Images of Old Hawaiʻi

by Peter T Young Leave a Comment

Kimis

William James Kimi was born on January 10, 1898, in Hilo, Hawaii; his father, Sapau James Kimi Fong, was 41 and his mother, Maria da Conceicao Cozy Deniz, was 19. He married Matilda Elizabeth Wassman on May 28, 1920, in Hilo.

“Kimi had a long and varied career. He and the late State Sen. William H. (Doc) Hill began their political careers together in 1928 when both were elected to the Territorial House as Republicans. Kimi served in the Senate in the 1935 and 1937 legislatures, switched to the Democratic Party in 1938 and in 1959 rejoined the GOP.”

“The kamaaina had served as liquor commissioner, County Building Inspector and a variety of other appointments. His business career was widely varied from cane grower, to housing developer (Kimiville [a low rent housing development in Hilo])”. (HTH, Aug 20, 1971)

One of Kimi’s sons, Richard Wassman Kimi (born Feb 3, 1925), “had to learn at a young age whatever skills it took to help put food on the family table. As his father was quite the entrepreneur.”

“Richard worked hard at their drive-in diner at nights, Hilo’s only roller skating rink on weekends, the circus when it came to town, and waking up at 2 am every morning to make ice cream that he would sell at chicken fights and pay days in the Hamakua Coast plantation camps.”

He “yearned and learned to be a salesman. His education [was on] the streets rather than the classroom. At age 8, because of family hardships, he lived in Kamuela with his hanai Uncle and Aunty and learned cattle raising and building roads on their ranch.”

“Right after the Pearl Harbor attacks, he enlisted to serve our country in the U.S. Army; where his leadership skills earned him his Sergeant stripes at age 19, the youngest Sergeant in the U.S. Army at the time. When the war ended he chose to return home to help his family business”.

That business “was now selling Army surplus goods (over-supplies like clothing, tents, shovels, canteens, trucks, bull-dozers, electric and plumbing fixtures) at his father’s store near Hilo airport; where Hilo Seaside Hotel is today.”

“As the business kept struggling, he turned to the construction business with the surplus equipment he could not sell. He and his brothers built Kimiville … Soon, his successful sales skills sold all the surplus store inventory; except for an old dump truck, a bulldozer, some lumber, roofing and a steam-roller.”

“He was 29 by then, but wanted a life for his family that made money while you were sleeping and decided to build a hotel where the surplus store was. All the ‘experts’ he consulted thought he was crazy yet the contrarian that he was he saw an opportunity the war had ended and prosperity was in the air why not build a hotel that was affordable to the average person?” (Legacy Obituary)

“Alan Kimi, Richard’s son and president of Seaside Hotels Hawaii, said his father never wanted to build large hotels. He said his father’s main objective was to serve local residents and budget-minded visitors.

“‘People traveled by boats in those days and the ones that traveled by plane were rich,’ Alan Kimi said ‘So his idea was, as the airplanes became bigger, what about the average guy?’”

“‘What about the local traveler, people that lived in Kona, but that wanted to go to Hilo for a couple of days but couldn’t afford it? That’s how it started.’” (Adv, Feb 1, 2009)

“So he built the 30-room Hotel Hukilau, and soon it was always busy; so he built more rooms there. As smaller propeller planes became larger jet planes; travel to Hawaii became more affordable for the masses. What about building a hotel in Kailua-Kona, so visitors could spend one week on the Big Island? (Kona Hukilau now known as Kona Seaside Hotel opened with 44 rooms in 1960.)”

“As vacations became longer guests wanted to see Maui. So the family moved to Kahului and built the Maui Hukilau (Maui Seaside Hotel today) in 1962. Jet planes became jumbo jets but could only land in Honolulu. … [He] bought the Waikiki Biltmore Hotel [now, the site of Hyatt Regency Waikiki] in 1965.”

“He was a legend in Hawaii tourism a pioneer of the kamaaina rate; air, hotel and car packages for locals, reservations by toll-free phone lines, then fax lines, and now on-line bookings. His vision was affordable and friendly hotels. Today they are known as the Seaside Hotels Hawaii. It is the only Hawaiian owned and operated family hotel chain in the world.”

