-4 (SS-23)-(navsource-org)
Diver 'Jack' Adrez going down to search for the F-4 (SS-23), when he had made the record dive of 215 feet-(navsource-org)
Edited photo shows how it was moved from deep water into dry dock from record setting depth of 320 ft (salvage record that lasted 54 ys)-(navsource-org)
F-4 (SS-23), at Honolulu along with (from front to back)-F-2(SS-21), F-3(SS-22) and F-1 (SS-20)-(navsource-org)-1914
F-4 (SS-23), in drydock at Honolulu, note the large implosion hole in her port side-(navsource-org)-1 September 1915
Frank William Crilley receiving Medal of Honor
General plans prepared by the Fore River Shipbuilding Company, Quincy, Massachusetts-(navsource-org)-18 June 1910
Harbor scene as the pontoons used to raise the F-4 (SS-23) pass by-(navsource-org)
Naval Constructor Furer developed this method for recovery of the F-4 (SS-23) from the ocean floor off Honolulu with six large pontoons-(navsource-org)
Naval personnel examine the large implosion hole in F-4's (SS-23) port side, in drydock at Honolulu-(navsource-org)-1915
New Arlington Grave Marker
Salvage of F-4 (SS-23), April-August 1915. Bow salvage pontoons emerging from the depths, off Honolulu, Hawaii-(navsource-org)-circa 29 August 1915
Salvage of F-4 (SS-23). Valve manifold and hose leads to submerged pontoons, on board a salvage vessel off Honolulu-(navsource-org)-circa 29 August 1915
Tender Alert (AS-4) at Long Beach CA., F-4 (SS-23) is outboard-(navsource-org)-1914
The salvaged F-4 (SS-23) sits in a floating dry dock in Pearl Harbor in August 1915.

Filed Under: Military Tagged With: Oahu, Pearl Harbor, Submarine, Hawaii

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