Comparative statement of fire insurance business transacted in the Territory of Hawaii for the calendar years 1903–1918, inclusive. Recapitulation of insurance business transacted in the Territory of Hawaii for 1918. Imports and exports, by fiscal years, since organization of Territorial government. 1 These figures include specie prior to 1903 but since that year most of the specie has been handled through the post office by registered mail, and the amount thereof is not included in this table. During the last fiscal year the shipments of gold and silver coin other than those made through the mails were: From the United States, $242,000; from foreign countries, nothing; to the United States, $2,000; to foreign countries, $3,410. 2 Not kept. 21,730,000 63,547 24,793, 607 26,242,869 32, 569 26, 275, 438 36, 114, 985 47,620 88,433, 211 98,769, 062 121,474, 324 132, 347, 810 138,993, 814 867,174,533 12,284, 882 Arrivals and departures of vessels at ports in Territory of Hawaii during last five years. The importance of Hawaii as a stopping place for vessels crossing the Pacific Ocean is coming to be more and more recognized, as shown by a rapid increase in the number of such vessels that call at island ports. In my message to the legislature last February, I pointed out the need of appropriations to increase shipping facilities in Hawaii. More than $2,500,000 was appropriated during this session for wharf and harbor work. Most of this work will be the construction of new wharves, the dredging of harbors, and the acquisition of property to enlarge port accommodations. The Federal Government, through the United States Engineers Service, carries on extensive work in the islands toward harbor improvements. During the last year the breakwaters at Hilo and Kahului Harbors have been completed. Dredging is now being done at Kahului Harbor and a contract is shortly to be let for dredging over a considerable area in Honolulu Harbor, near Quarantine Island, and in Kalihi Channel. The Inter-Island Steam Navigation Co. (Ltd.), has three large piers for the berthing of vessels, two automatic conveyors for discharging and storing cargoes of coal, two automatic conveyor barges for bunkering vessels, three floating drydocks for docking and repairing vessels, and oil pipe lines for handling cargoes of bulk fuel oil. Pier"A," of this company, which was completed some months ago, is more than 600 feet in length. It was built primarily to accommodate the coal handling mechanism. It is a massive structure, entirely of reinforced concrete. Pier "B" has just been completed. It is also of concrete and is 700 feet long with a clear deck width of 30 feet. Pier "C", which will adjoin Pier "B," will be built in the near future. Slip No. 1, located between Piers A and B, is 850 feet long and 180 feet wide, and has a depth of 32 feet at low low water. Slip No. 2 is 950 feet long and 165 feet wide for about one-half its length, and 230 feet wide at the remaining portion. It has a depth of 35 feet at low low water, except at the site of the proposed floating drydock, where it is 45 feet deep. The company's new coaling plant, No. 2, which has been in operation for several months, is constructed entirely of steel and is operated by electricity. It has a discharge capacity of approximately 2,000 tons per nine hours. This plant is located on the west half of the harbor. Coal conveyor No. 1, on the east side of the harbor, has the same discharge capacity. In connection with these two conveyors is storage room for 100,000 tons of coal. Floating drydock No. 1 is 325 feet long and has a lifting capacity of 4,500 tons. No. 2 is 165 feet long, with a capacity of 3,500 tons. No. 3 is for small craft only, its capacity being 150 tons. It is interesting to note that the United States Shipping Board steamer West Hardaway, which is 410 feet in length, 54 feet beam, 30.2 feet depth, was recently raised clear on the first-named drydock, enabling repairs to be made along the entire bottom of the vessel. The United States Army transport Dix, about 7,000 tons, with 5,000 tons of cargo on board, making a total of more than 12,000 tons, was handled on the same dock in order to replace tail shaft and propellor. The company reports that consideration is being given to other facilities which will undoubtedly help to make the port of Honolulu more attractive. In arranging these it will be the purpose to give vessels the greatest dispatch possible, this being the main factor in handling vessels which call at this port. TRANSPORTATION FACILITIES. Serious congestion in passenger travel and frequent long waits in freight and mail accommodations have continued during the year, owing to a number of large vessels having been in war service in the Atlantic Ocean. Long lists of persons desiring to go to the mainland have crowded the books of the steamship companies for months ahead of sailing dates and hundreds of persons have been unable to secure transportation. The situation will undoubtedly grow better within a few months, and the increase of commerce on the Pacific Ocean will send a larger number of vessels to Hawaiian ports. TRAFFIC WITH THE MAINLAND. The Matson Navigation Co. operates the Manoa, Sachem, and Lurline of 6,805 tons, 3,130 tons, and 5,928 tons, respectively, between San Francisco and Honolulu and the Enterprise, 2,675 tons, between San Francisco and Hilo. Three big steamers of this company, the Maui, Matsonia, and Wilhelmina of 10,261 tons, 9,728 tons, and 6,974 tons, respectively, were operated by the United States Government in the war zone and are still retained for Government purposes. The Lurline and Manoa made three voyages to Manila during the year, calling at Honolulu both ways. In the freight trade the Hyades, 3,753 tons, and the Annie Johnson, power schooner, 1,049 tons, were recently returned to island traffic after having been requisitioned by the Federal Shipping Board between October, 1918, and April, 1919. Sundry freight vessels of American and Danish registry are consigned to this company, and |