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Working Paper No. 2015-1

February 3, 2015

Creating “Paradise of the Pacific”: How

Tourism Began in Hawaii

James Mak

UNIVERSITY OF HAWAI‘I AT MANOA

2424 MAILE WAY, ROOM 540 • HONOLULU, HAWAI‘I 96822

WWW.UHERO.HAWAII.EDU

WORKING PAPERS ARE PRELIMINARY MATERIALS CIRCULATED TO STIMULATE

DISCUSSION AND CRITICAL COMMENT. THE VIEWS EXPRESSED ARE THOSE OF

THE INDIVIDUAL AUTHORS.

Creating “Paradise of the Pacific”: How Tourism Began in Hawaii

James Mak

Professor Emeritus of Economics

and

Fellow, University of Hawaii Economic Research Organization

University of Hawaii at Manoa

Honolulu, HI. 96822

U.S.A.

February 3, 2015

Abstract

This article recounts the early years of one of the most successful tourist destinations in

the world, Hawaii, from about 1870 to 1940. Tourism began in Hawaii when faster and more

predictable steamships replaced sailing vessels in trans-Pacific travel. Governments

(international, national, and local) were influential in shaping the way Hawaii tourism developed,

from government mail subsidies to steamship companies, local funding for tourism promotion,

and America’s protective legislation on domestic shipping. Hawaii also reaped a windfall from

its location at the crossroads of the major trade routes in the Pacific region. The article

concludes with policy lessons.

Key words: Hawaii, tourism, tourism development

Acknowledgement: I thank Dore Minatodani, Senior Librarian, Hawaiian Collection at the

University of Hawaii-Manoa Library, for her kind assistance.

Introduction

Hawaii is a dream vacation destination for millions of people around the world. U.S.

News and World Report rates Maui the best vacation destination in the U.S.

Maui is also rated

fourth best place to visit in the world, the second best place to honeymoon, and the best summer

vacation destination.

Kauai is second in the world in having the best beaches; Honolulu is

number five in best family vacations; and the island of Hawaii (Big Island) is fourteenth in the

best islands category. A group of expert travel professionals recently selected Hawaii as the best

destination among U.S. states in Travel Weekly

’

s 2014 “Readers Choice Awards.”

Hawaii has

won the award eleven times in a row. Not long ago (1999) the National Geographic Traveler

magazine included Hawaii in its list of “50 Places of a Lifetime: The World’s Greatest

Destinations.” Hawaii has been one of the world’s most popular tourist destinations for a very

long time.

In my earlier book, I wrote “Tourism, as it exists today in Hawaii, is essentially a post-

World War II phenomenon.”

The big increase in tourist numbers came after Statehood in 1959

and the start of jet plane travel between Hawaii and the U.S. mainland. Robert Allen’s memoir,

Creating Hawaii Tourism, also focuses on the post- World War II period.

In 1959, Hawaii

hosted nearly a quarter of a million visitors. Today, more than 8 million visitors come to Hawaii

each year.

http://travel.usnews.com/Rankings/best_usa_vacations/

http://travel.usnews.com/Rankings/Worlds_Best_Vacations/

http://www.travelweekly.com/News-at-TW/Travel-Weekly-Readers-Choice-Awards-

winners/?cid=eltrdb

Mak, 2008. p. 13.

Allen, 2004.

There were tourists in Hawaii before World War II. How far back depends on how one

defines “tourism.” Orvar Lofgren recalls a series of newspaper articles authored by Swedish

writer Carl Jonas Love Almqvist and published in 1840 that explored a relatively novel concept:

“What is a tourist?” Tourism is “a new mode of consumption…based on the idea of leaving

home and work in search of new experiences, pleasures, and leisure.”

I agree.

So does

Elizabeth Becker who writes: “Tourism is a frivolous pursuit: fun, sometimes educational in the

lightest sense, often romantic, even exotic.”

The United Nations World Tourism Organization

(UNWTO) is not as agreeable. According to the UNWTO tourism consists of “the activities of

persons traveling to and staying in places outside their usual environment for not more than one

consecutive year for leisure, business, and other purposes.”

By the UNWTO definition, the

British explorer Captain James Cook and the crew of his two ships, Resolution and Discovery,

were the first tourists to visit Hawaii in 1778.

Louis J. Crampon estimated the number of visitors to Hawaii all the way back to 1800.

Until the middle of the nineteen century, most visitors to Hawaii were merchant seamen and

whalers on shore leave while their ships were resupplied and refitted, often after spending many

months at sea.

Those folks were not on holiday. Tourism in Hawaii then was vastly different in

Lofgren, 1999, p. 5.

I have suggested that we use the term “visitor” to correspond to the UNWTO inclusive definition of

tourist, and the term “tourist” as someone who is traveling primarily for pleasure. Thus, a tourist is also a

visitor, but a visitor is not necessarily a tourist. Mak, 2004, pp. 3-4.

Becker, 2013, p. 8.

World Tourism Organization, 1993, p.1.

Kuykendall, 1968, Chapter II.

Crampon, 1976, p. 315.

According to Crampon, over 90 percent of the visitor arrivals in Hawaii between 1850 and 1869 were

whalers. Crampon, 1976, p. 125.

kind from what it is today.

In 2013, nearly 84 percent of Hawaii’s visitors came on pleasure

trips, and according to the Hawaii Tourism Authority, Hawaii’s most important tourist attraction

is its “unspoiled natural beauty.”

Mass tourism came to Hawaii after the 1950s, but its humble origin began decades

earlier, in the 1870s. That story has yet to be told.

There is very little research available on

how successful tourist destinations actually begin. This article provides a narrative of Hawaii’s

tourism history by going backward in time to when it all began. It ends in 1940. One major

challenge in writing this history is that statistics on tourist arrivals were not tabulated until 1921.

The reconstruction of that history must necessarily be largely qualitative. It is “soft” history. I

relied heavily on three main contemporary sources. The Hawaiian Almanac and Annual— more

popularly referred to as Thrum’s (Hawaiian) Annual— published between 1875 and 1974.

Second, the detailed and informative annual reports (1900-1959) of the Governor of (the

Territory of) Hawaii to the U.S. Department of the Interior (hereafter referred to as the

Governor

’

s Report). Third, the annual reports of the Hawaii Tourist Bureau between 1927 and

1931.

Contemporary newspaper stories round out the primary sources. As much as possible, I

let the original authors tell their stories. My contributions are to pull their writings together into

a coherent story and provide the necessary interpretations along the way.

How It All Began

Kuykendall, 1968, Chapter II.

Hawaii Tourism Authority, 1999, pp. 1-10.

Louis Crampon (1976) wrote a lengthy monograph on the history of tourism development in Hawaii

until the 1970s. It is descriptive, extremely detailed and highly informative but somewhat thin on

explanation in important places. The monograph was not published and thus not widely distributed.

Unfortunately, most of the reports were not preserved.

In a now classic article published in the Cornell Hotel and Restaurant Administration

Quarterly in 1974, Stanley Plog put forth his theory about how destinations begin and,

ultimately, end.

The first tourists to visit a destination are adventurers whom he called

“Venturers”. Not many of them, but they tend to be hardy, independent, and curious souls

seeking new experiences and authenticity rather than familiarity. Tourism in Hawaii began in the

same way. The islands were a big hit among early, curious visitors, and some of them wrote

glowing letters and detailed essays about their travel experiences in Hawaii.

The most famous

(or, soon-to-be famous) among them was an upstart newspaper correspondent and later author

and humorist extraordinaire named Mark Twain.

Mark Twain arrived in Hawaii on March 18, 1866 as a reporter for the Sacramento Union

with the intention of staying one month. As it turned out, he stayed four months. During those

months, he traveled extensively throughout the islands and kept detailed notes of what he saw

and experienced which he used to write 25 letters to the Sacramento Union.

Not long after he

returned to the mainland, he presented his first public lecture on the Hawaiian Islands in San

Francisco on October 2, 1866. For the next seven years he presented variations of that lecture

nearly a hundred times to audiences throughout the U.S. and in England. Hawaii received a lot of

free publicity. As much as he loved Hawaii, Mark Twain never returned to the islands he called

Plog, 1974.

See, for example, the article by E. S. Baker in Thrum’s Annual, 1877, pp. 27-40. Thrum described it

“as being the best descriptive article upon the Islands that has come within our notice and worthy of

preserving with us.” Baker wrote (p. 27): “[The Hawaiian Islands] possess the general attractive

characteristics of tropical groups and have a perfection of climate and remarkably charming scenery,

which, in many places I have visited, is so delightfully beautiful as to suggest being in an earthly

paradise.”

Day, ed., 1975.

“the loveliest fleet of islands anchored in any ocean.

In 1899, Mark Twain concluded a speech

in honor of a baseball team that had just returned from the Pacific (including Hawaii) with the

now famous tribute to his beloved Hawaii:

No alien land in all the world has any deep strong charm for me

but one, no other land could so longingly and so beseechingly

haunt me, sleeping and waking, through half a lifetime, as that

one has done. Other things leave me, but it abides; other things

change, but it remains the same. For me its balmy airs are always

blowing, its summer seas flashing in the sun; the pulsing of its

surfbeat is in my ear; I can see its garland crags, its leaping cascades,

its plumy palms drowsing by the shore, its remote summits floating like

islands above the cloud wrack; I can feel the spirit of its woodland solitudes,

I can hear the plash of its brooks; in my nostrils still lives the breath of

flowers that perished twenty years ago.

Another visitor, R. S. Smith wrote about the warm hospitality of Hawaii’s people:

“Nothing more genial, nothing more genuinely polite than the Hawaiian welcome ever greeted

the strangers to these shores.”

Today, Hawaii’s famous hospitality is known as the “Aloha

Spirit.”

One of my favorite articles was written by E. Ellsworth Carey:

The tourist and sightseeker who roams the earth over, seeking

At “http://bancroft.berkeley.edu/Exhibits/MTP/west.html; and http://spg.hubpages.com/hub/mark-

twain-in-hawaii).

Thrum’s Annual, 1884, p. 50.

Thrum’s Annual, 1893, pp. 88-89.

for the new, the strange and the marvellous, should give some

attention to the many and ever varied attractions of the Hawaiian

Islands justly termed the “Paradise of the Pacific.” The climate is

mild, equitable, delightful; any degree of temperature from the semi-

tropical to the everlasting snows may be experienced. The sea-

scented breezes are health-giving and refreshing. Ozone abounds.

Bathing in the emerald-tinted sea is a luxury. The elysian moonlight

entrances the traveler; the grand vistas that are spread out from the

tops of the craggy precipices are almost sublime.

The scenery is varied; it is beautiful and sublime by turns.

It is always changing. Sailing along the island coasts, the visitor

holds sky-reaching cliffs, verdure-coverers and cloud-covered. From

the empyrean heights dash silver streams in countless numbers. The

lights and shadows fill the soul of an artist with unspeakable longings.

At the foot of the giant battlements dash the white surges of the Pacific,

and their roar is echoed from a thousand lava caves.

An epitome of the world’s scenery is found in Hawaii. There

cliffs and caves; grand canyons and measureless waterfalls; spouting

caves and singing sands; bottomless and rivers of lava.

The crowning attraction is, doubtless, Kilauea; this volcano

contains an everlasting lake of fire and force, which has been the

the delight and wonder of thousands. It is always changing, and the

weird and awful sights of that wonderful caldron have been the subject

of countless letters, descriptions, writings and odes.

But its mystic grandeur can never be conceived; its appealing

beauty and unearthly spell can never be imparted. Stand over Kilauea,

as the shadows of night fall o’er the scene, and behold the indescribable,

unknowable, and incomprehensible. “Be still, and know that I am God.”

No traveler can visit the different islands of the Hawaiian group

and not feel amply repaid. He will receive a lasting experience, and the

odor of the flowers and the flash of waters on a coral strand will abide

with him forever.

Hawaii may have been the Paradise of the Pacific, but tourists must first get there.

Tourism means travel, and travel requires transportation. During most of the nineteenth

century, visiting Hawaii meant crossing the vast Pacific Ocean on a sailing ship from San

Francisco, a distance of some 2,100 miles.

At the height of the California gold rush (around

1850) diminutive schooners and brigs dominated the Hawaii trade.

Carrying freight was their

main business though passengers were also accommodated. Before steamships “our business

dealings with that port [San Francisco], which comprised more than all others combined…was

dependent upon sailing vessels, which served also for passenger accommodation and mail

opportunities, often weeks apart in arrival. Tourist travel was not encouraged thereby.”

