Peter T Young

December 6, 2022 by Peter T Young Leave a Comment

Bully Hayes

Among all the rough men who made life hideous on the seas the figure of an American skipper stands pre-eminent – Captain “Bully” Hayes, who never knew fear. (Hawaiian Star, November 11, 1911)

Born in 1827 in Cuyahoga County, Cleveland Heights, Ohio, his father is said to have kept either a tavern or an ordinary grog-shop. There is no direct word of his boyhood, but there is ground for the assumption that he grew up as a reckless desperado. (Johnstone, Thrum)

The Honolulu Advertiser of September 24th, 1859 gives an interesting, history of the “Consummate Scoundrel.” About the year 1852, he was “unfortunate as to mistake a few horses belonging to a neighbor for his own, and sold them accordingly, pocketing the cash.” Unfortunately again for the world, he escaped prison by a flaw in the indictment and fled from danger.

The young Hayes received his education at Norfolk, Virginia, and later was appointed to a cadetship in the US Revenue Service, where he served with honor and promotion.

Subsequently, he resigned and became Captain of one of the Great Lake steamers, but afterwards – about the year 1854 or 1855 – he joined the US Navy, where he is reported to have served with credit under Admiral Farragut.

It has been alleged he was a man of aliases, however, these seem to be limited to “Captain Henry Hayes,” “Captain William H Hayes,” and “Captain W. H. Hayston,” as he was called throughout the South Pacific and officially announced in the reports of the British Admiralty for the years 1874-1875.

His well-known nicknames were “Bully” Hayes and “Bully”‘ Hayston. (Johnstone, Thrum)

His first venture in crimes on the seas was typical of much to follow. On a trip to San Francisco, he had so hypnotized a fellow-passenger (it seems he was a gentleman of means ready for an investment) that he agreed to establish Hayes’ “wife” (who afterwards remained there) in the liquor business, which, it seems, was quite to her taste.

But to leave his “wife” in a convenient establishment at a port of return was only a part of his plan. In the end, his scheme was brought to fulfillment by the friendly capitalist fitting out a ship for the China trade; it was not long afterwards that the bark sailed away with Hayes as Master, which was the last the owner ever saw of his ship. (Johnstone, Thrum)

He would often employ the ploy of ordering and having items delivered to his ship in port. The merchant came aboard on sailing-day for his money; he was politely received.

Then, the ship would cast off and while sailing out of the harbor, Hayes would note, ”But you see, Sir, it is inconvenient that I should pay you now. I shall return shortly and settle the account, but at this moment I am going to sea, so you must either return at once in your boat, or sail with me.”

It was near the middle-1850s when Captain Hayes first appeared in the Pacific; he arrived in Honolulu in 1858: over six feet in height, big, bearded, and blond, with a soft voice and a persuasive smile – 240-pounds of intriguing manner and sly scheming. (Gessler)

“(H)e and his first officer were put ashore at Honolulu from the ship Orestes. He was at that time accompanied by his wife, who was lately living with his children on the Navigator islands. In all his travels he was accompanied by women, whom he picked up and dropped as the fancy took him.” (Evening Bulletin, October 7, 1895)

“Since Bully Hayes touched here first in the fifties … he will be remembered by the oldest residents only. Yet there was that in the man and his acts which is worth preserving, and this brief record of his early career in the North Pacific seems due to the life and memory of the urbanest scoundrel that ever sailed a sea on evil deeds intent.” (Johnstone, Thrum)

“Eventually he commenced his career as a trader among the South Sea Islands. After raiding and robbing stations for a couple of years, Bully Hayes was arrested by the British Consul at Upolu … he readily won the hearts of men and officers, who began to believe that he was a most worthy and much injured man.”

“Within three days he was not only set free, but supplied with all he required for another sea trip, upon which he left with the best wishes of the captain and officers.” (Evening Bulletin, October 7, 1895)

“Of all the hard lives a man ever lived in the South Sea and I’ve been sailor, whaler and trader among the best of ’em – “blackbirding” was the worst. A man had good times ashore and the like of that, but when he worked he carried his life in his hands. It was so aboard ship as well as when he went ashore after labor recruits.”

