The Hawaiian gazette. [volume] (Honolulu [Oahu, Hawaii]) 1865-1918, 1899-08-22
At KAUNAKAkA|.
Captain Goodman Writes
O. the Harbor.
G,ves Instructions How 10 Eats,
the Chann., and Moor TO mo
New wharf.


ing recently discharged cargo of lum-
Der for the American Sugar Company
in the port of Kaunakakai, | would beg
leave TO say few words about the
place for the information of any who
may be interested therein.
Within the 3ls-fathom line the har-
Dor is about 500 yards in length in the
direction of north northeast and south
southwest, and its narrowest place
within the 3h-fathom curve is over
200 yards; at the entrance 1t Is fully
300 yards. Sailing vessels from the
eastward should come through the
Pailolo channel between Maui and Mo-
lokai, following the edge of the out
lying reef. which Is an average dis
lance Of nearly a mile from the shore.
The new wharf recently constructed
will serve to indicate the position of
the harbor. There is fair-way buoy
lying about 500 yards south southwest
Ierly compass from the center of the
entrance. and on the end OF the reef
on each side of the entrance is placed
a buoy. The edge of the reef inside
of the harbor is also well marked by
buoys, two Of which may be used for
hauling vessels in or out or for moor
ings. These buoys have been placed
by Mr.. Center, the manager of the
American Sugar Company's planta-
ton, and are a great convenience. But
for still greater convenience to sailing
vessels buoy should be placed fur
Their out than the present out mooring
buoy, for vessels to hang on to get
under way from. There should also
be two buoys with light mOorings on
the western side of the harbor for ves-
sells to steady themselves hauling in
or out of the harbor, and to prevent
being drifted onto the eastern side of
the harbor by the constantly varying
winds of the early morning. And for
the safety of large vessels there
should be some strong stern
mooring laid down, to prevent
them from steering all around the har-
Dor in the case of being caught inside
during a southwest gale.
A sailing vessel bound to this place
should reduce sail before coming close
to the harbor. as the trade winds blow
here generally with the force of half
a gale. The fair-way buoy can be
passed on either side, but a sailing yes
sci should preferably pass close to
windward of 1t and between 1t and a
buoy marking the end of the reef on
the eastern side Of the harbor. The
vessel should be hauled up heading
north northeast, passing the line of
buOys on the eastern side of the harbOr
within twenty-five yards, and when the
vessel is about 100 yards from the out
er end of the new wharf, the port
anchor should be dropped with range
of fifteen fathoms, allowing the vessel
to swing head to wind. Then run
strong line from the stern of the YES
sci to the inner end OF the wharf
and haul the vessel alongside. But be-
fore hauling the vessel alongside, or
giving her more chain on the port an
Choir, it will be found that by hauling
the vessel stern to the wharf and
broadside to the wind her head will fall
off into a favorable position for drop
ping the starbOard anchor, which
should be done. Then haul the vessel
to the wharf, paying out on both chains
enough for allowing the vessel to come
alongside. Good ropes are required to
make fast to the wharf. The vessel
will then have sixty fathoms on port
anchor, bearing south, and about fifty
fathoms on starboard anchor, bearing
southwest. The wharf is substantial
structure, built on the edge Of the east
ern side of the harbor; II Is about $50
feet in length by fifty feet in width.
There is nineteen feet alongside at
low tide, and the bottom Is soft mud.
This wharf is continued towards the
shore by narrower one, which Is
about twenty feet wide for a distance
of about $50 feet and there Is about
sixteen feet alongside this part of the
wharf. This is very suitable for the
Island steamers when sailing vessel
may be lying at the larger wharf. This
wharf Is still further continued towards
the shore by a line Of three-pile trestle-
work, which is connected to the shore
by very substantial stone embank-
ment. This forms the rOadbed of the
American Sugar Company's plantation
railroad, and when all the connections
better work in discharging vessels
than can be done under present condi-
tons in Honolulu. 1t is intended to
run the cars right alongside the YES
sells at the wharf. There are no pilots
or tugs to be had here. 4 stranger to
the place, doubling his ability to get
his vessel into the harbor, should lay
off and on, when the manager of the
plantation may send his boatman out
to assist the vessel into the harbor.
My opinion about the safety of the har-
Dor is that during the months from
April to October inclusive II Is as safe
as the harbor of Honolulu; the months
from November to March inclusive
when the trade winds are sometimes
interrupted for two or three weeks at
a time, are not so favorable for the
safety OF vessel lying in this harbOr
Captain Lorenzen, the senior pilot OF
Honolulu, informs me that for several
years he called AT this port In a steam
or twice each week and that he does
not remember any time when a vessel
might not have laid In this harb0r with
safety, There are times when the
safety of any vessel lu any harbOr is