During the peak of the whaling era, Hawaii had developed stronger commercial and, thus, shipping ties

with the east coast than with the west coast of the United States. The settlement and growth of California

and Oregon and the discovery of gold in California helped to shift the pattern of transportation from the

east coast to the west coast. The Civil War in the United States accelerated the shift of Hawaiian trade and

shipping from the Atlantic to the Pacific side of the United States. (Kuykendall, 1966, pp. 16-17).

Thrum’s Annual, 1931, p. 27.

Thrum’s Annual, 1923, p. 39. In 1861, 35 ships carrying mail arrived in Honolulu from San Francisco;

33 sailing vessels and 2 steamships. The average passage time was 14 days and 1 hour. Passage times

would require the arrival of regular steamship service to get tourism going in Hawaii.

Steamships provide greater speed and more predictable schedules than sailing vessels.

Mark Twain arrived in Honolulu on the steamship Ajax. Ajax’s inaugural round trip

voyage from San Francisco arrived in Honolulu on January 27, 1866 with 68 passengers.

After two round trips, the California Steam Navigation Company decided against offering further

voyages because the service was unprofitable without government subsidy. However, a year

later the U.S. postmaster general contracted with the California, Oregon and Mexico Steamship

Company to provide monthly mail service between San Francisco and Honolulu for a period of

10 years. The steamship Idaho arrived in Honolulu under the provisions of the mail contract on

September 17, 1867. That marked the beginning of regular steamship service between the U.S.

mainland and Hawaii.

In 1871, the California, New Zealand, and Australia Steam Navigation Company

inaugurated steamship service between San Francisco, Honolulu, the South Pacific, Australia and

New Zealand. That trial was short-lived. The last sailing from Sydney was in 1873.

The route

was taken over by the British flag Australasia and American Mail Steamship Company, Ltd., but

that venture ended after one year.

ranged from 8 days and 17.5 hours to 24 days for sailing vessels; the average was a little over 14 days.

The two steamers (each) arrived in 11 days. Regular packets took between 13 to 14 days. (Pacific

Commercial Advertiser, February 28, 1862.) Average passage time on steamships would fall to around 7

days in the 1880s and to 5 days on the fastest passenger steamers by the 1930s. Travel between San

Francisco and Honolulu was pretty safe. The Pacific Commercial Advertiser, February 28, 1862, noted

that there had not been a loss or serious accident for 10 years.

Pacific Commercial Advertiser, February 3, 1866.

Kuykendall, 1966, p. 170.

Stindt, 1982, p. 51.

In 1875 the Pacific Mail Steamship Company resumed steamship service between San

Francisco and Australia with a layover in Honolulu. From San Francisco, ships made stops in

Honolulu and Auckland, New Zealand en route to Sydney, Australia, and vice versa. With the

completion of the transcontinental railroad across the U.S. (in 1869), it was faster for England to

communicate with its “Colonies” in the South Pacific using rail and steamer service via San

Francisco and Honolulu than via the Suez Canal.

It was also a cheaper and more comfortable

route and thus favored by British settlers traveling between their homeland and the Colonies.

For steamship companies, providing service to the Land Down Under was lucrative only because

of government mail contracts; for the Pacific Mail Steamship Company, it meant a $210,000

annual subsidy for 10 years.

While freight and mail were the most important cargo between Australia and San

Francisco, steamships also carried sizable number of passengers. For example, the 11 steamships

en route to San Francisco from Sydney and Auckland in 1875 carried a total of 1,121 passengers,

10 to Honolulu, 227 from Honolulu, and 884 were in-transit. The 12 vessels en route to

Auckland and Sydney from San Francisco carried a total of 855 passengers, 264 to Honolulu, 24

from Honolulu, and 567 were in-transit. Thus there were many more passengers passing through

Honolulu than passengers going to Honolulu.

Kuykendall, 1966, p. 172.

“It has been noticed, frequently, too of late, how gradually and surely this route is gaining favor with

the traveling world as against the Suez line; this being one of continuous pleasure and instruction,

restoring the invalid and adding vigor to the strong; while the other is one of decided discomfort and

continuous anxiety, being both unbearably hot and less or more unhealthy.” Pacific Commercial

Advertiser, July 20, 1878.

Worden, 1981, p. 12. Pacific Mail already had a U.S. mail contract to provide service between

California and the Orient.

Thrum’s Annual, 1876, p. 55. Of the 11 ships that stopped in Honolulu en route to San Francisco in

1875, the average layover was 19 hours; only 3 ships stayed at least 24 hours, the longest layover was 30

Pacific Mail maintained its service between Australia, Honolulu and San Francisco for an

uneventful 9 years; the service ended after its mail contract expired on October 1, 1885. Oceanic

Steamship Company stepped up to fill the void. Fred Stindt summed up its history as follows:

“The history of the Oceanic Steamship Company is a story of dogged determination to expand

American shipping to the South Seas and the “World Down Under”—New Zealand and

Australia.”

Founded in 1881 by Hawaii Sugar King Claus Spreckels, Oceanic entered the San

Francisco-Honolulu trade in 1882 with a chartered steamship; then expanded its service in 1883

with two new 3000-ton steamships.

After Pacific Mail and Steamship Company ended its

Australia-San Francisco service, Oceanic signed a five-year $200,000 per year mail subsidy

contract with the New South Wales and New Zealand governments to continue the service to

Australia and New Zealand. The U.S. government contributed money toward that contract, and

between 1888 and 1891 the Hawaiian government contributed $1,500 per trip.

As with the

Pacific Mail and Steamship Company, “…the single factor that kept the ships sailing was

subsidy.”

hours, the shortest was 6 hours. Of the 12 ships bound for Auckland and Sydney, not one stayed at least

24 hours; the average layover was 17 hours, the longest was 21 hours and the shortest was 8 hours. These

layover times remained pretty much unchanged over the years. The Governor’s Report to the Secretary of

the Interior in 1906 noted (p. 41) that “All through steamers as a usual thing, so arrange their schedule as

to arrive at Honolulu in the morning, stay in port from 8 to 30 hours.”

Stindt, 1982, p. 51.

Stindt, 1982, p. 53. The American-Hawaiian Steamship Company, incorporated in 1899, also served

the Hawaii trade focusing primarily on the Hawaii-West Coast-East Coast route. It was strictly a freight

carrier and did not carry paying passengers. Cochran and Ginger, 1954.

Stindt, 1982, p. 53.

Stindt, 1982, p. 51.

Hawaii benefited financially from government mail subsidies to trans-Pacific steamship

companies as passengers passing through Honolulu could play tourist for a day during their

several hours of layover in Honolulu. The economic value of one-day tourism did not go

unnoticed. Thrum

’

s Annual, 1894 observed that during a very difficult year of 1893:

While trade in general has felt depressed this past year…Still

we have benefitted somewhat by the extra through travel by

the frequent steamers to and fro between the occident and orient,

as also in the new line established between the Colonies and

Vancouver via this port…”

At the end of the day lei-decked departing passengers were sent off with Hawaiian music

provided by the Royal Hawaiian Band. “Steamer Days” would later be extended to all departing

ships in the Honolulu-San Francisco route “to give the local boat with departing residents and

tourists as good a sendoff.”

Through passenger counts at Honolulu varied from year to year; there were 1,707 through

passengers in 1875. The average for 1880-81 was 3,239; 4,026 for 1890-92 and 5,833 for 1892-

94.

Much of the increase was due to passengers traveling to Asia from ports on the west coast.

For example, in 1881, 2881 passengers passed through Honolulu of which 911 (31.6 percent)

were traveling to China from San Francisco, Callao (Peru) and Oregon.

A decade later in 1891,

Honolulu received 4,984 through passengers, of which 2,503 (50.2 percent) were traveling

Thrum’s Annual, 1901, pp. 108-109.

Schmitt, 1977, p. 451.

Thrum’s Annual, 1882, p.29.

between China or Japan and San Francisco, British Columbia or Mexico.

Honolulu, being at

the “Crossroads of the Pacific”, was a natural layover for ships to buy provisions, fresh water,

and fuel for steamships.

The signing of the Reciprocity Treaty between the U.S. and the Kingdom of Hawaii in

1876, which permitted sugar grown in Hawaii to be shipped to the U.S. duty free, greatly

stimulated sugar production and overall economic activity in the islands. Demand for shipping

increased sharply. More shipping was required to transport sugar from the outer islands to

Honolulu and then on to the U.S. mainland. More shipping was needed to carry more goods to

Hawaii as well. Shipping was the lifeline of Hawaii. Thrum

’

s Annual, 1881 observed “… that

we import nearly everything that we eat, drink, wear, or use, and San Francisco is our principal

source of supply. We are producers and exporters of sugar, rice, and a few other minor articles,

but importers of all else.”

More shipping service meant potentially more visitors and tourists.

With direct service between the U.S. mainland and Honolulu and through trans-Pacific

service via Honolulu, Hawaii was able to tap into two potential tourist markets—tourists bound

for Hawaii as their final destination and travelers in transit to other destinations beyond Hawaii.

Thrum

’

s Annual, 1888 expressed its optimism for this opportunity as follows:

The two or three lines of sailing packets that used to suffice, with their

passages of from ten to twenty or more days from San Francisco, are

now strengthened by direct monthly steamers of the Oceanic Steamship

Thrum’s Annual, 1893, p. 35.

Thrum’s Annual, 1881, p. 63.

Thrum’s Annual, 1888, p. 65.

Company, as also the monthly call, both ways, of their Australia, New

Zealand and San Francisco line of steamers, all of which vessels make the

trip in seven days between this port and San Francisco, and often times

less. These boats fitted with every comfort for passengers, and officered

by courteous and experienced men, make it a pleasure trip in every sense of

the word. The natural consequences has been to encourage in a marked degree

the travel of tourists and others, whether in pursuit of health, pleasure or

profit. And it is but the beginning of what these islands are destined to attract

when the facts of our climate and natural attractions become known to the

intelligent public.

Optimism on tourism’s future in the islands still had to be tempered by the reality that

Hawaii was not there yet.

The number of destination-Hawaii visitors were disappointingly low.

The fact that Hawaii has been the most extensively written about of all

the groups in the Pacific reflects rather upon the reading world when our

advantages, as presented year after year, seemed to be ignored by so

large a proportion of the world’s sightseers and tourists, as well as seekers

for investments and developers of new enterprises, or latent industries.

With all our steamship and sailing packet opportunities, giving us almost

weekly communication with San Francisco, monthly with the Colonies,

Thrum’s Annual, 1892, p. 134; see also the 1885 issue, pp. 74-75

frequently with China and Japan, it is the tourist “in transit” who predominates

in sight-seeing around the islands—accidental visitors as it were—rather

than planned parties to spend a certain number of weeks or months here,

to learn the comforts of tropical life as shown in Honolulu, either in its

well appointed hotels, or amid its attractive homes, or to see the greatest

of all “lions”, the renowned volcano of Kilauea.

Obstacles to Tourism Development

Why weren’t more tourists coming to Hawaii as their final destination?

Apparently the chief cause of the past failure to make Honolulu and other

places on the group adequately appreciated, as wintering resorts for invalids,

or those who dread the rigors of winter in the eastern and northern portions

of the United States, has been because of the failure to properly advertise

the manifold attractions of the group, or even to set forth, specifically, the cost

of the trip to these islands and of a sufficiently long sojourn here to

make acquaintance with the scenery, the climate and the agricultural development

of the group.

Cost was an important factor. Beginning in 1885 (through 1904) Thrum’s Annual began

to publish a special section on information for tourists. From the Annual, one can get a pretty

good idea of what it would have cost to take a pleasure trip to Hawaii. For example, the 1885

Thrum’s Annual, 1885, pp. 74-75.

issue showed that a round trip steamship ticket (good for three months) between San Francisco

and Honolulu cost $125. The one-way voyage would take 7 days. Lodging (including meals) at

the Hawaiian Hotel in Honolulu cost $3 per day. (Cheaper accommodations were available in

many private homes.) On Oahu “the bathing beach of Waikiki, the beautiful valleys of Manoa

and Kalihi, the famous Pali, the picturesque land-locked bay known as Pearl River—all of these

and a score of other places are within easy access of town.” A four-day trip around part of Oahu

by carriage or horseback cost $30 to $60. “Suburban” excursions would cost $3 to $10 each.

Tours to the Neighbor Islands by steamships were also available through one of two inter-island

steamship companies. For example, an all-inclusive tour of Hawaii Island, including a visit to

the Kilauea Volcano, was estimated to cost $75. A one week tour to Maui that included visits to

Haleakala, the largest extinct volcano in the world, the “grandly gloomy valley of Wailuku, [and]

the extensive plantation and sugar mills of Spreckelsville” could be purchased for $50. The

same price for a one week tour of Kauai, “including a visit to the ‘Sounding Sands’ of Waimea,

the world-famous sugar estate of Lihue, and the lovely water falls and fern glens of the ‘Garden

Island’s many valleys.”