“I don’t know who gave that business the name of “recruiting,” for we know it to be almost always downright kidnapping that generally ended in slavery. No wonder the natives resisted every recruiting crew that landed.” (Hawaiian Gazette, January 9, 1917)

Blackbirding is the recruitment of people through trickery and kidnappings to work as laborers. The practice occurred between 1842 and 1904. Those ‘blackbirded’ were from the indigenous populations of nearby Pacific islands.

Hayes had ship after ship, but title for each was often questionable. Over the years, he traveled the Pacific Ocean between California, Hawaiʻi, Australia, New Zealand and the Caroline Islands and would cause islanders to hide in fear of being kidnapped and shipped off to be a laborer on some distant plantation.

“Merciless to those who opposed him, he had bursts of generosity unknown to his rivals. He recognized that the invasion of the South Sea kingdom by the missionaries meant the coming of law and order, which, in turn, meant the death of his reign of violence.”

“So he strove to thwart the proselyting band, and until his end in the late-70s, with the Pacific as his shroud, he successfully combated the missionaries.” (Hawaiian Star, November 11, 1911)

“After a half century of notoriety in the Pacific, during which the voice of the investigator has ever been raised against him in condemnation, “Bully”, Hayes has at least one old acquaintance who paints him lens black than most. This is Captain Callaghan”. (Hawaiian Gazette, January 9, 1917)

“Bully Hayes was not as bad as nearly every one says he was,” said Captain Callaghan yesterday. ‘He dealt squarely with men until he was cheated and when he was he became a very bad customer indeed.’” (Hawaiian Gazette, January 9, 1917)

Hayes was a fascinating companion, who sang in fine voice the songs of the German classical composers, was an accomplished performer on piano and violin, and spoke at least four languages (besides various Polynesian dialects) with much fluency. (Johnstone, Thrum)

Hayes received a fatal stab (or shot) in the heart from one of his crew (the ship’s cook Peter Radeck or Dutch Pete, responding to threat’s from Hayes) and died on March 31, 1877 in Hawaiʻi at just 47 years old. (Evening Bulletin, October 7, 1895)

Hayes (and glimpses of his story) was later portrayed by actor Tommy Lee Jones in the 1983 film, “Nate & Hayes”.

December 5, 2022 by Peter T Young Leave a Comment

Nehu

The Hawaiʻi aku fishery (skipjack tuna) originally supplied only the local market for fresh and dried tuna. Then, the Hawaiian Tuna Packers, Ltd. cannery was established (in 1916,) enabling the fishery to expand beyond a relatively small fresh and dried market.

This near-surface schooling tuna is widely distributed across the Pacific Ocean. Historically, the pole-and-line, live bait fishery for aku boats was the largest commercial fishery in Hawaiʻi. Annual pole-and-line landings of skipjack tuna exceeded 5.5 million lb from 1937 to 1973.

The new and expanding market for canned product allowed the fishery to grow; from 1937 until the early 1980s most of the skipjack tuna landed in Hawaiʻi was canned. From the beginning, Hawaiian Tuna Packers label was Coral Tuna or Coral Hawaiian Brand Tuna.

Aku was historically the most important single commercial fish species in terms of landed weight and value in Hawai‘i, as well as throughout much of the central and western Pacific. (DBEDT)

About ninety percent of the output was shipped to the mainland; the remaining ten percent was sold in Hawaiʻi. (The cans for packing the tuna are furnished by the Dole Company.)

The Japanese technique of catching tuna with pole-and-line and live bait resembled the aku fishing method traditionally used by Hawaiians. The pole-and-line vessels mainly targeted aku.

They generally fished within a few miles of the main Hawaiian Islands, because few vessels carried ice and the catch needed to be landed within four to five hours from the time of capture.

Most of the aku catch in Hawai‘i is landed by commercial pole-and-line fishermen who induce aku to bite on feathered hooks by chumming with live bait. The live bait the aku boats used was nehu (a small anchovy).

Aku fishermen need millions of nehu. (Hollier) Nehu spawn all year long and spawning peaks in summer although this peak may shift to late winter and early spring. Nehu eggs are planktonic, and incubation is about 24 hours. Very few nehu live longer than one year. (NMFS)

Kāne‘ohe Bay, located on the Windward side of O‘ahu, served as the leading baiting ground in Hawai‘i, producing, according to statistics compiled by the Territorial Division of Fish and Game, approximately 60 per cent of the total commercial catch. (Hiatt, 1951)

The aku boat went into Kāne‘ohe Bay about sundown and anchored in the bay outside the mouth of the Kahaluu River near the old Libby’s pineapple wharf. The boat was usually anchored fore and aft, with the bow facing the mountains.