“He enjoyed teaching sales, marketing and business to hundreds of students; and always favored the under-dog and the little guy. One of his students, Robert Kiyosaki, author of Rich Dad, Poor Dad books, recognized Richard Kimi as his original ‘Rich Dad’ and continues sharing his lessons to the world.” (Legacy Obituary) Richard Kimi died on December 19, 2008, in Honolulu.

Another son of William James Kiki Sr was William ‘Uncle Billy’ James Kimi, Jr (born Nov 6, 1922), Richard’s older brother. Like his younger brother, Uncle Billy was “One of the island’s most well-known residents, [who] had a number of landmark businesses, including the Uncle Billy’s Kona Bay Hotel in Kailua-Kona and Uncle Billy’s Hilo Bay Hotel. He also managed Uncle Billy’s Fish and Steakhouse for 45 years”.

In 1978, “three main partners – real estate agent Kenneth Fujiyama, transportation kingpin Chiaki Matsuo and hotelman Billy Kimi” acquired and converted the Kona Inn hotel into the Kona Inn Shopping Village (that opened as the shopping center in July 1980). (Adv, Aug 3, 1980) (Fujiyama later sold his interest in the property.) (Star Bulletin, Sep 4, 1981)

“[H]is resume would fill pages: entrepreneur, importer, financier, retailer, wholesaler, developer, accountant and farmer, innkeeper, restaurant owner, art dealer, shopping center owner and more,” the citation read in recognition of the businessman.”

“‘This is where it all started for my family,’ [Kimi] said. ‘I just wanted to have a business where my kids could work and build their families without having to leave home.’”

“Kimi was also involved in the Occupational Skills Program at Konawaena High School, which taught special education students work skills at the shopping village and hotel during the 1980s. They worked every weekday but Wednesday, in areas such as retailing, sales, cooking, laundry work, maintenance, housekeeping and construction work.”

“Kimi said at the time he helps because he ‘prefers to train people that don’t know anything’ about the hotel business and wanted to help people improve their careers. He said he’s the same with his other employees, supporting them anytime they can better themselves,’ even if that means leaving his business.

“His 70 years of entrepreneurial creativity, work and vision have provided jobs for hundreds of people in a multitude of businesses, as well as improving the Hilo and Kona communities. He has worked diligently to improve education and health care for the children of Hawaii.” (HTH, Feb 2, 2016) Uncle Billy died Feb 19, 2016.

© 2025 Ho‘okuleana LLC

by Peter T Young Leave a Comment

Making Sugar

In pre-contact times, sugarcane was not processed as we know sugar today, but was used by chewing the juicy stalks.  Its leaves were used for inside house thatching, or for outside (if pili grass wasn’t available.) The flower stalks of sugar cane were used to make a dart, sometimes used during the Makahiki games. (Canoe Crops)

The first written record of sugarcane in Hawaiʻi came from Captain James Cook, at the time he made initial contact with the Islands.  On January 19, 1778, off Kauai, he notes, “We saw no wood, but what was up in the interior part of the island, except a few trees about the villages; near which, also, we could observe several plantations of plantains and sugar-canes.”  (Cook)

Cook notes that sugar was cultivated, “The potatoe fields, and spots of sugar-canes, or plantains, in the higher grounds, are planted with the same regularity; and always in some determinate figure; generally as a square or oblong”.  (Cook)

Sugarcane, a tall perennial grass, is grown in tropical and semitropical climates. (USDA)

To plant it, short sections of sugar cane plant stalk containing one or more node are first planted in soil which has been deep-plowed and formed into furrows that follow the contour of the land. In about 24 months a mass of vegetation (up to 10-feet high) has developed and is ready for harvest.

There are two factors that distinguish cane sugar production in Hawaii from cane sugar production in other parts of the world. First, growers do not harvest Hawaiian sugarcane until it is an average of two years old. In most other areas, sugarcane is harvested after one year of growth. (EPA)

Prior to World War II, almost all cane was cut by hand and transported to the sugar mills through an extensive network of water flumes. When water flumes did not exist, mule-drawn wagons carried the cane to rail roads for transport.