One visitor to Hawaii in 1884 suggested a visit to Hawaii from San Francisco should

allow three weeks in Hawaii and two weeks for ocean passage.

The estimated total cost would

be $270, including round trip steamship fare ($125), room and board ($70), inter-island

steamship fare (including meals) ($25), horse rentals ($35), and extras ($15). That’s a pretty

Spartan trip compared to the potential expenditures on the varied commercial tour options

described in Thrum

’

s Annual, 1885. Considering that the average annual earnings in all US.

Pacific Commercial Advertiser, 1884, April 10.

industries in 1890 was less then $500, a trip to Hawaii was quite a luxury.

No wonder most of

the tourists sightseeing in Honolulu then were “accidental” visitors passing through Honolulu on

their way to other places.

Businessmen in Hawaii were aware of the high cost of taking a pleasure trip to Hawaii.

The solution?

Hawaii desires to attract to its shores her share of tourist travel

of the wealthy and leisure class for the enjoyment of her

attractions, and the investor for the development of her tropical

resources.

Beginning of Tourism Promotion

If Hawaii couldn’t do much to make a vacation in the islands more affordable, it could do

something about the lack of information and advertising. During the 1870s, the Hawaiian

government began to promote the islands by displaying photographs at exhibitions, including

Vienna (1873) and Philadelphia (1876).

In 1875, newspaper editor Henry M.Whitney published

the first tourist guide to Hawaii, The Hawaiian Guide Book for Travelers.

In 1888 King

Kalakaua granted a royal charter to publish Paradise of the Pacific newspaper/magazine to

promote Hawaii.

The early issues of Paradise sought to sell Hawaii as a health resort.

Still,

U.S. Census Bureau, 1949, p. 55.

Thrum’s Annual, 1903, pp. 158-159.

Davis, 2001, p. 102.

At http://airandspace.si.edu/exhibitions/hawaii-by-air/online/paradise/tourism-blossoms.cfm

At http://airandspace.si.edu/exhibitions/hawaii-by-air/online/paradise/tourism-blossoms.cfm; Crampon,

1976, p. 222. The magazine continued publishing until the 1960s.

Crampon, 1976, pp.143-151. Crampon argues that appealing to people’s health consciousness seemed

more acceptable to American puritanical values that emphasized hard work over leisure.

“only desultory individual efforts to promote Hawaii had been made. To insure a steady flow of

tourists it was necessary to spread broadcast the witchery of Hawaii’s native life, the spell of her

natural wonders, and the charm of her scenery and climate---in other words, to advertise.”

1892, businessman Lorrin A. Thurston proposed a new organization that would make a

“systematic effort to advertise the islands on a large scale.”

The September 1, 1892 issue of the

newspaper, The Friend, reported the announcement of the creation of the Hawaiian Bureau of

Information (HBI):

Under this title a corporation of leading businessmen has been organized

with a capital of 2,000 shares of $10 each. W. G. Irwin President, and L. A.

Thurston, secretary. Its objective is to disseminate information abroad, attract

travel and immigration, create new industries, encourage the establishment

of hotels, sanitariums, etc., and everything that will promote the development

of these Islands. We regard this as a movement of the greatest promise, and

likely to secure the active co-operation of people of all classes. Payment on

shares are to be made at fifty cents a month.

The Pacific Commercial Advertiser reported in its October 1, 1892 issue that several hundred

dollars per month had been collected and the amount was expected to reach between $800 and

Thrum’s Annual, 1923, p. 77.

Davis, 2001, p. 102; originally from the Hawaiian Gazette, 1 March, 1892.

$1,000.

However, nearly a year and a half later, The Planter’s Monthly reported that the

Bureau of Information “was not in a prosperous condition.”

That would not be surprising since

voluntary contribution schemes to fund generic tourism promotion tend to fail due to

freeriding.

When people are asked to contribute voluntarily, most expect someone else to pay

since they, the non-contributors, will also benefit. The way to minimize freeriding is to tax the

industry and use the revenue to fund promotion.

After the overthrow of the Hawaiian

monarchy in 1893, HBI became dormant as the organizers redirected their efforts to seek

annexation by the U.S.

HBI failed, but that would not be end of collective efforts to promote

tourism to Hawaii.

Why Develop Tourism?

After the ratification of the Reciprocity Treaty in 1876, the sugar industry experienced

explosive growth. By the end of the nineteenth century, sugar had become Hawaii’s dominant

industry. Thrum’s Annual, 1896 observed “One cannot doubt that the prosperity of the islands is

due almost wholly to its sugar industry.”

Hawaii was prospering from sugar and didn’t seem to

need tourism to shore up its economy. The government treasury recorded more years of

surpluses than deficits.

Hawaii didn’t have an abundance of capital or labor to spare either. Indeed, shortly after

the Treaty was signed, Thrum

’

s Annual, 1878 reported that “Trade in general has felt the

Pacific Commercial Advertiser, October 1 1892.

February, 1894, p. 63.

Bonham and Mak, 1996.

This is how it is done in Hawaii today. Hawaii taxes transient accommodations and dedicates part of

the revenue for tourism promotion. See Mak, 2008, pp. 81-85.

Davis, 2001, p. 102.

P. 108. MacLennan (2014) describes Hawaii’s sugar industry as “sovereign sugar.”

inconvenience of this condition of affairs, no doubt brought about by the absorption of all

moneys obtainable for the development of sugar growing, and which will be some time before it

shows return.”

Sugar’s thirst for capital was already sapping capital available to other

industries. Unlike many developing island countries plagued by surplus of unskilled labor,

Hawaii had the opposite problem. Because of the Reciprocity Treaty, demand for labor “far

exceeds the supply.”

There were several reasons why Hawaii sought to grow tourism. First, it was simply a

business opportunity that was waiting to be exploited. There were local businessmen who were

keenly interested in tourism development and worked tirelessly to achieve their goal. Arguably,

at the top of that list was Lorrin A. Thurston. Thurston, a lawyer, publisher of the Honolulu

Advertiser, and businessman, is best known as one of the leaders that orchestrated the overthrow

of the Hawaiian Monarchy in 1893 and later headed the commission to Washington to negotiate

Hawaii’s annexation by the U.S. He was also a champion of tourism. As the first minister of

the interior for the Kingdom of Hawaii (1887-1890), he was responsible for building the road

between Hilo and Kilauea Volcano. He had a sizeable financial interest in the Volcano House

Company that, in 1891, bought the iconic Volcano House hotel that sits on the rim of Kilauea

Volcano.

He became the company’s president in that year.

He led the establishment of the

Hawaiian Bureau of Information in 1892. Later, he would head the Hawaii Promotion

Committee (established in 1903) and predecessor to the current Hawaii’s Visitor and Convention

Bureau. In a very public feud in 1927, he argued with pineapple industry founder, James Dole,

P. 55.

Thrum’s Annual, 1878, p. 52.

Crampon, 1976, p. 92.

Pacific Commercial Advertiser, August 11, 1891.

over legislative appropriations for tourism promotion.

Dole argued that the tourist bureau

should stand on its own feet because tourism was no longer an infant industry. Dole further

argued that steamship companies should bear a larger share of the burden of financing tourism

promotion.

Thurston replied that tourism’s economic benefits trickle down through the entire

community. “The butcher, the baker, the candle-stick maker…” and so on.

Thurston prevailed.

Between 1906 and 1916, he (and others), lobbied Washington to establish the Hawaii National

Park. The Park was created by an act of Congress in 1916 and placed under the National Park

Service. Long time Hawaii tourism executive Robert Allen credited Thurston as having “created

the foundation for Hawaii tourism.”

Second, even though Hawaii’s economy was booming because of sugar, how well it

performed in any given year depended on the price of sugar. However, the price of sugar was

notoriously volatile. The need for economic diversification was aired publicly as early as 1885:

An effort was made in the early part of 1885 by one of our leading

papers, in a series of suggestive articles, to arouse public

attention to the advisability of seeking by diversified industries,

to stem the tide of business depression the islands were experiencing

through the low rates of the sugar market consequent upon having

Honolulu Advertiser, March 26, March 29, April 2, April 3, April 5, April 13, and May 26, 1927.

There was already ill will between Dole and the Honolulu Advertiser (published by Thurston) and the

Hawaii Tourist Bureau. Dole alleged that the Honolulu Advertiser was more interested in tourism than in

pineapples. See Hawkins, 2007, pp. 154-155.

I borrowed the quote from a well-known English language nursery rhyme, Rub-A-Dub-Dub.

Allen, 2004, p. 196.

Thrum’s Annual, 1893, p. 105.

“all our eggs in one basket.”

With the passage of the McKinley Bill (1891) which eliminated Hawaii’s sugar tariff

advantage, there was “a general recognition now of the importance of diversifying our

products.”

Diversification, however, meant finding other agricultural commodities to export.

And Hawaii experimented with many products, including pineapple, rubber, cotton, tobacco,

sisal and silk. Only pineapple would achieve great success to become Hawaii’s second largest

commodity export. Tourism was not one of the “products” mentioned. Nonetheless, the

potential value of tourism as a moderating economic force was noticed:

There was a third, and more sinister, reason why some businessmen in Hawaii wanted to

promote tourism. After the Hawaiian Bureau of Information closed down, the Merchants’

Association of Honolulu formed a three-person committee consisting of J. G. Rothwell, J. F.

Humburg, and Wm. Lishman to study the merits of promoting tourism. Their report, published in

the August 1902 issue of the Paradise of the Pacific, contained the following passage:

It is up to the representative people of Hawaii to decide whether or

not this Territory shall or shall not secure a trade that is admittedly

large and profitable in itself, besides being a business that properly

directed cannot fail to result in bringing us ultimately an increased

and permanent population of the most desirable character. [Italics added

for emphasis.]

Thrum’s Annual, 1893, p. 105.

Thrum’s Annual, 1894, p. 134.

Paradise of the Pacific, 1902, pp. 16-18 and reproduced in Crampon, 1976, pp. 223-227.

And who were these “permanent population of the most desirable character” that could be

brought to Hawaii by increased tourism? Caucasians!

In her recent book, Christine Skwiot argues that the defunct Hawaiian Bureau of

Information was part of a plan by a group of annexationists to get Hawaii annexed by the U.S.

Skwiot writes:

The Secret Annexation Club and the public HBI became twinned

branches of their movement: the former charged with plotting against

queen and kingdom, and the latter with making Hawaii more like a

white republic and a part of the United States.

The Rothwell-Humburg-Lishman passage didn’t merely state the extremist view of a few

white businessmen in Hawaii. At the time the view was widely held amongst the Caucasian

business and political elite (who frequently were the same people). To illustrate, in August and

September of 1889 a number of public meetings were held in Honolulu over the “Chinese

Question.” The issue was whether or not Chinese should be allowed to immigrate freely to

Hawaii. A petition submitted by a citizen committee opposed to unregulated Chinese

immigration requested an extra legislative session to consider the question. The Cabinet

responded that an extra session was unnecessary and that the information that it had gathered

was sufficient to support their case. As reported in Thrum’s Annual, 1889, the response of the

Cabinet contained the following passage:

In the light of history, with the experience of what has happened and

Skwiot, 2010, p. 38.

P. 84 and p.86.

is now happening in other countries, the Ministers feel justified in saying

that unless adequate measures are adopted, Oriental civilization will

extinguish, and be substituted for the Anglo-Saxon civilization of this country.

The second proposition above stated is, that the perpetuation of Anglo-Saxon

civilization is essential to the continuance of a free government and of the

political independence of this Kingdom.

Ironically, it was the “Anglo-Saxon civilization” that later (and illegally) brought an end to the

“free government” and “political independence of the Kingdom.”

After the overthrow of the Hawaiian monarchy and the establishment of a republic, the

President of the new republic Sanford Dole wanted to start a homestead program on former

Kingdom lands. The objective of homesteading was to encourage white immigration to offset the

growing Asian population. The program was not successful as few homesteads were

developed.

The Hawaii Promotion Committee

The failure of the Hawaiian Information Bureau (HBI) did not discourage the local

business community from forging ahead with efforts to promote tourism to the islands. The year

Coffman, circa 2009, p. 242. In a speech at the June, 1895 meeting of the Social Science Club in

Honolulu, Professor W. D. Alexander explained the benefit of encouraging immigration from the

mainland U.S. without referring to “race.” He said, “…to ensure the success of this republic, it will be

necessary to build up and foster an intelligent middle class, who understand the principles and the

methods of Anglo-Saxon self-government.” Presumably these desirable middle class American

immigrants would mostly be “white.” Thrum’s Annual, 1896, p. 124.