“We waited for the tide to drop and that was when the nehu came downstream into the bay. That’s when you catch them with nets. The best time was when the tide started going out around sundown or shortly after sundown.”

“We’d fill the tanks with nehu and then take the boat farther out and anchor near the reef where the waves would keep the water in the bait tanks moving constantly in and out, circulating, so the nehu were kept alive.”

“Daytime scooping was different. You worked with a surround net. I’d stay on board and the rest of the crew would go out with the motorboat and the nets and catch the nehu here and there with surround nets.”

“Then they would bring the nehu back to the boat in the motorboat and we’d scoop them into the tanks with buckets. If we didn’t have enough nehu … we would anchor in the bay that evening and drop submarine lights that night around the boat. The lights attracted the nehu? [Yo Kondo, April, 1976]

Aku fishermen spend 3-5 days catching bait for few hours fishing. (Honolulu Record) A specialized bait well in amidships allowed them to carry live nehu, as well as provide ballast for stability.

When the crew spotted a flock of seabirds – the telltale sign of a school of aku – they would chum the waters with nehu, causing a feeding frenzy. (Hana Hou)

The important thing is to have enough nehu so that with plenty of bait in the water, the tuna can be kept around the fishing boat. (Honolulu Record)

Fisherman dipped lines with a single barbless (and baitless) hook into the water. Within seconds an aku would take the hook, and with a combination of physical strength and good timing, the fisherman would jerk it up, flick it over his shoulder and onto the deck, and drop his line back into the water. (Hana Hou)

December 4, 2022 by Peter T Young Leave a Comment

Church of the Ali‘i

One of the earliest names for the church at Kawaiaha‘o was the King’s Chapel. Kawaiahaʻo Church was commissioned by Queen Kaʻahumanu during the reigns of Kamehameha II and Kamehameha III.

The current building replaced previous thatched churches and was designed by Rev. Hiram Bingham. The church was constructed between 1836 and 1842 of 14,000 slabs of coral rock quarried from an offshore reef on the southern coast of Oʻahu. (Kawaiaha‘o)

Perhaps the greatest occasion of all occurred on June 5, 1825 when ten Hawaiians made “a full declaration of their desire to be numbered among the disciples of Christ.”

These were Kalanimōku, Ka‘ahumanu, Kapule, Kapi‘olani, Keali‘iahonui, Kalakua, Namahana (or Opi‘ia,) Kaiu, La‘anui and Richard Kala‘aia‘ulu (who had arrived from the Cornwall School in 1823.)

A probation period of six months was set for these candidates. (Damon)

By the time a newly constructed thatched church was nearly finished, “Sabbath Decr. 4th. This has been a day of uncommon interest; and the transactions of it form an era in the Sandwich Island Church.”

“Eight persons who have for more than six months stood as candidates for admission and who have given as satisfactory evidence of personal piety as the nature of their circumstances will admit, came forward & united themselves to our number …”

“… and entered into a solemn covenant to walk in all the ordinances of the Gospel; and subscribed with their own hands unto the Lord, binding themselves by the most solemn engagements to be his forever.”

“Seven of the candidates received baptism – Karaimoku having been baptized a number of years ago by a French Chaplain, only brought forward his little son, which it was a pleasing sight to witness in the arms of his father to be presented for Christian baptism – He received the name of Joseph Leleohoku.”

“Ka‘ahumanu was baptised by the Christian name of Elizabeth. – Opi‘ia by that of Lydia; Tapule Deborah; Keri‘iahonui – Aaron; La‘ahui – Gideon; Kaiu – Simeon. Kara‘aiaulu – Richard.” (Levi Chamberlain Journal)

The Kawaiaha’o Church register lists the names of those who, beginning on December 4, 1825, took their vows, and were baptized. Their signatures are on the church charter.

These were not just any Hawaiians, they represented the high chiefs at the time. They were the Ali‘i Founders of Kawaiaha‘o.

