Opium Kings of Old Hawaii

John Madinger

• Publisher: Arcadia Publishing
• Year: 2022
• Print ISBN: 9781467147118
• eBook ISBN: 9781439672549
• Subtopic: Militär- & Seefahrtsgeschichte

This true crime history recounts the legendary rise and nefarious fall of nineteenth century America's most successful drug smugglers.
 
In 1886, five men met at San Francisco's luxurious Baldwin Hotel to discuss a most profitable business: opium smuggling. The exploits of Will Whaley and his partners became the stuff of legend, with tales of landing contraband on deserted shores by the light of the moon, voyages across the Pacific, typhoons and shipwrecks. Their co-conspirator was the notorious Halcyon, a schooner that novelist Jack London once admiringly wrote "sailed like a witch."
 
Despite the danger, betrayals and mysterious deaths, these partners in crime were so successful they inspired copycats and competitors alike. In Opium Kings of Old Hawaii, author and career law enforcement agent John Madinger recounts the incredible story of America's first organized drug trafficking ring.

1

SEA WITCH

THE ENCHANTING HALCYON

Jack London knew the ship years later. Still beautiful and still an enchantress, by that time, it had settled into a darker and bloodier career off Japan and in the Bering Sea. By 1893, they called it the Halcyon no more, but the sailormen of the Pacific all remembered it from the legend. So did the crew of the Sophia Sutherland, a sealing schooner that took young Jack to Japan for skins that year. In time, London would leave the sea, settle down and write tales of adventure and danger, of romantic South Seas Islands and frozen Arctic wastes. He wrote of the sea, too, and over the years, with the memory still haunting him, he wrote five times of Halcyon or the opium ring that sailed it. In a 1919 story, he said of Halcyon, “She was an opium smuggler and she sailed like a witch.” Yes, the old ship still had the power to captivate; even after all that time, the celebrity and the myth followed it.

Halcyon was born a star, coming into the world as the ultimate plaything, a racing yacht for a millionaire’s son. Harry Tevis commissioned it in 1882 for the races and regattas of San Francisco Bay’s yacht club scene. Tevis, studying to be a medical doctor at the University of California that year, was the son of Lloyd Tevis, 49er, mogul in mining and banking and president of both the Wells Fargo Express Company and the Southern Pacific Railroad. Yachting was popular with the smart set at the time, with three clubs dividing the yachts of the area, and Tevis sailed his schooner, White Wing, under the flag of the elite Pacific Yacht Club (PYC). Headquartered across the Golden Gate in Sausalito, the PYC was home to some of San Francisco’s wealthiest yacht owners and the largest of the boats on the bay.

Schooner Halcyon on San Francisco Bay, August 15, 1886. William Letts Oliver Collection, University of California, Berkeley.

Halcyon’s cost prompted some wild speculation in the yachting community. One high-end rumor had Tevis shelling out a cool $120,000, a lot of money in 1883, especially for someone not yet out of medical school and with no fortune of his own. Comparable yachts went for $20,000 or $30,000 at the time, and several years later, the builder quoted Halcyon’s price at a much more reasonable $25,000 ($682,500 in 2020 dollars).

Although the newspapers long afterward reported that Halcyon was born in the Benicia shipyard of legendary shipbuilder Matthew Turner, this was an understandable mistake. Turner, whose yards launched more wooden sailing vessels than any other American builder, had a reputation for constructing fine, fast, sturdy ships. He also created beautiful ones. Turner put Halcyon’s racing rival, the Spreckels Brothers’ $22,000 Lurline into the water the same year, and people widely regarded it as one of the handsomest boats on the bay, but he couldn’t take credit for Tevis’s new toy.

That credit went to the “modeler” Winslow G. Hall and to shipbuilder William Isaac Stone. Halcyon was part of a storied American shipbuilding tradition that produced some of the fastest and most beautiful ships in history. It included the famous America, which in 1851, won the cup that would bear its name in yacht racing history to the present day. America, almost exactly Halcyon’s size, carried about the same amount of sail area on its two schooner-rigged masts. Had Captain Hall used the celebrated America as a model for his Halcyon or just been inspired by it, as were other builders of the time? There’s no way of knowing, but the similarities are obvious, and the result, a very, very fast sailing vessel—perhaps the fastest ever built on the West Coast—are identical.