1903 was a game changer with the founding of the Hawaii Promotion Committee (HPC).

with the earlier Hawaiian Bureau of Information, the effort was organized by the business

community spearheaded by the Merchants’ Association and the Honolulu Chamber of

Commerce.

Article IV, Section 13 of the By-Laws of the Honolulu Chamber of Commerce

states:

The Hawaii Promotion Committee shall advertise the attractions

of the Territory of Hawaii, promote tourist travel, disseminate

literature and, by correspondence with tourist agencies, steamship and

railroad companies, endeavor to enlists their aid and assistance in

directing travelers and tourists to the Territory.

HPC was different from the earlier failed experience with the Hawaiian Information

Bureau in two important ways. First, HPC was more focused on tourism. Second, start-up

funding was sought from the Territorial Government. With a recommendation from Governor

Sanford B. Dole, the Legislature appropriated $15,000 toward the effort, matched by an equal

sum from the business community. With money in hand, a secretary (E. M. Boyd) was hired; an

office in the Alexander Young building was leased; promotional materials for magazines and

This was 34 years before the U.S. established the United States Tourist Bureau by the Secretary of the

Interior on February 4, 1937 in the National Parks Service. The Bureau was transferred to the Office of

the Secretary in March 1939. It was renamed the United States Travel Bureau with permanent status

through an act of Congress and signed into law on July 19,1940 with an appropriation of $75,000 for

fiscal year ending June 30, 1942. At http://library.case.edu/ksl/collections/govdocs/travel/bureau.html;

U.S. Department of the Interior, Annual Report of the Secretary of the Interior, 1941, p. 296.

The Merchants’ Association was formed in 1901. In 1913 the two organizations merged and HPC

became a regular standing committee of the Chamber. Thrum’s Annual, 1923, pp. 76-82.

Mak, 2008, p. 105.

newspapers were prepared; and a New York advertising agency was retained to place full and

quarter page ads in leading journals that had an estimated combined readership of seven million.

According to Boyd:

That it has been effective is evidenced from the fact that of the

first 100 letters received by the committee at its headquarters,

there were represented 15 states and 2 territories. England and

Germany contributed later, and almost every state of the Union

is now on the list of those which have asked for matter relative to

Hawaii.

[The railroads and steamship lines] were heartily in accord with its work,

and the assistance received from that quarter has been of the very first order.

The folders of the committee were generally distributed through the agencies of

the railroad lines, and they have thus given publicity at comparatively small

expense. The booklets of the committee have been spread over all the earth,

for the steamship lines gave them a chance to reach travelers in China, Japan, the

Indian Ocean and Australia, while the agencies in Europe were kept supplied so

that it is known that the publications have found readers in every land where

travel is sought.

Thrum’s Annual, 1904, pp. 174-175.

Over the years, public funding helped to ensure HPC’s survival. In his annual report to

the U.S. Secretary of the Interior in 1906, Hawaii Governor George R. Carter gave the following

reason for Territorial Government funding:

…an organization at present supported by the merchants of Honolulu,

but which has attained such public importance and appreciation that

the two great political parties recommend, in their current election

platforms, that it be maintained from the Territorial treasury.

In the Territorial Government’s biennium budget for 1908-1909, $3,000 were

appropriated each year to HPC; between 1912 and 1919, annual appropriations were increased to

$6,000 and then to $9,000 each year for 1920 and 1921. After 1921, Territorial appropriations

increased steadily from $22,500 in 1922 to $75,000 each year between 1928 and 1933. At the

bottom of the Great Depression in 1933, Territorial Government appropriation accounted for

almost 65 percent of the total tourism promotion budget.

The largest appropriation before

World War II was $175,000 for the 1937-1939 biennium, accounting for 35 percent of total

expenditures by the Bureau in those two years.

There were other sources of public funding. For example, in 1922, regular funds

came from 4 sources:

$22,500 from the Territorial Government; $20,000 from a voluntary

tonnage tax, equal to one-half of the proceeds from the 10 cents per ton voluntary tax on all

P. 11.

Schmitt, 1977, p. 280.

Thrum’s Annual, 1923, p. 80.

incoming freight except government freight;

$3,000 from the City and County of Honolulu;

and $14,500 from public subscriptions. Thus, public subscriptions (or private funding)

accounted for less than one-quarter of the $60,000 regular budget in that year. The “voluntary

tax” is an oxymoron since a “tax” that is voluntary is not a tax. It’s a charitable contribution. Like

public subscriptions, the voluntary tax would not solve the problem of freeriding, forcing HPC

and its successor organizations to constantly lobby for bigger government appropriations.

During its long history HPC changed its name several times. It became the Hawaii

Tourist Bureau in 1919,

the Hawaii Travel Bureau in 1944, the Hawaii Visitors Bureau in 1945

and finally to Hawaii Visitors and Convention Bureau in 1997. In 1959, the Hawaii Visitors

Bureau was separated from the Chamber of Commerce and became a nonprofit corporation

because it was felt that the new State government would likely be more willing to support a

private entity than a business organization.

In addition to tourism promotion, HPC started a research program to collect tourism data

(around 1911). The first attempt compiled first-class ship passenger arrival statistics. That

wasn’t very useful because immigrants and returning residents were among the arrivals. In 1915,

HPC began to differentiate in-transit (through) passengers from those coming specifically to

Hawaii. Then, in 1921, passenger statistics were refined to differentiate tourists from residents.

The first statistics of tourist arrivals in Hawaii provided by the Hawaii Tourist Bureau showed

The other half went to the Palama Settlement, a non-government social service organization founded in

1905 after the Great Chinatown Fire of 1900 to help immigrants, the displaced and the poor. See

http://www.palamasettlement.org/history

Hawaii’s four counties were created in 1905. In 1909, the island of Oahu was designated as the City

and County of Honolulu.

The Bureau, and (indeed, the tourist industry) was suspended during World War II.

8,000 tourist arrivals in 1921; a more detailed tabulation for 1922 counted 9,676.

Because only

visitors who stayed at least two days were counted, through passengers were not counted as

tourists. In 1928 HPC’s successor organization, the Hawaii Tourist Bureau, began to survey

tourists on how much money they actually spent in Hawaii.

The Hawaii Tourist Bureau (HTB) even attempted to perform a crude benefit-cost

analysis on the $100,000 spent for publicity, advertising and information during 1923.

“Crude”

because HTB did not have information on visitor spending and trip duration; those had to be

assumed.

HTB guessed that the 12,000 tourists, combined with steamship companies and

others, spent approximately $2.5 million during their stay in Hawaii. Thus, “the amount we spend

is only 4 percent of what we get, which is certainly a good return for our money.” While the

arithmetic was correct, the analysis was not. How many additional tourists did HTB entice to

come to Hawaii beyond those who would have come anyway? It was certainly not 12,000!

Hawaii Tourist Bureau’s Annual Report for 1930 provided the following comparison of

tourism revenues vis-a-vis advertising expenditures between 1921 and 1930:

Hawaii tourists have left $75,000,000 here in the past ten years.

This is a conservative estimate that does not include expenditures

Hawaii Tourist Bureau, 1931. Earlier estimates exist. The Pacific Commercial Advertiser (September

30, 1887) estimated the annual inflow of tourists to Hawaii at between 600 to 700. Hawaii State

Statistician Robert Schmitt reported the number of tourists for 1886 at 2,040 (Schmitt, 1977, p. 273). The

Pacific Commercial Advertiser estimated the number of pleasure travelers in 1899 at 3,189 (1900, March

6), and 1000 in 1907 (1907, May 23). Obviously, these estimates differ wildly.

Thrum’s Annual, 1925, pp. 84-87.

HTB assumed unrealistically that each tourist stayed 10 days in Hawaii and spent $10 per day;

steamship companies and others spent another $10 per day per visitor. HTB correctly did not include any

spending by the 19,492 through cabin passengers. Their visits likely were not enticed by HTB

advertising.

by ships’ crews… or other elements incidental to the tourist industry.

The per capita tourist expenditure of $492.15 was determined by a

series of personal questionnaires.

During that period a recapitulation of Tourist Bureau expenditures

shows a total of $1,163,000 for all expenditures by the Bureau or

about 2 percent of the whole.

The Bureau concluded:

Experience has proved that for every dollar Hawaii invests in

advertising, 50 NEW dollars flow back to the Islands; money

spent by visitors.

Again, correct arithmetic but wrong analysis.

HPC wasn’t only a marketing organization. While it was busily selling Hawaii as a

desirable tourist destination abroad, at home it carried the torch to make Hawaii more attractive

to tourists. For example, it played a leading role in 1905 and 1906 in raising public interest to

beautify Honolulu:

The Hawaii Promotion Committee rendered good service in

arousing public interest to the subject [ of beautifying Honolulu]

and launching forth the movement under its auspices. Though largely

Hawaii Tourist Bureau, 1930, p. 2.

Thrum’s Annual, 1906, p. 193.

in the interest of “tourist attraction” it nevertheless appealed to all officials,

property owners, and householders to do their part in improving

the conditions of the city and increasing its attractiveness.

The City Council retained a “city beautifier” (Chas.Mulford Robinson) to provide

suggestions on the development of a park system for Honolulu. Robinson’s 37-page report,

completed on March 14, 1906, went way beyond that. It included recommendations for street

plans, tree planting (inside lot lines, and not on the narrow walks), signs (of little value when

everybody has them), poles (ought to come down), fences (front fences should go), and so on.

Perhaps the most important part of the report was the General Considerations that guided the

development of Robinson’s recommendations. While HPC’s motivation for city beautification

was to boost tourism, Robinson offered a different view on how to beautify the city in a way that

would benefit residents and tourists:

Among these [General Considerations] might fittingly be discussed

the future of Honolulu as the playground of the Pacific tourist travel.

There should be a higher appeal than commercial motives. Whatever

development is given the city and its surrounding country should be first

of all for the comfort of its own citizens, who pay the bills and live—not visit—

here. What will improve it for them, make it better worth living in, add to the

comfort and pleasure in life of its own citizens, and make it more beautiful to

Thrum’s Annual, 1906, pp. 189-190.

them and add to their contentment and happiness will also make it more attractive

to strangers.

In other words, in developing tourism, the wellbeing of residents should come first. What is

good for residents is also good for tourists. From Thrum’s Annual, 1923:

“Lovely Honolulu!” “Beautiful city in the ‘Crossroads of the Pacific!”

These and other appreciative epithets are applied to our “home-town”

more frequently in recent years, partly through the annually increasing

number of tourist-visitors, many of whom pay us these compliments, they

tell us, by comparison with famous attractive resorts visited in their

world-tours, and partly the fact that the “seed-sowing” of our city beautifiers

of not very long ago is already returning due reward.

HPC succeeded in persuading the Bishop Museum to open its doors to the general public

five days, instead of two days, per week beginning in September 1911.

It pushed for a wharf to

be built on Maui, arguing that the island wasn’t getting its rightful number of tourists because

visitors at Lahaina had to land by boat.

It urged a public golf course be built at Kapiolani Park

because the only course was the private Oahu Country Club.

It came up with the idea of

developing an amusement garden in Waikiki that might benefit both residents and tourists. The

garden would have an arcade, curio shops for tourists, a pavilion for musical concerts, a

restaurant, a Japanese garden, children’s playground, and a bathhouse for swimmers and canoe

P. 34.

The Hawaiian Star, September 2, 1911.

Pacific Commercial Advertiser, September 1, 1915.

Honolulu Advertiser, March 15, 1915.

paddlers, and it would not mar the view of “Old Waikiki Bay.”

The proposal was “heartily”

supported by none other than Lorrin A. Thurston. An earlier idea to build a recreational pier in

front of the Outrigger Club in Waikiki was vigorously opposed. HPC argued that Hawaii wasn’t

doing enough for tourists and the recreational pier would give tourists more to do.

HPC did not

prevail.

Improving Waikiki

The story of Waikiki improvement deserves to be told separately. At the turn of the

twentieth century, Waikiki was not the tourism mecca that it would eventually become.

Hawaii’s first luxury hotel, the Hawaiian Hotel, opened for business in early 1872.

However, it

was located in downtown Honolulu near the harbor and not in Waikiki about three miles away.

The hotel did have a seashore cottage in Waikiki where guests could be taken there by hotel

coach or, if they wished, check out a saddle horse and go there to spend the day or to swim in the

ocean. Waikiki of 1873 was described as a “hamlet of plain cottages, stretching along the

seashore in the edge of a grove of coconut palms…Its local excitements are caused by the

activity of the insect tribes and the occasional fall of a coconut.”

100

But it had an appeal for

tourists. According to L. D. Timmons:

101

Honolulu Star Bulletin, June 8, 1917.