Kalanimōkū was a trusted and loyal advisor to Kamehameha I, Liholiho (Kamehameha II) and Kauikeaouli (Kamehameha III.) “Kalanimōku was prime minister of the king, and the most powerful executive man in the nation.” (Lucy Thurston) (Kalanimōku died February 7, 1827 at Kamakahonu, at Kailua-Kona.)

Kaʻahumanu, the favorite wife of Kamehameha I, was one of the most powerful people in the Islands at the time of the arrival of the missionaries. There were those who were higher by birth, and there were those who were higher by title, but there was probably none who held greater influence. (Ka‘ahumanu died June 5, 1832 at her home, Puka‘oma‘omao in Mānoa.)

Namahana (or Opi‘ia or Pi‘ia) was Ka‘ahumanu’s sister and former wife of Kamehameha I. When the missionaries first arrived in the Islands, they stopped at Kawaiahae. Namahana boarded the Thaddeus and sailed with them to Kailua-Kona. (She died in 1829.)

“Laʻanui was the paramount chief of the Waialua division from 1828 to his death in 1849, as well as the particular ‘lord’ (hakuʻāina) of Kawailoa, the district (ahupuaʻa) corresponding to the Anahulu River valley.” (Kirch) Laʻanui and Namahana (Piʻia) were one of the first couples to be married by Hiram Bingham. (La‘anui died September 12, 1849.)

Kauai Chiefess Kapule was wife of Kauai’s King Kaumualiʻi. Kaumuali‘i died May 26, 1824; she then married Kaʻiu, Kaumualiʻi’s half-brother. When Humehume’s (Kaumualiʻi’s son) men arrived at the Russian Fort to try and reinstate the Kingdom of Kauaʻi, Kapule fought against them. She was the most prominent person of rank to remain on Kauai after the rebellion. (Joesting) (She died on August 26, 1853.)

Ka‘iu was a devout Christian; he joined a delegation to the Marquesas Islands to determine the possibilities for missionary expansion there. (Joesting) (Ka‘iu died on September 11, 1835.)

Keali‘iahonui was a son of Kaumuali‘i; he first married Kapule, but then Ka‘ahumanu took him as husband, but when she became a Christian, she gave up Keali‘iahonui to conform with her new religious beliefs. Keali‘iahonui later married Kekauōnohi. (He died June 23, 1849.)

“Kalākua, (was daughter of Keʻeaumoku, a chief from Hawaiʻi Island and) a widow of Kamehameha (joined Namahana in boarding the Thaddeus at Kawaihae when the missionaries first arrived.) (On board, she) asked (the missionary women) to make a gown for her in fashion like their own.” (Bingham) “(She) was told that it was the Lord’s day, and that they would make it tomorrow.” (April 2, 1820, Thaddeus Journal) (Kalākua died January 16, 1842.)

Kala‘aia‘ulu had been in American and was a student at the Foreign Mission School at Cornwall Connecticut. He came back to the Islands with the Second Company of missionaries, arriving on April 27, 1823. Back in the Islands, he served as an assistant teacher and interpreter.

The image shows a portion of the page of Hiram Bingham’s Baptismal Book (written by Bingham on December 4, 1825,) noting these names, the first members of Kawaiaha‘o Church: Kalanimōku, Ka‘ahumanu, Namahana, La‘anui, Keali‘iahonui, Kapule, Kaiu and Kala‘aia‘ulu (from Kawaiaha‘o Church)

Hiram Bingham Baptismal Book-Noting Dec 4, 1825

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kawaiahao_church_honolulu_in_1857

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Kawaiahao_Church_at_Honolulu_illustration-Bingham

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Kawaiahao interior

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Kaahumanu Commemorative plaque

December 3, 2022 by Peter T Young Leave a Comment

Matson Navigation Company

Born in Sweden, Captain William Matson (1849–1917) arrived in San Francisco in 1867, at the age of 16. There, he began sailing in San Francisco Bay and northern California rivers.

Captain Matson became acquainted with the JD Spreckels family and was asked to serve as skipper on the Spreckels yacht, Lurline. The Spreckels family later assisted Captain Matson in obtaining his first ship, the Emma Claudina.