By May 1883, Halcyon was ready and beautifully finished, a yacht fit for a millionaire and more, an oceangoing, blue-water speed machine. Spectators years later would gaze at the schooner after it arrived home after a transoceanic voyage and marvel that it looked as if it had just come from a turn around the harbor. That is a tribute to Winslow Hall and William Stone, who knew how to build boats.

While Stone worked, owner Tevis made some staffing arrangements, and he wasn’t taking any chances on losing those upcoming match races with the other gentlemen of the Pacific Yacht Club. Tevis started with a captain, and he found a good one in George Cummings. A true master mariner, Cummings had been on the ocean for thirty years, most recently in command of the famous clipper ship Three Brothers, reputedly the largest sailing vessel in the world. Cummings was comfortable enough in the smaller schooner and found a crew to help him work Tevis’s little ship, and by the end of April, everything was ready for Halcyon’s debut.

William I. Stone shipyard, Hunter’s Point. California State Library.

On Friday, May 4, Halcyon hit the waters of San Francisco Bay, sliding down the ways at Stone’s Shipyard at Hunter’s Point as Tevis held a celebratory party, champagne and hors d’oeuvres marking the occasion. The schooner wasn’t ready to sail immediately—there are always little details that must be addressed once the ship is in the water—but it must have been very satisfying to see this beautiful creation finally in its natural element.

Halcyon went outside the Heads its first week on the water, but before that, it won its first race with stiff new sails, taut lines, tight pulleys and a crew just feeling its way through the motions needed to make this racing machine work. Tevis quickly learned the price of its speed, for there was a price. Halcyon was wet, though Hall and Stone and Cummings would have already known this. With no deckhouse, the only yacht on the bay of that design, the smooth deck passed any water that came over the rails from side to side and front to back, wetting everything—and everyone—in the way. In the gate, a green sea climbed aboard, a taste of what waited offshore. Dry in the cockpit, Cummings ignored the water and looked aloft, wondering if it’d take more sail if he could get another knot or two out of it. And builder Stone was pleased. His little ship was shaking off these waves, the water sluicing away as planned, the deck carefully caulked and not letting a drop into the luxurious spaces below.

Owner Harry Tevis was not so charmed. Perhaps he was imagining the faces of his younger female guests, seeing their shock and hearing the shrieks as Halcyon buried its bow in a long, gray swell and a ton of white water came foaming aft. In the bay, where the winds can be fierce but the waves don’t have enough room to pile higher than a couple of feet, Halcyon would shine. Here, it would be at home as a yacht, a sporting man’s pleasure craft, rounding the racing marks in dignity and style, miles ahead of its nearest competitors, only some spray flying across her decks. Outside, past the Farallon Islands, it would sail like a witch, yes, but all in the ship would pay a price.

Within days, there would be challenges, races to Monterey and around the Farallon Islands and back home to the bay. The gentlemen of the Pacific Club (especially those who wouldn’t be going) wanted a real trial—Tevis and Halcyon against the Spreckels’ new Lurline on a match race all the way to Hawaii. It would have been a fine test, and he might have set a record to last one hundred years, but Harry Tevis had neither the time nor the inclination to take his little ship so far from home. He made the short trips to Monterey and Santa Cruz, up and down the bay, and a year later, Tevis had enough. On June 13, 1884, the San Francisco papers reported that he sold Halcyon to Joseph Grant and Robert F. Morrow for $10,000.

Joseph Grant was a dry goods merchant, son of a California pioneer who had sold clothing to Gold Rush San Francisco and whose sons now held forth from Murphy, Grant & Company, a major dry goods wholesaler supplying other businesses throughout California and as far north as Alaska.