Honolulu Star Bulletin, January 5, 1915.

An excellent description of “this splendid establishment and its beautiful surroundings” is provided by

E. S. Baker in the 1877 issue of Thrum’s Annual, p. 29. The hotel, with 42 sleeping rooms, was built

partly with government funds. Later, the enlarged hotel was renamed the Royal Hawaiian Hotel by King

Kalakaua. The hotel was converted to an Army and Navy Y.M.C.A. in 1917 and demolished in 1926

(Cohen, 1986, p. 10). Two photographs of what may have been the first luau for tourists held at the

Hawaiian Hotel were published in the Pacific Commercial Advertiser on April 2, 1905.

100

At http://airandspace.si.edu/exhibitions/hawaii-by-air/online/paradise/tourism-blossoms.cfm

101

Thrum’s Annual, 1901,p. 161.

For many years Waikiki beach has been close to the heart of every

tourist. At Waikiki he found the same surf in January as in June;

the same tropical foliage, the same rich flowers, the same perfect

climate, the same myriads of twittering birds in the shadows of the palms—

in December as in May. Since annexation [1898] the fame of Waikiki beach

has become more outspread, and it is not now unusual to see business

men of the Mainland who have come here principally on account of the

unsurpassed waters of Waikiki beach in Winter. The one drawback in

the past has been a lack of suitable accommodations at the beach.

There were a few hotels in Waikiki before 1900.

102

Hotel Waikiki was opened in 1837. Several

more hotels were opened in the 1880s and 1890s: the San Souci in 1884, Park Beach in 1888,

and Waikiki Seaside in 1894. The first luxury hotel to be built in Waikiki was the Moana Hotel,

completed in 1901. At the time, it was the “costliest and most elaborate hotel building in the

Hawaiian Islands.”

103

In 1906, Lucius E. Pinkham, president of the Territorial Board of Health, declared

Waikiki a nuisance and a health hazard. At that time, Waikiki was comprised mostly of duck

ponds, rice paddies, and swampland. Pinkham wanted Waikiki drained, dredged, and filled.

His proposed reclamation project would transform the area into an “absolutely sanitary, beautiful

and unique district; one that would add immensely to the reputation of Honolulu at home and

102

Cohen 1986 pp. 10-11.

103

Thrum’s Annual, 1901, p. 164.

abroad.”

104

The Waikiki Reclamation Project, while it did not faithfully follow the plan Pinkham

designed, began in 1922 and took 7 years to finish. Pinkham would not see the project

completed before his death.

105

The project called for a canal to be dredged to divert streams

flowing into Waikiki; dredging created new lands that became the Ala Wai golf course. The Ala

Wai Canal became the marker that separated Waikiki from the rest of Oahu. Upon completion

the ancient irrigation systems, the farms, the duck ponds, and the mosquitoes disappeared.

Not everyone agrees that the reclamation project improved Waikiki. Gaye Chan and

Andrea Feeser argue that instead of making Waikiki a more sanitary place, the project ravaged

traditional lifestyles.

106

They cite research that showed the mosquito infested swamps and

“odiferous duck ponds” were actually productive farming ventures.

107

Instead, land had to be

condemned and people evicted. Chan and Feeser argue that “the engineering project was really

undertaken as a reclamation endeavor, to create land suitable for development into commercial

and residential real estate…”

108

Whether the Waikiki Reclamation Project was an effort to eradicate a public health

nuisance or a real estate development scheme helped by the strong arm of the government, the

“reclaimed” Waikiki would become home to tens of thousands of local residents; and until direct

flights from the U.S. mainland to the neighbor islands became possible in the 1980s, it was the

104

Mayor’s Planning Advisory Committee for Waikiki-Diamonhead, Report, 1971, Section 3, p. 1.

105

Thrum’s Annual, 1923, p. 66.

106

Chan and Feeser, 2006.

107

P. 30.

108

P. 25. For an extended critique of the project, see especially pages 25-37.

sole tourism gateway to all of Hawaii.

109

When the Royal Hawaiian Hotel was opened in

Waikiki on February 1, 1927, the Honolulu Star-Bulletin published a special 80-page edition to

commemorate the occasion. The newspaper called the hotel the “finest resort hostelry in

America” and predicted that Hawaii would become “the playground of the Pacific.”

110

When

passengers from twenty-four world cruise tours were asked to name the world’s most beautiful

hotel, the unanimous answer was the Royal Hawaiian Hotel.

111

Waikiki’s early visitors were well-heeled and with plenty of time on their hands to spend

10 days traveling to and from Hawaii and another three or more weeks in the islands. Many

brought their servants and luxury automobiles with them.

112

According to Chuck Gee, Dean

emeritus of the University of Hawaii School of Travel Industry Management, “elegance,

meticulous service, impeccable quality and a sense of permanence were the hallmarks of Waikiki

tourism in the early 20

century.”

113

Glen Grant recounts Waikiki of the 1930s as possibly its

most famous era.

114

Neighbor Island Travel

109

Keeping Waikiki as a viable place for locals to live has always been an important policy goal of

Honolulu lawmakers. Lawmakers did not want to see Waikiki become solely a tourist enclave arguing

that interaction between tourists and locals is good for tourism and for locals. See Mak (2008), Chapter 7.

110

Cohen, 1986, p. 42. Waikiki was designed to be an important playground for both tourists and

residents. The popular Kapiolani Park Pavilion was opened on December 11, 1913. For its grand opening

the mayor invited the public to a free dance party at the pavilion. Alas, controversy erupted over whether

“to rag or not to rag.” Opponents of rag dancing argued that it was undignified. Honolulu Star Bulletin,

December 11, 1913.

111

Allen, 2004, p. 8.

112

There were 1,063 cars brought to Hawaii by tourists in 1930 and 1,536 in 1936. Hawaii Tourist

Bureau, 1930, p 2; Governor’s Report, 1937, p.7.

113

Gee, 1989, p. 15.

114

Grant, 2006.

Tourism began in Honolulu and then spread to the Neighbor Islands. Hawaii’s

experience is not much different from other island tourist destinations. The location of harbors

(and airports today) in urban (central business) centers means that tourism tends to first develop

around these gateways.

115

Also, support services, such as local transportation services, lodging,

and restaurants are typically more plentiful and of higher quality in urban centers than in the

peripheries. Tourists can take advantage of services that are already in place to support existing

businesses. Not surprisingly, in Hawaii, tourism first developed in and around Honolulu. The

expansion of tourist travel to the Neighbor Islands was facilitated by the introduction of

steamship service in inter-island trade. Sailing ships, which reached their peak in inter-island

service in the 1860s, were the principal mode of travel to the Neighbor Islands before that.

According to Kuykendall:

116

…the conditions of travel on interisland sailing vessels was bad,

especially in the early days…even in the fifties and sixties only

a very good reason could induce one to endure the dangers and

discomforts of such travel…A visit to Hawaii’s major tourist

attraction, the volcano of Kilauea, was a formidable undertaking.

117

115

Mak, 2008, p. 198.

116

1966, p 5.

117

In 1865, 400 visitors came to the volcano. (Pacific Commercial Advertiser, January 13, 1866.) One

writer described a three-day trip with his three companions to visit Kilauea Volcano during the summer of

1880. Departing Hilo early in the morning on horseback, and under pouring rain (“for the frequency of

which that part of the island is known,”) the 30-mile ride over “a very rough road”…”uphill and down

dale, over slippery lava flows…through splendid tropical fern forests, impenetrable except by trail” was a

“trying one”. After a “scramble” of 8 or 9 hours they finally reached Volcano House. They returned to

Hilo “tired and lame.” (Thrum’s Annual, 1881, p. 44). For another account of a two-day trip to the

volcano, see Thrum’s Annual, 1883, pp. 65-69.

The expansion of the sugar industry was the primary reason for the transformation of

inter-island shipping service from sail to steam.

118

Tourists also benefited from the upgrade in

service. Thrum

’

s Annual, 1896 informed its readers that

119

Comfortable steamers [now] offer weekly facilities to visit the

islands of Maui, Hawaii, and Kauai. The principal attraction of

the former, outside of the extensive sugar plantations, are the picturesque

valley of Iao—the Yosemite of Hawaii—celebrated as the scene of

one of the most bloody battles in Hawaiian history, and the crater of

Haleakala, the largest in the world.

Kauai in turn offers her visitors unrivaled scenic attractions, in

recognition of which claim it has long since been termed the

“garden island” of the group.

Opportunities for visiting Hawaii occur every week by two routes,

each steamer leaving port every ten days. Naturally the volcano is

the main attraction, but the scenic effect of windward Hawaii, the

enchanting beauty of peaceful Hilo, the balmy climate of Kona with its

historic village of Kailua, or the famous Kealakekua Bay with Cook’s

monument…both adjacent to the best coffee lands on the islands,

118

Thrum’s Annual, 1894, p. 54.

119

P. 152.

present strong attractions to the visitor, according to his time and

inclination.

In those days, visits to sugar and pineapple plantations, coffee and rice farms were marketed as

tourist attractions. Hawaii was into “agritourism” long before the term became fashionable.

In 1885, the Wilder Steamship Company began to offer tours from Honolulu to Kilauea

Volcano.

120

Its advertisement in the 1898 issue of Thrum

’

s Annual offered an all-expense paid 7-

day round trip tour from Honolulu to the volcano for $50. The itinerary included coasting the

island of Molokai, 3 stops on Maui, and 4 stops on the Big Island with 2 days and 3 nights spent

at the volcano. Two years later, the company offered a shorter tour of 4 days at a reduced price

of $40. The former arduous trip on horseback from Hilo to the volcano (that required between

10 to 14 hours) was now by carriage (8 hours) over a “fine macadamized road.”

121

Shorter

neighbor island tours would become available. In 1925, the Inter-Island Steam Navigation

Company offered 3 day all expense paid tours to the Big Island for $50.50; Kauai for $49; and

Maui for $61.70.

122

Estimates provided by the Hawaii Tourist Bureau indicate that in 1929,

6,746 tourists visited Hawaii Island, 347 visited Maui and 1,415 visited Kauai.

123

In the late

1930s, the Big Island still captured the most tourists traveling to the Neighbor Islands, followed

by Maui and Kauai.

124

Hawaii Island may have had Hawaii’s most celebrated tourist attraction in

120

Crampon, 1976, p. 90. The following year it purchased Volcano House.

121

Advertisement in Thrum’s Annual, 1900. A concrete highway—the Volcano-Hilo Highway—would

be completed in late 1927; it was credited with more than doubling the number of visitors—from 37,551

in 1927 to 78,414 in 1928--at Hawaii National Park. Report of the Secretary of the Interior, 1928, p. 181;

1933, p. 194.

122

Advertisement in Thrum’s Annual, 1925.

123

Hawaii Tourist Bureau, 1929, p. 6.

124

Governor’s Report, 1938, p. 54.

Kilauea Volcano, but as the gateway to Hawaii and the most developed island, Oahu had the

most tourists. To promote travel to the Neighbor Islands, the Hawaii Tourist Bureau produced

motion picture travelogues of each outer island, in color and sound, and screened them in

Honolulu and on the mainland.

125

Overall, tourism development in the Neighbor Islands lagged

way behind that on Oahu before World War II. The 1937 Hawaii Tourist Bureau inventory of

principal hotels suitable for tourists counted 2,024 hotel rooms on Oahu (1,225 were in Waikiki),

298 rooms on the Big Island, 129 rooms on Maui, and 92 rooms on Kauai.

126

Collectively, the

Neighbor Islands would not catch up to Oahu until the early 1990s.

127

Tourism Gathers Momentum

Hawaii was annexed by the United States in 1898. In an article in Thrum

’

s Annual,

1923, George Armitage, the Executive Secretary of the Hawaii Tourist Bureau, presented the

following assessment of the state of tourism in Hawaii at the turn of the century:

128

During 1898 hordes of American soldiers were streaming through

this port, with the local government through annexation finally

placed on a firm foundation. Business boomed and tourists swarmed

to Honolulu. In 1899 and 1900 the Royal Hawaiian hotel (now the Army and

Navy Y.M.C.A.) turned away guests. In the spring of 1901 the original Moana

125

Governor’s Report, 1938, p. 54. Promoting travel to the Neighbor Islands, which have greater tourism

carrying capacity than Oahu, remained an important policy goal in Hawaii till today. See Mak, 2008,

Chapters 3 and 8.

126

Crampon, 1976, p. 267. Including rooms in boarding houses would bring that total to over 3,000.

127

Mak, 2008, p. 201.