In 1882, when Matson sailed his three-masted schooner Emma Claudina from San Francisco to Hilo, carrying 300 tons of food, plantation supplies and general merchandise, Matson Navigation Company started its long association with Hawai‘i.

That voyage launched a company that has been involved in such diversified interests as oil exploration, hotels and tourism, military service during two world wars and even briefly, the airline business. Matson’s primary interest throughout, however, has been carrying freight between the Pacific Coast and Hawai‘i.

In 1887, Captain Matson sold the Emma Claudina and acquired the 150-foot brigantine Lurline from his employer, JD Spreckels – this was the first of several famous Matson vessels to bear the name Lurline.

Matson met his future wife, Lillie Low, on a yacht voyage he captained to Hawai‘i; the couple named their daughter Lurline Berenice Matson.

As the Matson fleet expanded, new vessels introduced some dramatic maritime innovations. The bark ‘Rhoderick Dhu’ was the first ship to have a cold storage plant and electric lights. The first Matson steamship, the ‘Enterprise,’ was the first offshore ship in the Pacific to burn oil instead of coal.

Increased commerce brought a corresponding interest in Hawai‘i as a tourist attraction. The second Lurline, with accommodations for 51 passengers, joined the fleet in 1908. The 146-passenger ship SS Wilhelmina followed in 1910, rivaling the finest passenger ships serving the Atlantic routes.

More steamships continued to join the fleet. When Captain Matson died in 1917 at 67, the Matson fleet comprised 14 of the largest, fastest and most modern ships in the Pacific passenger-freight service.

When World War I broke out, most of the Matson fleet was requisitioned by the government as troopships and military cargo carriers. Other Matson vessels continued to serve Hawai‘i’s needs throughout the war.

After the war, Matson ships reverted to civilian duty and the steamers Manulani and Manukai were added to the fleet – the largest freighters in the Pacific at that time.

The decade from the mid-1920s to mid-1930s marked a significant period of Matson expansion. In 1925, the company established Matson Terminals, Inc., a wholly owned subsidiary, to perform stevedoring and terminal services for its fleet.

With increasing passenger traffic to Hawai‘i, Matson built a world-class luxury liner, the SS Malolo, in 1927. At the time, the Malolo was the fastest ship in the Pacific, cruising at 22 knots. Its success led to the construction of the luxury liners Mariposa, Monterey and Lurline between 1930 and 1932.

Matson’s famed “white ships” were instrumental in the development of tourism in Hawai‘i. In addition, beginning in 1927, with the construction of the Royal Hawaiian Hotel, Matson’s Waikīkī hotels provided tourists with luxury accommodations both ashore and afloat.

Immediately after the December 7, 1941 attack on Pearl Harbor, the passenger liners Lurline, Matsonia, Mariposa and Monterey, and 33 Matson freighters were called to military service.

Matson, as General Agent for the War Shipping Administration, was given the responsibility for manning, provisioning, maintaining and servicing an important part of the government’s rapidly expanding fleet of cargo vessels. Matson was soon operating a fleet of more than one hundred vessels.

The post-war period for Matson was somewhat difficult. The expense of restoration work proved to be very costly and necessitated the sale of the Mariposa and Monterey, still in wartime gray. In 1948, the Lurline returned to service after a $20-million reconversion.

Two new Matson hotels were built on Waikiki in the 1950s, the Surfrider in 1951 and the Princess Kaʻiulani in 1955.

In 1955, Matson undertook a $60-million shipbuilding program which produced the South Pacific liners Mariposa and Monterey, and the rebuilt wartime Monterey was renamed Matsonia and entered the Pacific Coast and Hawai‘i service.

On August 31, 1958, Matson’s SS Hawaiian Merchant departed San Francisco Bay carrying 20 24-foot containers on deck.

The historic voyage marked the beginning of an ambitious containerization program that achieved tremendous gains in productivity and efficiency from the age-old methods of break-bulk cargo handling.

The container freight system that Matson introduced to Hawai‘i in 1958 was a product of years of careful research and resulted in the development of a number of industry innovations that became models worldwide.

Containerization brought the greatest changes to water transportation since steamships replaced sailing vessels.

Concurrently, shore side innovations were introduced, including the world’s first A-frame gantry crane, which was erected in 1959 in Alameda, California and became the prototype for container cranes.