Following World War II, mechanical harvesting completely replaced the hand cutting of cane.  The most common method of harvesting is to snap off the cane at ground level with a bulldozer-type push rake on a large standard tractor. (EPA)

 Sugar cane is processed at two facilities: processing starts at a raw sugar factory and finished at a sugar refinery. The following address raw sugar processing. (Sugar Association)

When harvested, the root structure is left intact so that a second, third, or even fourth crop of sugar cane may be produced from suckers which grow from the root structure of old harvested plants. This process is known as ‘ratooning.’

Bulldozers then rake the cane into piles for cranes, equipped with special grabs, to load the cane into special cane haulers usually consisting of an enormous truck-tractor unit and semi-trailer. (EPA)

The operations necessary for making raw cane sugar are as follows :

  1. The extraction of the juice.
  2. The purification of the juice.
  3. The evaporation of the juice to syrup point.
  4. The concentration and crystallization of the syrup.
  5. The preparation of the crystals or grains for the market by separating them from the molasses. (Rolph)

The cane initially moves to a feeder table, up a conveyor, and then contacts a drum which spreads it out into a thin even blanket. Next it passes over a set of rollers which acts as a primary rock extractor. From there it falls into a flotation bath where rocks and other heavy foreign matter settle in the tank and are carried away.  (EPA)

Following the flotation bath, the cane proceeds up a conveyor where heavy washing begins. Next it passes over drums to be shaken and leveled. The root structure holding the stalks together is then broken and here also final washing occurs.

The cane then moves over trash extractors (oppositely spinning rollers) which grab and strip leaves from the stalks. The resulting trash is conveyed away from the cleaning plant. A series of knives then cut the cane into small lengths for crushing by a pair of corrugated rollers.

Typically, the milling is through a tandem of three rollers, and the chopped cane passes through each mill in succession to remove the sugar cane juice. Either three, four, or five mills in a series are employed to squeeze the juice out of the cane stalks.  (EPA)

Following extraction, sugar cane juice is sent through a clarifier;  after leaving the clarifier, the juice enters a multi-effect steam evaporator from which it emerges with greater density as ‘syrup.’

The syrup then enters vacuum pans where it is converted into molasses. In the pans, sugar crystals are also formed from the syrup by the process of evaporation to saturation. At the end of this operating cycle, the crystals are centrifuged to remove the molasses.

The sugar from the first pan operation is of commercial raw sugar quality and is ready for shipment to a mainland refinery. The molasses remaining from centrifuge of the first boiling operation is called ’A’ molasses. This is returned directly to the pans for a second cycle.

The material from the second pan operation is centrifuged and the sugar produced is also of commercial quality. The molasses remaining from the second pan operation is called ‘B’ molasses. ‘B’ molasses is of low quality sugar content and must be specially processed before additional sugar can be produced.  (EPA)

The raw sugar is then sent in bulk to refineries (C&H) for finishing, packaging and marketing/shipping. The initial step in cane sugar refining is washing the sugar, called affination, with warm, almost saturated syrup to loosen the molasses film.

There are a variety of steps of heating, separation of sugar crystals (in centrifuges), screening, washing and clarification. Two clarification methods are commonly used: pressure filtration and chemical treatment.

To produce refined granulated sugar, white sugar is transported by conveyors and bucket elevators to the sugar dryers. The most common sugar dryer is the granulator, which consists of two drums in series. One drum dries the sugar and the other cools the dried sugar crystals.

In addition to granulated sugar, other common refined sugar products include confectioners’ (powdered) sugar, brown sugar, liquid sugar, and edible molasses. (Food and Agricultural Industry; EPA) (The color and flavor of brown sugar come from the residual molasses left in the crystals during the refining process.)

Several waste products are produced by the sugar industry in raw sugar processing – one was bagasse, and the mills would flume it out of the mill and simply dump it in the ocean.

Later, some of the bagasse was made into canec.  In 1929, Hawaiian Cellulose Ltd, a subsidiary of the Waiākea Mill Company applied for a patent for the manufacture of it.  (County of Hawai‘i)  They made ‘canec.’