128

P. 75.

hotel, less than half the size of the present modern Moana, which was completed

in 1918, sprung up to house the overflow, and in the summer of that same

year the Honolulu Rapid Transit & Land Company commenced operating

trolley cars. Passenger steamer accommodations were increasing apace,

and in 1903 opening of the Young Hotel, perfection of everyday communication

with the rest of the world through cable services of the Commercial Pacific Cable

Company, and organization of the Hawaii Promotion Committee, gave

development of tourist traffic to Hawaii such a running start that it has been

increasing rapidly ever since.

Tourism was picking up momentum in Hawaii. But not in 1900.

In December 1899, Honolulu was stricken by the bubonic plague. An investigation

revealed that the plague started in Chinatown. An attempt to fight the plague with fire got out of

hand resulting in the Great Chinatown Fire of January 20, 1900. The fire burned for 17 days and

displaced over 7,000 inhabitants.

129

Prices of food and staples spiked.

130

In reprising the history

of that calamity, Burl Burlingame, Honolulu Star Bulletin reporter proclaimed “The Great

Chinatown Fire was, next to the Pearl Harbor Attack, the greatest public-safety disaster in

Hawaiian History.”

131

During the plague part of the city was quarantined and travel was

restricted. The Board of Health issued an edit to ship captains that no one was allowed to board

129

At http://www.hawaiihistory.org/index.cfm?fuseaction=ig.page&PageID=548; Maclennan, 2014, p.

178. Periodic outbreaks would occur after 1900.

130

Pacific Commercial Advertiser, February 16, 1900.

131

See the excellent five part series on the plague and Chinatown fire by Burl Burlingame in the

Honolulu Star Bulletin on January 24, 25, 31, and February 1, 2000 at

http://archives.starbulletin.com/2000/01/31/features/story1.html

or leave their ships. Pacific Commercial Advertiser reported that the plague had put a sudden

stop to tourism.

132

It took four months before the city was declared plague-free and for tourism to

resume. In February 1905, the Pacific Commercial Advertiser reported that steamships from San

Francisco to Honolulu were fully booked and lodging was scarce in Honolulu.

133

About the only

complaint from tourists around that time was Honolulu’s Blue Laws which kept shops closed on

Sundays.

134

Hawaii officially became a territory of the United States on June 4, 1900 when the

Organic Act went into effect. Territorial status came with benefits, and costs. The annual Hawaii

Governor’s report to the U.S. Department of the Interior illuminates some of the challenges

Hawaii had to face because of its new political status.

135

In the 1907 Report to the Department

of the Interior, Hawaii Governor George R. Carter wrote, “The most important legislation need

for Hawaii is negative in its nature, i.e., to exempt her from the application of laws absolutely

unfitted for her conditions.”

136

One of the “unfit” laws was the U.S. Passenger Services Act

(PVSA)--a “cabotage” or “coastwise” law passed by Congress in 1886--that reserved the

transportation of passengers between U.S. ports to U.S.-flagged vessels.

137

The law was deemed

132

Pacific Commercial Advertiser, December 3, 1900.

133

Pacific Commercial Advertiser, February 7, 1905.

134

Pacific Commercial Advertiser, November 27, 1904. In 1883, the newspaper reported similar

complaints.

135

At the top of the list was the ability of the plantations to continue to import cheap Asian labor.

“Immigration will, in all probability, be restricted and if this restriction comes early and is suddenly

enforced it will compel a complete readjustment in the commercial conditions of these islands and

might easily bankrupt them.” For other “unfit” U.S. laws, see Governor’s Report, 1907, p. 7.

136

Governor’s Report, 1907, p. 7.

137

U.S. coastwise laws also prohibited foreign ships from carrying freight between Hawaii and the U.S.

mainland. U.S. cabotage laws date back to the earliest days of American history. The Navigation Acts of

1817 barred foreign ships from domestic commerce. In 1886 Congress extended the prohibition to

passenger service. See U.S. Department of Transportation, Cabotage Laws.

“unfit” because, unlike mainland states, Hawaii had no alternative to ocean shipping. It could

make tourist travel to Hawaii more expensive and thus less competitive than other destinations.

On December 3, 1903, the Honolulu Chamber of Commerce adopted the following resolution:

138

Whereas, the operation of the United States navigation laws prevents

the carrying of passengers between the Pacific coast ports

of the United States mainland and Honolulu in other than

American vessels, thereby seriously inconveniencing the business

public and discouraging intending tourists from visiting this Territory;

Whereas, the coasting laws of the United States are applied in a manner

not contemplated by their framers; in fact, noncontiguous territory until

now has never been included in the United States; Whereas, travel

to and from this port is hampered by the fact that only seven

American steamships are now in the passenger trade between

Honolulu and the mainland, while an equal number of foreign steamers

carrying the United States mail, ply between this port and San

Francisco; Whereas, the restrictions of travel between this port and

the mainland to American vessels does not secure to them the

transportation of all passengers destined from these islands to the American

continent, but diverts to British Columbia a large number of wealthy

tourists and business men who would otherwise travel through the United States;

Whereas, for the same reasons, outward-bound passengers and tourists from the

138

Governor’s Report, 1904, pp. 134-135.

Pacific coast are diverted from Honolulu to Japan and China:

Be it resolved, that the Territorial Delegate be requested to lay the above

facts before Congress, with a view to the modification of the existing

navigation laws to the extent that passenger travel between this port and the

Pacific coast ports of the United States be not restricted to American vessels…

With the exception of one local boat, all steamers calling at this port are through

boats, having their terminus either at oriental points or in the Australian

colonies, and as a consequence the trade they may or may not pick up

at Honolulu is a matter of more or less indifference to them, or apparently

so, as they appear to be united in maintaining fares between Honolulu

and San Francisco for a round trip ranging between 12 per cent and 50 per cent

higher than between other ports in the Pacific.

139

Congress did not heed Hawaii’s request to allow foreign ships to carry passengers

between Honolulu and U.S. west coast ports as they did before Hawaii became a U.S.

territory.

140

After all, the intent of the PVSA was to protect American coastwise shipping from

foreign competition. Hawaii was now part of the United States. Careful analysis by the

Chamber of Commerce showed that fares were, indeed, higher under the restrictive law, but the

139

In 1904, the one-way first class steamship fare between Honolulu and San Francisco was $75, or $135

for the round trip, not much higher than in 1885. Common fares were in use. Thus, the fare to San

Francisco was the same whether the passenger traveled direct by American steamer or by British steamer

to Vancouver and then by rail to San Francisco. The same was true if the passenger bound for Vancouver,

British Columbia, decided to go direct by British steamer, or through San Francisco on an American

steamer and then by rail to Vancouver. (Governor’s Report, 1904, p. 134). Of course travel time would

not be the same whether one took the direct route or the indirect route.

140

The exception was during World War I when the U.S. Shipping Board was permitted to allow foreign

vessels to carry passengers between Hawaii and the West Coast until February 1, 1922. Governor’s

Report, 1920, p. 101.

Chamber provided no evidence that high fares actually discouraged large numbers of affluent

tourists from visiting Hawaii.

Protectionist legislations benefit those who are protected. The PVSA made winners of

domestic shipping companies who were now shielded from foreign competition. And the biggest

winner in the trans-Pacific passenger carrying business was Matson Navigation Company.

141

Partly because of protection and partly because of its own business acumen, Matson’s name

would become synonymous with Hawaii tourism.

The history of Matson began in 1882 when Captain William Matson sailed his three-

masted schooner, Emma Claudina, into Hilo Harbor with a load of freight. That trip started a

company that in 1901 was incorporated in California as Matson Navigation Company. The

company began to provide steamship service by purchasing two steamships, the Enterprise (in

1901) and the Hilonian (bought and refurbished in 1905) and placed them in the San Francisco-

Hilo service. In 1907, the Hilonian was used to inaugurate San Francisco-Honolulu service;

after that Honolulu became the main terminus for Matson in Hawaii. Matson built its first

steamship, Lurline II, in 1908; although the ship was primarily a freighter, it could accommodate

around 60 passengers.

142

In 1910, the company launched itself into the Hawaii tourism business

in earnest with the addition of the 150-passenger ship Wilhelmina, said to rival some of the finest

passenger vessels operating in the Atlantic.

143

Matson advertised the new ship as one of luxury

with spacious lounges, electric lights throughout, and many (actually, 11) staterooms with baths

and showers. With tourist traffic between the U.S. mainland and Hawaii increasing, Matson next

141

For detailed history of Matson Navigation Company see Stindt, 1982 and Worden, 1981. For

Matson’s multiple competitors in its earlier years, see Worden, 1981, p. 40.

142

Crampon, 1976, p. 256.

143

All of Matson’s passenger ships also carried freight.

added the 85-passenger Manoa to its fleet in 1913 and the 242-passenger Matsonia in 1914.

144

With four combination passenger-freight liners in its fleet, Matson was able to establish a weekly

service between San Francisco and Honolulu. Matson would add another luxury liner, Maui, in

1917. It was proclaimed the finest ship in the Pacific. By the time Captain Matson died in 1917

Matson was handling “the larger portion of traffic, freight and passenger, between the Territory

and the Pacific coast.”

145

America’s entry into World War I (April, 1917)

146

put a temporary damper on tourist

travel to Hawaii as all of Matson’s ships, except one sailing vessel, were requisitioned by the

U.S. government for war duty in the Atlantic.

147

Moreover, in August, 1917, the Collector of

Customs in Honolulu issued an order that “No persons, passengers or members of any crew, or

any vessel [foreign, neutral, or U.S.] destined for a foreign port will be allowed to land at

Honolulu.”

148

The order reduced the number of one-day tourists in Honolulu. Fighting ended in

November 1918, and the Treaty of Versailles was signed in June 1919. Matson’s ships were

returned to the company in 1919, the last one in September.

149

But it was not until 1921 that

Matson would be operating its own ships in the Hawaii trade on a regular schedule; it had been

operating a variety of ships assigned to it by the U.S. Shipping Board. The following decade,

dubbed the “Roaring Twenties,” saw great prosperity in America fueling demand for tourist

travel to Hawaii. Matson resumed its expansion at a frenetic pace; by the end of 1930, it had 36

144

Worden, 1981, p. 41.

145

Governor’s Report, 1917, p. 27.

146

The war began in Europe in 1914.

147

See Thrum’s Annual, 1925, p. 85. All American vessels over 2,500 gross tons were requisitioned for

war duty in November, 1917.

148

Honolulu Star Bulletin, August 4, 1917, p.1, column 7.

149

Stindt, 1982, p. 32.

freight and passenger ships in its fleet.

150

In 1925 Matson acquired a substantial interest in the

Inter-Island Steamship Navigation Company, Ltd, which was the only company providing inter-

island shipping service in Hawaii.

151

With the purchase, Matson also acquired Volcano

House.

152

It purchased the financially troubled Oceanic Steamship Company in 1926 to expand

its service to the South Pacific

153

and the Los Angeles Steamship Company (LASSCO) in

1931.

154

Matson now dominated the Hawaii-West Coast shipping trade.

155

The crown jewel of Matson’s acquisitions was the 693-passenger S.S. Malolo built in

1927.

156

It was the largest and most luxurious cruise liner ever built in the U.S. until that time.

Capable of cruising at a speed in excess of 20 knots, it could make the trip from San Francisco to

Honolulu in a little over four days. It joined a fleet of eight other Matson ships offering seven

trips to Hawaii from San Francisco and Seattle every month at an advertised price of “$270, up”

on “all expense tours.”

157

The Mololo was the first of Matson’s famous “White Ships” that

served Hawaii during the 1930s.

158

The others were the Lurline, Mariposa and Monterey, all

150

Stindt, 1982, p. 49.

151

Inter-Island had earlier (1905) merged with the Wilder Shipping Company, its long-time rival, and

became the surviving firm offering inter-island shipping service. Fuchs, 1961, p. 245.

152

Crampon, 1976, p. 258. Inter-Island Steamship Company acquired and substantially expanded

Volcano House in 1921.

153

Stindt, 1982, pp. 60-61. Matson added “The” to the name and operated the newly acquired company

as a subsidiary. Oceanic ceased its Hawaii operation in 1915.

154

The Los Angeles Steamship Company began passenger service from Los Angeles to Honolulu in

September, 1922 using two steamships. The City of Los Angeles first arrived in Hilo and Honolulu

carrying 300 members of the Los Angeles Chamber of Commerce. (Honolulu Star Bulletin, September 18

and September 20, 1922.) At that time, Matson had one combination passenger freight steamer operating

in the San Francisco-Los Angeles-Hawaii trade. Governor’s Report, 1923, pp. 32-33. In 1930, LASCCO

operated 3 ships to Honolulu from Los Angeles. Governor’s Report, 1930, p. 7.

155

Fuchs, 1961, p.245.