In 1959 (the year Hawai‘i entered statehood and jet airline travel was initiated to the State,) Matson sold all of its Hawaiʻi hotel properties to the Sheraton hotel chain.

December 2, 2022 by Peter T Young Leave a Comment

“East Wind, Rain”

Takeo Yoshikawa, a Japanese spy, arrived in Honolulu on March 27, 1941, aboard the Japanese liner Nitta Maru. His papers identified him as Tadashi Morimura, the name he was always referred to while in the Islands (and subsequent investigative records.) (He’ll be referred to here by his real name, Yoshikawa.)

Born on March 7, 1914, Yoshikawa had been approached in 1936 to work as a civilian for Japan’s naval intelligence service: “Since I had been studying English, I was assigned to the sections dealing with the British and American navies. I became the Japanese navy’s expert on the American navy.”

“I read everything; diplomatic reports from our attachés, secret reports from our agents around the world. I read military commentators like Hanson Baldwin (New York Times military affairs editor.)” Yoshikawa also studied Jane’s Fighting Ships and memorized the silhouettes of all the American ships, something that would later prove critical. (Savela)

Posing as junior diplomat, Yoshikawa was to keep current on the status of the US fleet and its anchorages, reporting his observations to Tokyo by coded telegraph messages. Thanks to Hawaiʻi’s large Japanese-American population, Yoshikawa easily blended in.

When Kita briefed Yoshikawa, he reminded him, “Don’t make yourself conspicuous; maintain a normal, business-as-usual attitude, keep calm under all circumstances; avoid taking unnecessary risks; stay away from guarded and restricted areas and be aware of the FBI.” (Prange; Savela)

In keeping with his cover, Yoshikawa avoided illegally entering military bases or stealing classified documents. He shunned cameras and notepads, relying instead on memory. He supplemented his observations with items of interest gleaned from daily newspapers.

Yoshikawa familiarized himself with the principal Hawaiian Islands and their military installations, which were concentrated on Oʻahu. He frequently relied on a hired cab driven by John Mikami, a Japanese-Hawaiian who often performed chores for the consulate. (Deac)

Other times, Yoshikawa was chauffeured by Richard Kotoshirodo, a consular clerk. It did not take long for Yoshikawa to scout out the various US Army and Navy bases on central, southern and eastern Oʻahu. Predictably, the focus of his attention was Pearl Harbor, the nearly landlocked US Pacific Fleet anchorage on the south coast of the island.

The assignment fit into a plan outlined in January 1941 by Combined Fleet Commander Isoroku Yamamoto. The plan called for an aerial assault on Hawaiʻi as the opening move of a war between the United States and Japan. Yoshikawa was to become his country’s only military spy in the islands and Yamamoto’s most valuable source of current information on Oʻahu. (Deac)

And with its relatively open landscape, sloping elevations, and limited restrictions on movement, he readily compiled useful intelligence. His encyclopedic knowledge of US ships and his methodical charting of their movements made his reports all the more valuable. His contribution to the Japanese effort was ultimately “an important one.” (Savela)

Yoshikawa did not work alone. Later joining him in espionage was a ‘sleeper agent’ Bernard Otto Julius Kuehn and his family, Nazi spies sent to the Islands by Nazi Propaganda Minister Joseph Goebbels. (Washington Times)

The Kuehns arrived in Hawaiʻi in 1935, they blended in, and waited; no one seriously suspected that Caucasians would carry on espionage for the Empire of Japan, so Kuehn, his wife Friedel, their daughter and son, Hans Joachim, were virtually inconspicuous as a white family on the windward side.

However, every member of the family contributed towards collecting and documenting military activities at Pearl Harbor from 1935 right up to the day the bombs fell from Japanese aircraft.

On December 2, days before the attack, Kuehn provided specific – and highly accurate – details on the fleet in writing. That same day, he gave the consulate the set of signals that could be picked up by nearby Japanese submarines. (FBI)

At midafternoon on December 6, Yoshikawa made his final reconnaissance of Pearl Harbor from the Pearl City pier. Back at the consulate, he coordinated his report with Kita, and then saw that the encoded message was transmitted to Tokyo.