Canec was originally the brand name for pressed fiber board made by Hawaiian Cane Products, Ltd., but it has become commonly used to refer to all pressed board of this type.

Also, later, “After passing through the last mill, as much cane pulp (bagasse) as needed is fed into the mill fireroom for use as fuel.”  (EPA)  The bagasse was pelletized and fueled the boiler.

In 1906, the California and Hawaiian Sugar Refining Company (C&H) began refining pure cane sugar in the small town of Crockett, California, near San Francisco. As cargo ships offloaded raw cane sugar from the Hawaiian Islands, the refinery employed 490 people and produced 67,000 tons of refined cane sugar.

© 2025 Ho‘okuleana LLC

by Peter T Young Leave a Comment

Explorers and Traders … the Pacific and Hawai‘i

The word ‘spice’ is derived from the Latin ‘species’, or ‘special wares’, and refers to an item of special value, as opposed to ordinary articles of trade.  Spices were highly valued because, as well as being used in cooking, many had ritual, religious or medical uses.

They were of high value because of their relative geographical scarcity. Spices could only be grown in the tropical East; South Asia served as a major source of spices – in the South of China, Indonesia, as well as in Southern India and Sri Lanka.

Among the most widespread were the spices cinnamon, pepper, clove, nutmeg, and mace. (Hancock)  Some spices, such as cloves and nutmeg, grew nowhere else in the world.

The spice trade was conducted mostly by camel caravans over land routes (known as the Silk Roads).  The Silk Roads were important routes connecting Asia with the Mediterranean world, including North Africa and Europe. (Deepanjana, UNESCO)

From as early as 2000 BC, spices, such as cinnamon from Sri Lanka and cassia from China, were exported along the Silk Road as far west as the Arabian Peninsula and the Iranian Plateau. Other goods were also exchanged/traded – cargoes from China included ivory, silk, porcelain, metals and gemstones.  (Deepanjana, UNESCO)

Later, Spice Routes were established; these were the name given to the network of sea routes that linked the East with the West.  The journey of the goods between all these links in the chain is called a trade route (the word ‘trade’ derives from a term meaning a track or course).

One of the major motivating factors in the European Age of Exploration was the search for direct access to the highly lucrative Eastern spice trade.

in 1513, a Spanish captain, Vasco Nuñez de Balboa, went into the interior of Darien (Panama). On September 24, 1513, Balboa sighted a new ocean. He called it the Mar del Sur, or ‘sea of the south’ (South Sea); later (1520), Ferdinand Magellan called it the Mare Pacificum, or Pacific Ocean.

The accounts of the first explorers revealed the potential for high-value commodity exchange, and voyages of exploration were soon followed by those of spice traders. (BOEM)

From 1500 AD onward, first Portugal, and then other European powers, attempted to control the spice trade, the ports which marketed spices, and eventually the territories which grew them. (Cartwright)

The Portuguese established trading posts in China at Macau in 1513, in Timor in 1515, and finally at Nagasaki, Japan in 1543. Within the next decades, Dutch competitors followed the Portuguese across the Indian Ocean and into Southeast Asia. (BOEM)

Then came the Spanish … on November 28 1520, Spaniard Fernao de Magalhais (Ferdinand Magellan) entered the eastern Pacific from the opposite direction, by way of the tip of South America, discovering the strait that now bears his name, and thereby opened up to Spain the possibility of an alternative route between Europe and the spices of the Orient.”  (Lloyd)

Magellan crossed the ocean to the Philippines, which he named Las Islas Filipinas in honor of the Spanish king, Felipe. (Spate) The Spanish ultimately prevailed against other European competition in terms of Pacific trade. They did this through the founding of their outpost at Manila (Philippines) in 1571 and the establishment of regular transpacific Manila Galleon voyages.

Once a year, gold and silver were transported west from Acapulco to Manila in exchange spices (pepper, clove and cinnamon), porcelain, ivory, lacquer and elaborate fabrics (silk, velvet, satin), collected from both the Spice Islands (Moluccas, Indonesia) and the Asian Pacific coast.