156

Governor’s Report, 1926, p. 53. On its maiden voyage to Hawaii, the Malolo carried 419 all first

class passengers. Kato and Mak, 2013, p. 231.

157

O’Brien, 2008, p. 30.

158

O’Brien, 2008. The ship would later be renamed Matsonia after it was rebuilt in the late 1930s.

built between 1930 and 1932. During the Great Depression when tourist travel to Hawaii

declined, Matson took a big gamble and kept its white ships in steady service to Honolulu. By

then the Matson-LASSCO Lines were providing service to the West Coast, the South Pacific,

Australia and New Zealand.

The year Malolo came into service coincided with the opening of Matson’s Royal

Hawaiian Hotel. Thus, Matson owned two of the most upscale hotels in Waikiki, the Moana and

the Royal Hawaiian. The Royal Hawaiian provided “elegance and service” and the Moana “Old

World hospitality” but less formal.

159

Matson now could provide tourists with luxury

accommodations at sea and on shore in a package, something that no other shipping company

could do. The company would build two more hotels in Waikiki, the Surfrider (1951) and the

Princess Kaiulani (1955). The new hotels enabled Matson to provide a hotel “for every taste,

age, and specification under one ownership and management.”

160

However, the company would soon see its future in Hawaii tourism come to an end. The

era of commercial air travel to Hawaii had begun. In 1929, Matson’s Inter-Island Steamship

Company created a subsidiary, Inter-Island Airways, to provide air service between the

islands.

161

Matson tried unsuccessfully to obtain Civil Aeronautics Board (CAB) authorization

to offer scheduled airline service from the West Coast to Hawaii. One of the reasons for the

denial was CAB’s concern that Matson’s dominance in ocean shipping and its ownership of

premier hotels in Waikiki would give it a competitive advantage over Pan American World

159

Allen, 2004, pp. 7-12.

160

Allen, 2004, pp. 12-13.

161

Allen, 2004, pp. 45-47.

Airways.

162

Matson exited the Hawaii tourist business by selling its Waikiki hotel properties to

Sheraton in 1959 and its unprofitable luxury passenger liner operation in 1970.

163

Protected by

the Jones Act which reserves domestic coastal freight shipping to American flagged vessels, the

company remains the dominant freight carrier between the U.S. mainland and Hawaii.

164

There were other on-going developments in tourism during the 1920s and 1930s that

contributed to Hawaii’s gathering momentum. Hawaii became a popular destination for cruise

ships on world tours. A handful of ships would arrive each year, each carrying a few hundred

visitors and staying two to three days in the islands.

165

Besides Honolulu, Hilo (and Kilauea

Volcano) was a popular stop in Hawaii. The 1932 world cruise catalog put out by the

Hamburg-Amerika Line provides an amusing description of a forthcoming cruise on the

Resolute and the expected attractions in Honolulu and Hilo:

166

HONOLULU

Aloha Tower can immediately be seen and songs of Aloha can be

heard coming from the pier. A large number of cars are waiting

to immediately take passengers up to Punchbowl, to pineapple

fields, or to Diamond Head. These islands, now a US territory –

hence the strict prohibition laws - was once a kingdom ruled

162

Davies, 1972, p. 377; Melendy, 2003.

163

The last “White Ship” to sail under its new owner was in 1978 and ended luxury liner passenger

service between the U.S. and the West Coast. O’Brien, 2008, p. 15.

164

Seventy-five percent of the ships entering and clearing at Hawaii’s ports in FY 1907 (ending June 30)

flew the American flag. Of the $47,740,000 worth of foreign and domestic goods brought to and shipped

from Hawaii, 94 percent were carried in American ships. Governor’s Report, 1907, p. 18.

165

See, for example, Thrum’s Annual, 1924; 1928; 1929; 1931, 1932, 1933. See also Table 2, Appendix

(below).

166

Kindly translated from German by Nora Chen and Andreas Harwardt. I changed the word Kanaken

(in the original) to Kanaka.

by Polynesians. America acquired the islands through Christians

doing missionary work. The change over from the swimming

kings to elected presidents heralded a golden era. Today, the

Hawaiian Islands are the most visited place in the United States.

The tourism industry outshines even the best of what Europe has

to offer. For rich people, Waikiki with its beach, the Royal Hawaiian Hotel

and the surfboards and surfers are the stuff of fairy tales such as

1001 Arabian Nights. All of this framed by palm trees and Whisky

soda in your hand is an adventure that will impress even the

most experienced world traveler. In Honolulu, the custom of

pointing out tourists to street merchants is sweetly relished. In China,

they hand you flags in the country’s colors. In Japan they give

chrysanthemums. In Hawaii, people get a wonderful necklace made

of flowers, which they have to wear for the entire day. The natives,

of course, do not wear them aside from the occasional cute Kanaka

girl singing and hugging. They are of course pretty and continue

to do their act until all the money is spent. The banquet at the

Royal Hawaiian Hotel, which usually includes a speech by the governor,

is an experience of a lifetime. The abundant splendor and luxury will

make you forget the world. Aloha Oe, the captivating song of Queen

Lilioukalani emanates from many voices singing along with moist eyes.

Through the paradise island corridor, the ‘Resolute’ continues to

HILO

The boat is at the pier and already the cars are whizzing through the

jungle-like fern and flower country, past the rainbow waterfall, after

the volcano and Halemaumau - the lake of fire whose seething content

glows for centuries and will not be calmed. It is exciting to walk on the

yielding, soft, and smoky ground. After the breakfast in the hotel on the

edge of the crater, which gives you a look into the bowels of the earth,

individual stories are exchanged and everyone must enviously admit that

the other person was braver. At the harbor, small Kanaka – they are people,

not animals – will get you fresh coral from the water before boarding

the ‘Resolute’ which will then travel to the Golden Gate in San Francisco.

Honolulu also became a gathering place for delegates from Pacific Rim countries to

attend meetings and conventions in science, medicine, education, commerce, the press, food

conservation, fisheries, women’s issues, and so forth.

167

For example, the National Foreign

Trade Council Convention held in Honolulu in 1932 drew representatives from the U.S., Canada,

Australia, New Zealand, Japan, China, Siam, and the Philippines. In selling Hawaii as a site for

meetings and conventions, the Honolulu Chamber of Commerce pitched the theme that Hawaii

was not only “moonlight and music”; its “backbone is business and trade.”

168

Hawaii’s pitch

then sounds pretty much like the one being used today. The Chamber’s convention committee

recommended (1937) that Hawaii focus on “international organizations and post convention

167

Thrum’s Annual, 1930, p. 46; Thrum’s Annual, 1933, pp. 113-114.

168

Thrum’s Annual, 1935, p. 61.

tours of national organizations which are meeting on the Pacific Coast.”

169

The job of recruiting

meetings and conventions to Hawaii was turned over by the Chamber of Commerce to the

Hawaii Tourist Bureau in 1938.

170

The 1920s and 1930s also saw the launching of a number of high profile visitor activities

and attractions to promote Hawaii tourism. The Aloha Festivals, “The special annual attraction

for tourists, a season of colorful sports, festivals, school pageants, floral and other features of

Hawaiian life” was inaugurated in the fall of 1929. Events were held in the spring and fall.

171

Reminiscent of “Steamer Days” from many decades earlier, “Boat Day” would be celebrated in

the 1930s to welcome and send off each passenger liner at Aloha Tower.

172

Hawaii Calls,

created and hosted by Webley Edwards, began broadcasting Hawaiian music from the ballroom

of the Royal Hawaiian Hotel and the Alexander Young Hotel Roof Garden in 1935 before

settling in at the courtyard of the Moana Hotel.

173

The famous Kodak Hula Show that showcased

“the witchery of Hawaii’s native life” was first staged in 1937.

174

And there were movies. Who remembers the 1932 Bird of Paradise about “a native girl

[who] falls for a visitor to her islands, but she’s chosen to be sacrificed to the volcano god

[Pele]?”

175

Or the 1937 musical, Waikiki Wedding, starring Bing Crosby, Martha Raye, Shirley

169

Chamber of Commerce of Honolulu, 1937, p. 89.

170

Governor’s Report, 1939, p. 67.

171

Thrum’s Annual, 1931, p. 129. The current Aloha Festivals was created by a group of former Jaycees

in 1946 as Aloha Week. At http://www.alohafestivals.com/pages/about/history.html

172

For description of the colorful Boat Day, see Allen, 2004, pp. 17-18.

173

Chamber of Commerce of Honolulu, 1935, pp. 34-35. Little is known about the other weekly radio

program beamed to the U.S. mainland and Canada known as Voice of Hawaii. (Governor’s Report,

1940.) Both programs were subsidized by the Territorial government.

174

Davis, 2001. P. 109. The show was taken over by Pleasant Hawaiian Holidays in 1999 and was

renamed the Pleasant Hawaiian Hula Show in 2001. It closed in 2002. Allen, 2004, p. 186.

175

At http://www.imdb.com/title/tt0022689/

Ross and Bob Burns? “The stars never set foot in the Islands, but it’s all very pleasant.”

176

The

musical featured two classic songs, Sweet Leilani and Blue Hawaii; the former won the Oscar for

the best song of 1937. Or the 1938 musical Hawaii Calls starring Bobby Breen.

177

It’s a story

about a young stowaway on an ocean liner en route to Hawaii who, after he was caught, sings for

his fare, but with the help of his friend Pua turns detective to recover stolen naval documents

from crooks. America was definitely infatuated with Hawaii!

Toward the end of 1920s and the beginning of the 1930s, the business side of travel and

tourism in Hawaii had earned sufficient recognition to be called an “industry”:

178

Vacation traffic to the Hawaiian Islands has reached

proportions where the business of catering to visitors has

become the Territory’s “Third Industry” ranking right after

sugar and pineapples.

In his 1928 report to the Department of the Interior, Hawaii Governor Wallace Farrington noted

that “caring for and catering to the tourist has been characterized as Hawaii’s fastest and most

interesting means of livelihood.”

179

Tourist arrivals grew at an average annual rate of 9.2 percent between 1922 and 1930,

and 5.7 percent between 1930 and 1940 (Table 1, Appendix).

180

Four consecutive years of

declining tourist arrivals (1930-1933) during the Great Depression and a 90-day maritime strike

176

Leonard Maltin’s movie review for TCM channel at http://www.tcm.com/tcmdb/title/94966/Waikiki-

Wedding/

177

At http://www.tcm.com/tcmdb/title/77494/Hawaii-Calls/

178

Thrum’s Annual, 1936, p. 70; Hawaii Tourist Bureau’s 1927 annual report claimed “…advertising has

developed for Hawaii a real third industry…”

179

Governor’s Report, 1928, p. 12.

180

Kato and Mak, 2013, p. 241.

in late 1936 and early 1937 largely explain the slower growth rate of the 1930s.

181

Hawaii’s

tourists predominantly came from the U.S. (Table 2, Appendix). The Hawaii Tourist Bureau

reported in 1927 that of some 10,000 tourists who came to Hawaii from the US. Mainland on the

ships of Matson Navigation Company and the Los Angeles Steamship Company, over 6,000

came from the Pacific Coast: California (5,526), Washington (342), and Oregon (143).

182

Just

about every state sent visitors to Hawaii; the top five states were California, New York (531),

Illinois (487), Washington, and Massachusetts (238). The peak year of tourist travel to Hawaii

before the Depression was in 1929 when 22,190 “local tourists” (18,050 from the U.S. mainland)

and 22,262 “one-day tourists” (i.e. through passengers) arrived in Hawaii.

183

The 1929 visitors

and steamship companies spent $10.3 million in Hawaii.

184

If tourism was the third largest

industry in Hawaii in 1929, it was a very distant third.

185

In that year, sugar exports produced $69

million in revenues, and pineapple produced $38 million. However, tourism was gaining ground,

from 5 percent of combined sugar and pineapple revenues in 1922 to 12 percent in 1940.

186

Air Travel Comes to Hawaii

On October 21, 1936, Pan American World Airways inaugurated its Clipper passenger

service from San Francisco to Manila via Honolulu, using the long-range flying boat, the Martin

181

Governor’s Report, 1937, p. 7; Governor’s Report, 1938, p. 53.

182

Hawaii Tourist Bureau, 1927, p. 5.

183

Hawaii Tourist Bureau, 1929 and 1931.

184

Schmitt, 1977, p. 273.

185

Actually, Hawaii’s defense industry (i.e. U.S. government expenditures in Hawaii for defense)

produced more revenue annually than tourism during the 1930s. WWII would catapult defense into

number one until tourism overtook all three in 1972. (Schmitt, 1977, p. 165.) Earlier, a U.S. Navy study

entitled “Economic Value of the Navy to Hawaii” showed that for five years beginning in 1926, the Navy

alone spent nearly $42 million in Hawaii of which over $10 million were pay for civilian employees, over

$23 million for materials and miscellaneous, and nearly $8 million for pay and allowances of officers and

enlisted men. (Thrum’s Annual, 1933, pp. 140-141.) The Hawaii Tourist Bureau estimated that tourists

spent $44.4 million in Hawaii during the same five years (Schmitt, 1977, p. 273).