At 1:20 am on December 7, 1941, on the darkened bridge of the Japanese aircraft carrier Akagi, Vice Admiral Chuichi Nagumo was handed the following message:

“Vessels moored in harbor: 9 battleships; 3 class B cruisers; 3 seaplane tenders, 17 destroyers. Entering harbor are 4 class B cruisers; 3 destroyers. All aircraft carriers and heavy cruisers have departed harbor…. No indication of any changes in US Fleet or anything unusual.” (Savela)

In the early morning of December 7, 1941, Japanese pilots flew toward the island of Oʻahu from six aircraft carriers (the Akagi, Kaga, Soryu, Hiryu, Shokaku and Zuikaku;) two waves of planes attacked various military installations on Oʻahu.

The prearranged coded signal “East wind, rain,” part of the weather forecast broadcast over Radio Tokyo, alerted Japanese Consul General Nagao Kita in Honolulu, and others, that the attack on Pearl Harbor had begun.

The first wave of 183-planes (43-fighters, 49-high-level bombers, 51-dive bombers and 40-torpedo planes) struck its targets at 7:55 am. The second wave of 167-Japanese planes (35-fighters, 54-horizontal bombers and 78-dive bombers) struck Oʻahu beginning at 8:40 am.

The Japanese consulate staff locked the consulate doors and began burning all their codebooks and classified material. “Smoke was pouring out of the chimney.” At about 9:30 am, December 7, the consulate staff was arrested and later shipped to Phoenix, Arizona.

By 9:45 am, the Japanese attack on Oʻahu was over.

Japanese Consulate Staff-Honolulu-(NationalArchives)

SPY, WIFE, HERO – TAKEO YOSHIKAWA, HIS WIFE, ETSUKO, AND HIS LIFETIME HERO, ADMIRAL TSOROKU YAMAMOTO, SUPREME COMMANDER AND PLANNER OF THE JAPANESE ATTACK FORCE THAT ATTACKED PEARL HARBOR. EXCLUSIVE PHOTO BY RON LAYTNER FOR EDIT INTERNATIONAL.

SITTING ON HIS HORSE ‘JONNY’ THE LEGENDARY PEARL HARBOR SPY, TAKEO YOSHIKAWA, SAID “I WAS BORN IN THE DAYS OF THE GREAT JAPANESE EMPIRE WHEN THE YAMATO RACE WALKED TALL ACROSS ASIA AND BOYS WERE DESTINED FOR GREATNESS.” EXCLUSIVE PHOTO COPYRIGHT BY RON LAYTNER, EDI INTERNATIONAL.

“IN MY YOUTH I WAS A SAMURAI. I BELIEVED IN WAR AND DEATH IN BATTLE. I SHAPED HISTORY. NOW I AM OLD AND BELIEVE IN PEACE AND LOVE.” TAKO YOSHIKAWA, THE PEARL HARBOR SPY, INTERVIEWED BEFORE HIS DEATH IN 1984. WORLD EXCLUSIVE PHOTOGRAPH COPYRIGHT BY RON LAYTNER AND EDIT INTERNATIONAL.

WATCHING THE NEW JAPAN THROUGH HIS WINDOW, THE OLD SPY SAID: “I AM NOT SORRY ABOUT PEARL HARBOR – ONLY THAT JAPAN HAS NOT HONORED ME. ALL THOSE WHO DIED IN THE ATTACK – ALL THE AMERICANS AND THE FEW JAPANESE TOO – THEY DIED FOR THE GLORY OF HISTORY,” SAID UNREPENTENT JAPANESE SUPER SPY TAKEO YOSHIKAWA, WHO WAS DIRECTLY RESPONSIBLE FOR PROVIDING JAPANESE FORCES WITH INTELLIGENCE FROM PEARL HARBOR. EXCLUSIVE PHOTO COPYRIGHT BY RON LAYTNER FOR EDIT INTERNATIONAL.

THE MOST EFFECTIVE SPY IN HISTORYM TAJEI ISGUJAWAM DRUBJS TI FIRGET UB NATSYTANA IB SGUBIJY USKABDM “JAPAN NOW THINKS ONLY OF MONEY AND HOW TO WIN NEW MRKETS,” HE SAID SADLY. EXCLUSIVE PHOTO COPYRIGHT BY RON LAYTNER FOR EDIT INTERNATIONAL.