The Pacific fur trade was pioneered by the Russians, working east from Kamchatka along the Aleutian Islands to the southern coast of Alaska. (ESDAW)

Originally, Russia exported raw furs, consisting in most cases of the pelts of martens, beavers, wolves, foxes, squirrels, and hares. Between the 16th and 18th centuries, Russians began to settle in Siberia, a region rich in many mammal fur species, such as Arctic fox, lynx, sable, sea otter and stoat (ermine).

it was the French and  British who dominated Pacific exploration in the eighteenth century. Beginning in the mid-1700s, the rival nations began to send out scientific expeditions to explore and chart the islands of the Pacific.

British explorers included Samuel Wallis (1767–68) and Philip Carteret (1767–68). But by far the most wide-ranging and accomplished of the eighteenth-century explorers was the Englishman Captain James Cook, who made three separate voyages to the Pacific in 1768-71, 1772-75, and 1776-80. (Kjellgren, MetMuseum)

After Cook was killed in Hawai‘i, one of his officers – and later a Captain – George Vancouver continued to explore and chart the Northwest Coast.  Commercial traders soon followed, exchanging copper, weapons, liquor, and varied goods for sea otter pelts. (Barbour)

Following Cook’s ‘discovery’ of the opportunities in the fur trade, the North American maritime fur trade became the earliest global economic enterprise.  Cook’s ‘discovery’ resulted in the British and then the Americans participating in the trade.

Following the American Revolution, the new nation needed money and a vital surge in trade. In 1787, two ships (Columbia, captained by John Kendrick, and Lady Washington, captained by Robert Gray) left Boston on a mission around Cape Horn and into the Pacific Ocean. to establish new trade with China, settle an outpost on territory claimed by the Spanish, and find the legendary Northwest Passage.

Within ten years after Captain Cook’s 1778 contact with Hawai‘i, the islands became a favorite port of call in the trade with China.  The fur traders and merchant ships crossing the Pacific needed to replenish food supplies and water.

Needing supplies in their journey, the traders soon realized they could economically barter for provisions in Hawai‘i; for instance, any type of iron, a common nail, chisel or knife, could fetch far more fresh fruit, meat, and water than a large sum of money would in other ports.

A triangular trade network emerged linking the Pacific Northwest coast, China and the Hawaiian Islands to Britain and the United States (especially New England).  Practically every vessel that visited the North Pacific in the closing years of the 18th century stopped at Hawai‘i for refreshment and recreation.

As trade and commerce expanded across the Pacific, numerous countries were looking for faster passage and many looked to Nicaragua and Panama in Central America for possible dredging of a canal as a shorter, safer passage between the two Oceans.

Finally, in 1881, France started construction of a canal through the Panama isthmus.  By 1899, after thousands of deaths (primarily due to yellow fever) and millions of dollars, they abandoned the project and sold their interest to the United States.

After Panamanian independence from Columbia in 1903, the US restarted construction of the canal in 1905.  Finally, the first complete Panama Canal passage by a self-propelled, oceangoing vessel took place on January 7, 1914.

Later, when Navy Commander John Rodgers and his crew arrived in Hawaiʻi on September 10, 1925 on the first trans-Pacific air flight, they fueled the imaginations of Honolulu businessmen and government officials who dreamed of making Hawaiʻi the economic Crossroads of the Pacific, and saw commercial aviation as another road to that goal.

Two years later on March 21, 1927, Hawaii’s first airport was established in Honolulu and dedicated to Rodgers.  1959 brought two significant actions that shaped the present day make-up of Hawai‘i, (1) Statehood and (2) jet-liner service between the mainland US and Honolulu (Pan American Airways Boeing 707.)

Here is a link for more on Explorers and Traders: https://imagesofoldhawaii.com/wp-content/uploads/Explorers-and-Traders.pdf

© 2025 Ho‘okuleana LLC

by Peter T Young Leave a Comment

Pipi Chute

In the middle 1800s, ranching became a significant economic engine in the Hawaiian Islands. On Lānai, Mānele Landing served as the port of call for ships picking up cattle, sheep and goats; and also in service of passengers and freight.

Ranching was the primary commercial enterprise on Lānai between 1860 to 1922. Initial activities focused on goats and sheep, but by the early 1900s cattle had become the primary stock.