Robert F. Morrow bought an interest in Halcyon for his sons. Morrow, fifty-nine that year and a little old to begin playing with boats himself, had three boys at home, the oldest eighteen. Their mother had died five years earlier, and Morrow, a stockbroker and principal in the Sutter Street Railroad, had extensive business interests in the city and ranch property in Santa Clara. Neither of the new owners was really a seaman, and this was the 1884 equivalent of giving a Ferrari to a pair of Sunday school teachers. Predictably, Halcyon took on a new placid role, one that mostly stayed away from the perils of the open ocean.

The Daily Alta California newspaper summed up its new story well in its personals column a few months later, on April 13, 1885. The headline alone, “Miss Crocker’s Yachting Party,” was enough to make any real sailor-man weep. It read, “A delightful sail around the bay was enjoyed last Saturday by a small party of the younger members of society, who, at the invitation of Miss Hattie Crocker, were passengers on the 11:30 o’clock boat for Saucelito, where the natty yacht known as the Halcyon awaited them. Joseph D. Grant, the owner of the craft, kindly placed it at the disposal of Miss Crocker for entertainment purposes.”

The schooner’s days as a party barge continued through 1886, and on May 24, the newspapers reported, “Joseph D. Grant entertained a party of friends on his yacht Halcyon, one day last week. A delightful breakfast on the yacht and a sail around the bay were among the pleasures of the day.” One can imagine the scene, a gathering of beautifully attired guests tended to by liveried servants, Halcyon’s professional crew waiting to take the group on a sedate turn around Alcatraz and back to the pier. It’s the portrait of a life of wealth and leisure, but other distractions threatened this pleasant picture.

Morrow had some major legal problems, starting with labor trouble on his Sutter Street Railroad—one of San Francisco’s famed cable car routes. In one incident, a dynamite blast paralyzed a woman, and in another, someone gunned down an innocent bystander at a picket line. The police department suspected that the shooting had started on Morrow’s orders, and they charged his superintendent with manslaughter.

Trouble inched closer to Morrow himself when a man fell through a hole at the rail yard, breaking his neck. The widow sued, and Morrow threw in the towel with surprising and somewhat suspicious ease. Suspicion turned to outrage when the jury awarded the widow a paltry $7,500, the newspapers hinting the whole thing had been rigged from the beginning. A few days later, Morrow and several employees were indicted for fixing the jury in a criminal case that would drag on throughout 1887. He eventually won an acquittal, but having his passengers blown up and his superintendents jailed limited Morrow’s time for gadding about on the bay. By the end of 1886, he wanted to unload his schooner yacht.

This time, there were no takers among the other wealthy yachtsmen of San Francisco. On March 31, 1887, the Sausalito News passed the sad word to its readers in the yachting community: “The fleet has been materially weakened by the sale of the schooner Halcyon.” San Francisco’s fastest yacht would no longer grace the clubs and the regattas on the bay.

Its new owners applied to the Treasury Department to place Halcyon on the Register of Merchant Vessels of the United States. Builder Stone filled out a carpenter’s certificate describing the ship he’d created in 1883, though, curiously, all of the official documents showed 1887 as the build year. It was almost as if the schooner had been born again. Perhaps it had, as the paperwork came back assigning Halcyon register number 95914, which it would carry to its grave, and listing its new owner as a shadowy, almost anonymous individual named Albert W. Wilson. Although it wasn’t obvious at the time (which was exactly how he and his friends wanted it), Wilson was the front man for some others even more mysterious. He quickly turned the schooner over to its new master.

It took the skipper a few months to fit the vessel out for its new role. No more yachting parties and breakfast turns about the bay. No more leisurely cruises down the coast to Santa Cruz or Monterey—just hard work and careful preparation, and when these were finally finished, it was time to sail. On August 10, 1887, Halcyon slipped away from its mooring and out into the Golden Gate.