186

Schmitt, 1977, p. 165.

M-130.

187

The M-130 could carry 32 passengers and cruise at a speed of 130 miles per hour.

188

On its inaugural flight from San Francisco to Honolulu, the Hawaii Clipper carried seven

passengers at a one-way first class only fare of $356. It took about 20 hours to reach Hawaii,

compared to a 5-day voyage by the fastest steamships. For the next few years, Pam Am flew a

weekly schedule between San Francisco and Manila, with stopovers in Honolulu, Midway

Island, Wake Island and Guam. Stops were necessary for refueling. In 1939, Pan Am replaced

the M-130 with the B-314 flying boat, also dubbed a Clipper, which could fly longer range, had

slightly more air speed, but could carry many more (70+) passengers. Flight time from San

Francisco fell from 20 hours one-way in the M-130 to 17.5 hours in the B-314, and the airfare

fell to $278 one-way.

189

Pam Am’s flying boats were featured in the company’s exotic posters, but they did not

bring a dramatic change in tourist travel to Hawaii before World War II. High fares, long flights,

and limited capacity were significant obstacles. As well, consumers had to be assured about the

safety of long distance commercial air travel. The [Hawaii] Department of Public Works

reported that between July 1, 1940 and June 30, 1941 Pan Am carried only 380 passengers—

presumably not all of them were tourists-- from San Francisco to Honolulu (not including

through passengers) and 324 passengers from the Orient to Honolulu.

190

187

Flight No. 1 began regular scheduled service on November 22, 1935 but it carried no paying

passengers. Governor’s Report, 1937, p 3.

188

Kato and Mak, 2013, pp. 232-233.

189

Schmitt, 1977, p. 468.

190

P. 22 at http://quod.lib.umich.edu/p/philamer/ACH4185.1941.001?rgn=main;view=fulltext

The story of how commercial inter-island air travel began in Hawaii is about the history

of Inter-Island Airways, a subsidiary of the Inter-Island Steam Navigation Co., Ltd.

191

November 11, 1929, the company inaugurated commercial inter-island air service in Hawaii

using its three twin motored Sikorsky S38 amphibian planes. The planes were selected because

of their ability to take off from land or water, their rugged construction, and their ability to fly on

one-engine if necessary.

192

Each plane could carry nine passengers and a pilot and co-pilot.

193

Escorted by 49 army and navy planes, two planes took off from Honolulu’s John Rogers Airport

on that day bound for Maui and Hawaii Island.

194

To overcome the “natural hesitancy of the

general public to venture into the air,” the company had earlier used a Bellanca plane

195

to offer

short sightseeing tours over Oahu “in order to permit as many people to experience the thrill of

flying and thereby become air-minded.”

196

In its first full year of operation in 1930 the airline carried over 10,000 paying customers;

thus for every passenger who traveled by air between Hawaii’s islands, nearly 14 traveled by

ship.

197

In July 1931, the company added a fourth plane in response to strong demand. Five

years later it added two more Sikorsky amphibians (S43) that were faster, more comfortable and

had greater passenger capacity (16).

198

Using bigger planes meant lower fares.

199

Hawaii’s first

191

Inter-Island Airways changed its name to Hawaiian Airlines in 1941.

192

Thrum’s Annual, 1933, p. 124.

193

Thrum’s Annual, 1936, p. 43. The “9” passenger figure came from an article written for Thrum’s

Annual, 1936 by Stanley Kennedy, President of Inter-Island Airways. Other sources mention “8”

passengers.

194

Thrum’s Annual, 1936, p. 44.; also http://www.hawaiianairlines.com/aboutus/pages/hawaiian-

history.aspx

195

See http://www.nationalaviation.org/bellanca-giuseppe/

196

Thrum’s Annual, 1933, p. 125.

197

Schmitt, 1977, p. 460.

198

Thrum’s Annual, 1936, p. 46; Schmitt, 1977, p. 470.

inter-island sightseeing tour by air was made on June 12, 1932; it consisted of a one-day tour

with automobile trips on Kauai. Subsequently, special excursion flights were made available to

all Hawaii’s larger islands.

200

In 1940, Inter-Island Airways carried 28,600 inter-island air passengers; a ratio of one air

passenger for every 5.5 ship passengers. If 1941 were added to the comparison, the ratio would

be one air passenger for every 3.3 ship passengers.

201

Air travel was rapidly gaining on ocean

travel. Inter-Island’s company president described its air service “of primary importance to

Hawaii’s 400,000 residents and 40,000 annual visitors.”

202

Given aviation’s late start and limited

capacity, it is safe to say that air travel—both trans-Pacific and inter-island—was not a major

factor in the development of tourism in Hawaii before World War II. Tourism in Hawaii before

World War II was propelled by steamships.

Conclusion

Pan American World Airways executive Paul Kendall once observed that tourism

flourished in Hawaii because it enjoyed “an accidental head start in climate and environment.”

203

This article suggests that a lot more than nature’s gift helped to make Hawaii a dream destination

for millions of people around the world. Hawaii also benefited greatly from being at the

crossroads of the vibrant pan-Pacific economic region.

199

One-way fares to Hilo declined to $23 and to $15 to Maui or Kauai by 1939; flight time to Hilo fell to

85 minutes. (Schmitt, 1977, p. 471)

200

Thrum’s Annual, 1933, p. 141.

201

The attack on Pearl Harbor occurred on December 7 and launched the U.S. into World War II.

202

Thrum’s Annual, 1936, p. 47.

203

Kendall, 1975.

To create a successful tourist destination requires transportation, infrastructure,

accommodations and support services. A new destination that is unfamiliar to potential visitors

also needs to be promoted. In Hawaii all of these elements came together before World War II,

with a little help from government. And it began on the cheap. Ships that brought tourists to the

islands early on were built to carry freight (and mail); passengers were taken on simply as “a

convenience” or a profitable side business.

204

Harbors and other forms of infrastructure such as

roads and railroads were either already in place when tourism began or were built to serve the

sugar industry and the needs of a growing economy fueled by sugar (and pineapple, after 1900).

Tourism was largely spared the expense. It also took business leaders with vision, energy, and

the stomach for risk-taking to pull all the ingredients together to make it work. When just about

all the resources in the islands were channeled into supporting sugar, tourism-minded

businessmen worked to create a niche that most people at first didn’t even think was a serious

business. Government mail subsidies were instrumental in sustaining shipping services that

brought sizable numbers of “accidental” (one-day) tourists to Hawaii. They were Hawaii’s first

wave of tourists following the adventurers and curiosity seekers. U.S. protective coastwise laws

helped one domestic shipping company (Matson) to become the dominant player in Hawaii

tourism. And one should not ignore the importance of rising standard of living in America and

population growth (especially along the Pacific Coast) in driving demand for tourist travel to

Hawaii. Eventually, huge outlays were made to build magnificent passenger liners that rivaled

the best in the world. In the late 1920s and 1930s, new combination ships were built primarily to

carry passengers; they were bigger, faster, and more luxurious than before, and with growing

204

Thrum’s Annual, 1935, pp. 69-70.

demand consumers were able to enjoy greater frequency of service from more overseas cities.

Hotels of exquisite luxury and service were built, although budget minded tourists could still find

rooms in many “family hotels” and semi-residential hotels. A non-government tourist

organization—which would become the envy of other tourist destinations after World War II--

was established financially as a private-public partnership to promote tourist travel to Hawaii. To

be sure, the tourist numbers were modest. In 1940 Hawaii received only 25,000 tourists who

stayed at least two days and another 24,000 one-day visitors.

For readers of this article who seek deeper meaning and policy lessons beyond just a

story, there are several. First, it is not enough to have wonderful climate, beautiful scenery,

pristine beaches, and hospitable residents to entice potential tourists to visit. Emerging

destinations unfamiliar to travelers need to be promoted. From very early on Hawaii recognized

the need to advertise. For well over one hundred years it worked diligently to cultivate a unique

brand. Hawaii’s brand, as described by Gloria Garvey and Brook Gramann, principals of the

Brand Strategy Group in Honolulu, is that Hawaii is “a place of staggering beauty and

extraordinary gentleness. A place that offers rest and restoration. A place of unique heritage and

culture. A place of Aloha. A place that is American, and yet it is not.”

205

The proof of Hawaii’s

success is that visitors keep coming back again and again. Second, early experiment with a

private tourist bureau and even a private-public partnership to fund generic tourism promotion

didn’t work very well because such arrangements don’t solve the problem of freeriding. Third,

to estimate the financial return from tourism advertising requires information on how much more

tourism revenue is generated by advertising. Only the additional amount matters! That is not an

205

Garvey and Gramann, 2003, p. A6.

easy task. Fourth, Hawaii’s success at developing tourism may lead aspiring destinations to

conclude (mistakenly) that all they need to do to grow tourism is to build the necessary

infrastructure such as harbors, airports, highways, and so on. Build it and they will come! They

may be in for a rude awakening. Those investments are expensive and may never pay for

themselves through the additional tourism revenues and taxes generated. Hawaii was fortunate

in that, at the very beginning, tourism entrepreneurs were able take advantage of infrastructure

already in place. Fifth, in developing tourism the wellbeing of residents should come first. It is

essential to maintaining the goodwill of residents toward tourism. Sixth, developing tourism

may take a very long time, and the best efforts may be stymied by uncontrollable factors such as

global conflicts, contagious diseases, labor unrest, economic crises, restrictive and unfriendly

government policies, and so on. Finally, an element of luck can play a big role. Hawaii is often

said to be disadvantaged because of its geographical isolation in the middle of the vast Pacific

Ocean. But as luck would have it, in tourism, Hawaii gained a windfall by being located at the

crossroads of the major trade routes spanning the Pacific region. Ships, required by

technological limitations to layover in Hawaii on their distant journeys, dropped off thousands

and tens of thousands of “accidental” tourists each year. It was an economic bonanza for

Hawaii. That geographical advantage vanished with the arrival of the Boeing 747 and other

wide-bodied jet planes that are able to bypass Hawaii on their way to their final destinations.

Tourism in Hawaii took off after the jet plane arrived in 1959. However, the foundation for the

tourist industry that we know today was being laid nearly 90 years earlier.

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Appendix

Table 1

Tourist Arrivals and Tourism Revenues in Hawaii: 1921-1940

Revenues

Year Tourists* One-day Tourists** (in millions $)

1921 8,000 20,547

1922 9,676 18,202 4.4

1923 12,021 19,492 5.5

1924 12,468 19,103 5.7

1925 15,193 19,201 7.2

1926 16,762 19,478 8.0

1927 17,451 19,657 8.2

1928 19,980 20,743 9.2

1929 22,190 22,262 10.3

1930 18,651 21,585 8.7

1931 15,779 19,268 6.9

1932 10,370 16,662 4.1

1933 10,111 17,173 3.8

1934 16,161 25,110 6.3

1935 19,933 25,992 7.9

1936 22,199 28,046 8.9

1937 21,987 31,951 9.5

1938 23,043 27,132 10.2

1939 24,390 41,041 11.0

1940 25,373 24,165 12.0

Notes: *Spent at least 2 days in Hawaii; **Through passengers on ships and planes.

Sources: “Tourists” from Hawaii Tourist Bureau, 1931; Schmitt, 1977, p. 273.

“One-day Tourists” from Hawaii Tourist Bureau, 1927, 1929, 1930, 1931, and

Governor’s Report, 1930-1941.

“Revenues” from Schmitt, 1977, p. 273.

Appendix

Table 2

Tourist Arrivals by Source

Year U.S. Mainland Orient Antipodes* Cruises, etc. Total

1922 8,043 490 693 450 9,676

1923 9,082 558 764 1,617 12,021

1924 9,365 476 681 1,946 12,468

1925 11,702 433 1,071 1,987 15,193

1926 12,517 423 1,162 2,660 16,762

1927 13,612 480 1,278 2,081 17,451

1928 16,655 433 1,272 1,620 19,980

1929 18,050 675 1,474 1,991 22,190

1930 15,089 566 1,090 1,906 18,651

1931 14,393 756 621 9 15,779

1932 9,432 481 425 32 10,370

1933 9,345 403 363 -- 10,111

1934 12,709 808 512 2,132 16,161

Notes: * Antipodes=Australia and New Zealand

Sources: Hawaii Tourist Bureau, 1929 and 1931 and Governor’s Report, 1930-1935.