To ship the cattle (in Hawaiian, pipi) to Honolulu, the animals were driven down to Mānele, held in pens, and then loaded on interisland steamers.

“They used to send cattle out, and then the Inter-island Steam [Navigation] Company’s boat, you know, freighters, used to come in, take those cattle to Honolulu, O’ahu, anyway.” (Fusako Nishimura Uchimura, UHM Oral History)

“In the early 1900s there were not as many wharves as there are today, and it was in few places that stock could be loaded onto the vessels through chutes as is more general now. The steamer would be anchored out from the shore and a heavy line run to some attachment on the land.”

“A boat was then tied to this shoreline and held in deep water. The cattle would be in a corral above high water or were driven out into the water and kept there by the surrounding cowboys.”

“On Lānai the corral was at Mānele at the top of a wide beach separating it from the sea. A lasso was thrown over the horns of one of the animals in the corral, the other end held by a man on horseback, and it was herded out and down the beach following the horse.”

“The animal’s efforts to escape brought it into the water as the horse headed for the boat. When within reach, just as the led animal lost its footing and the horse was reaching for the bottom with its hind feet the cowboy threw the rope to the men in the boat who would then throw another rope back to him.”

“The boat, with several beasts securely tied to the thwarts on each side, would be towed back to the steamer. Slings were adjusted to the animals and in turn they were hoisted to the deck and tied along the sides.”

“In fine weather this worked out well, but when rough it was risky, and sometimes cattle were injured or drowned. … so we devised a portable chute in sections, for bringing the stock to the water’s edge. The sections were drawn up when not in use. This was a great improvement, but we were not yet satisfied.”

“A corral was then built at the top of a low cliff overlooking a small tidal shelf with fairly deep water close to it. A chute was run out to above the edge of the tidal shelf close to deep water and supported there by posts.”

“Into this another chute was telescoped which, when run out over the water, reached to the deck of the steamer. By using a calf led down the chute, the large cattle were induced to follow, and the loading was done in a few minutes.”

“The calf was brought ashore ready for the next shipment. The steamer then pulled out, and the cattle were tied up as she proceeded on her way.”

“Even with this method, the work could still prove more or less harassing with changes of weather. After the Hawaiian Pineapple Company built the Kaumalapau Harbor and wharf, the cattle were shipped from the wharf through a chute. The pen and chutes were movable and, when not in use, kept out of the way of other work.” (Munro:105)

“I think more in the ‘20s, maybe, that’s when they built that chute. That thing was really something. You know they’d lead the calf down. The cows all follow the calf, they go right onto the ship.”

“But one time that thing broke, the cattle fell in the water. Some died; some, you see them swim. I didn’t know they could swim, they good swimmers. The cows, yeah.” (Violet Keahikoe Gay, UHM Oral History)

“They put the chute down onto the deck of the ship, and the ship would be going [i.e., bobbing] up and down, and the cattle would be bawling their heads off, and they’d have to be prodded to go down this chute to get onto the deck of the ship.” (Jean Forbes Adams, UHM Oral History)

“When I came over here, they had the chute and they had down. When too rough, the boat no can go by the side [of the chute], so they go by the sand side, everybody go swim. Over there, they rope ‘em and drag ‘em inside the water.” (Ernest S. Richardson, UHM Oral History)

After Kaumālapa’u harbor was built, “they still used Manele and the chute … Probably, since that was all built there. Yeah, Kaumalapau was strictly for pineapple shipping.” (Jean Forbes Adams, UHM Oral History)

With construction of the chute, the pipi could be driven along the cliffs to the chute and walked across the water onto the waiting boat. In addition to the “Pipi Chute,” a series of mortar salt making beds were built on the shore of the landing in the 1930s.

In May 1943, the salt making beds were moved to the cliffs. On the south side of the boat harbor were the salt beds and an old fence line that contained cattle as they were being driven down the chute for shipping to Honolulu. The salt beds were periodically filled with salt water, which evaporated and provided fresh sea salt for drying meat and treating hides.