2

MASTER MARINER

A LIFE ON THE ROCKS

The hand of a master mariner gripped the helm that August morning as Halcyon burst between the Heads, turning north, not for the “hunting and fishing” waters that it had declared on its papers but toward Victoria, British Columbia, 750 nautical miles distant. Alfred Metcalf had been at sea, or at least on the water, for the better part of thirty years, making him a key man—maybe the key man at this point—in the opium ring. After all, in 1887, anyone could walk into any of a dozen perfectly legal businesses on Cormorant or Government Streets in Victoria and buy as much opium as he or she could afford. And the same person could go to Chinatown in San Francisco and sell that same opium at a neat and perfectly legal profit all day long. But unless you planned to pay the duty—and the men of the opium ring did not—all that opium wasn’t going anywhere without Halcyon, and Halcyon wasn’t going anywhere without Captain Alfred B. Metcalf.

Metcalf turned fifty-five that year, not changing careers, exactly, but definitely changing his life. Up to a point, that life had followed the steady and predictable course that every ship’s captain likes to see, but lately, there had been more than a few rocks and shoals. He was born in Chardon, Ohio, a farm boy a long way from the ocean, into a family of eleven children but left home for the sea. He did his apprentice work on the East Coast, sailing out of New York, where he met Katharina, a Prussian woman who was already a widow with two daughters, before he moved to San Francisco, setting up on the West Coast right before the Civil War. He established himself quickly and then brought his young family west to California for opportunities in San Francisco’s booming maritime trade. Like many mariners, he’d worked his way up from seaman to ship’s officer, and in San Francisco, he’d been made first mate on the ninety-eight-ton steamer SS Salinas in 1864.

This was a very promising position. Not only did it hold out the prospect of an eventual promotion to master—every ship’s officer’s goal—but Salinas was also part of a small and growing fleet owned by Goodall and Nelson, a little outfit with big plans. The company started out servicing ships in the San Francisco Bay area, providing freshwater from Sausalito and then entering the coasting trade with Salinas, its first steamer. It made regular trips out through the Golden Gate and down to Monterey, with stops in between, for the next twenty years, carrying freight and a few passengers and adding ships as it went.

Metcalf did get his promotion; by 1867, he was captain of Salinas, a position he would hold for seven years, and he was still with the company when it expanded again in 1874, taking on a partner and becoming the Goodall, Nelson & Perkins Steamship Company (GN&P). It immediately bought six large steamships from its rival, the Pacific Mail Steamship Company, and picked up some smaller ones, too, which gave GN&P new reach away from the Bay Area and the near California coast all the way to Washington, British Columbia and Alaska and as far south as San Diego. A year later, reorganizing as the Pacific Coast Steamship Company, it served twenty ports in California alone. Life must have looked very promising for Captain Metcalf, now sailing as master of the steam schooner ...

Table of contents

• Front Cover
• Title Page
• Copyright
• Contents
• Introduction
• 1. Sea Witch: The Enchanting Halcyon
• 2. Master Mariner: A Life on the Rocks
• 3. Wholesale Druggist in the Age of Drugs
• 4. “My God, I’m Shot!”: The Rubber Man
• 5. Hidden Hands: Silent Partners
• 6. The Prince and the Diplomat
• 7. From Customs Officer to King of the Opium Ring
• 8. Red Eagle and the Long Arm of the Law
• 9. By the Light of the Moon
• 10. Dope in Paradise
• 11. Clears for Yokohama
• 12. All the Opium in the World: Hong Kong in 1890
• 13. Shipwreck!: The End of Halcyon?
• 14. Cooked Books, Shattered Dreams and Sudden Death
• 15. With Every Hand against Her: Halcyon Returns
• 16. A Show of Maintaining the Law
• 17. A Near Thing: Close Call for the Opium Ring
• 18. And Two Monarchs Fall
• 19. The King Is Dead: Long Live the King
• 20. The Emerald Ring
• 21. Shattered Emerald
• 22. Old Fingers, New Rings
• 23. Death Shall Come to You from the Sea
• 24. Fitting Endings
• 25. The Witch’s War Is Over
• Bibliography
• About the Author