On rough days, when the steamers couldn’t safely draw along the Mānele cliff side, cattle were driven into the ocean at Hulopo’e Beach. They were then tied up to a launch, which took them out to the steamer, and hoisted onto the boat for transport. Typically, anywhere from 30 to 70 cattle from Lānai were shipped in one trip.

By 1918, Charles Gay and family began experiments in planting pineapple on Lānai in the uplands near what would become Lānai City. Once harvested, the fruits would be taken by truck down to Mānele Landing via a stone and dirt trail that was almost impassable.

The crop was then loaded onto a small boat and transferred to Maui for canning. It was a difficult trip which caused the loss of much of the fruit, due to bruising. However, as a result of the Gay family’s success, James Dole’s Hawaiian Pineapple Company knew that the crop could be grown, and in 1922 Dole purchased almost the entire island of Lānai.

And the rest, as they say, “is history.”

© 2025 Ho‘okuleana LLC

by Peter T Young Leave a Comment

Swastikas … to Waikiki Surf-Boards

Founded in 1908 by William Butte, Pacific Ready-cut Homes, later Pacific System Homes, made ’kit’ homes.

They were considered one of the largest mass producers of pre-cut houses in the US; over the course of about 30-years, they delivered approximately 40,000-homes.

In the 1920s, working class people aspired to the “good life” of home and auto ownership and Pacific System was there to provide the little California bungalow that they were dreaming of. (AntiqueHome)

When the Stock Market crashed in October of 1929, Butte’s son Meyers was at Stanford and training for the Olympics in wrestling. Sales of homes were slow; the economic crash forced Meyers to come home and get involved with the family business.

When Meyers came on board, he convinced the family that manufacturing surfboards would be a good way to diversify the business. He began to change a small part of the production of Pacific System to surfboards.

Pacific System was one of the first companies to produce commercial surfboards.

Back then, boards were made of single pieces of redwood – and weighed about 100-lbs.

The first Pacific System boards were like the rest at Waikiki Beach – finless, single-slab redwood planks.

Recognizing the solid planks were too heavy, they looked for other options.

To lighten the load, Pacific System started making laminated surfboards; the big break came when they found a water-proof glue that would hold the slabs of wood used in board construction together. (Gault-Williams)

The new, lighter boards were constructed from glued and doweled balsa and redwood strips. They were 10 to 12-feet in length, 20-inches wide and a few inches thick (and weighed closer to 50-lbs.)

At first, the company logo was a swastika on the deck; the boards became known as ‘Swastika’ models.

“The Swastika boards were droolers,” shaper Dale Velzy is quoted as saying. “Everybody had homemades or hand-me-downs, so people really wanted a Pacific System.” (Velzy; Gault-Williams)

Although most boards continued to be custom made by surfers themselves, for the period leading into World War II, Swastikas became the most widely-used production board. (Gaul-Williams)

With the rise of Nazi Germany later in the decade, in about 1938, the swastika name and logos were dropped and the boards became known as ‘Waikiki Surf-Boards.’ (Motil)

Pacific System employed a number of well-known surfers, including Pete Peterson and Lorrin ‘Whitey’ Harrison. (They were the first of the hardcore California surfers to surf Waikiki.) (SurfMuseum)

“All ‘Waikiki’ boards are precision built with modern up-to-date machinery for a life-time of service in the world’s largest home-building plant.”

“The woods are specially selected. The Balsa wood is hand-sorted from finest imported stocks, scientifically kilned, laminated and cabinet finished by expert craftsmen under the personal direction of a professional surf-board aqualist.” (Pacific System Ad)

According to Butte’s son, his father took “great pride in the fact that he had pioneered the making of light surfboards.”

Pacific System models were popular and demand grew; they were shipping 60-boards a month to Hawaiʻi. (Marcus)

Pacific System Homes, as a Butte family enterprise, soon changed; although Pacific System still sold ready-cut houses throughout the thirties, homebuilding did not really recover until after World War II. (Flynn; Gault-William)

Founder/father William Butte died in 1936; sons Meyers and Robert ran the business for a while, then sold the company in 1942 and enlisted in the military. (Flynn; Gault-Williams)

© 2025 Hoʻokuleana LLC