Deadly Gadgets of the OSS: When Uncle Sam Played Dirty in World War II

OSS Time Pencil Fuze.

by Stanley P. Lovell

"I'm Colonel Donovan, Dr. Lovell. You know your Sherlock Holmes, of course. Professor Moriarty is the man I want for the OSS. You're it. I need every device and underhanded trick to use against the Germans and Japanese—by our own people, but especially by the underground in occupied countries. You will have to invent them."

I had never met a man of such magnetism. I heard myself say, "I will."

As soon as I could, I looked up references to the fictional Professor Moriarty. Most of them were discouraging to a chemist called to play the role. "Famous scientific criminal"—well! "The organizer of every deviltry." Come! Come!

I moved into a small office down by a brewery. My title: Director of Research and Development, OSS.

The first job was a plant for documentation. Spies or saboteurs would have short shrift unless they had perfect passports, ration books, and money to confirm their assumed status. These are the little things upon which the life of the agent depends. But enemy documents had security built into them, just so no one could imitate them. The paper contained special fibers, invisible inks, and trick watermarks so counterintelligence could expose a forged document.

Philippine money proved the toughest because the fibers were kudsu and mitsumata, to be found only in Japan. No substitute would give the "feel."

I learned that Japanese paper existed in the United States. We could rework it into currency. However, were we to buy it, someone would reason that we wanted it for counterfeit Japanese money. I turned to James Byrnes, then assistant to the President. How he did it I'll never know, but within a week the entire lot of Japanese paper was in a warehouse available to us only.

And in the nick of time. General MacArthur sent word that currency was vital in the Philippines. It was extremely difficult to manufacture the money, even with the proper fibers. The "banana-tree" engraving was most intricate, and there were several color engravings.

Even more baffling, Japanese money in the Philippines was overstamped to identify the district in which, alone, it was valid. This was an ingenious method of controlling travel. If a bill marked 'Davao' were offered in Manila, its possessor was forced to explain what he was doing in Manila. Each Filipino was frozen in his town.

We engraved money sufficient to fill a cargo plane, all overstamped in direct proportion to the population census. The fibers were crisp kudzu and mitsumata, the inks had identical fluorescence under ultraviolet light, and all secret marks were exactly duplicated. These bills would pass everywhere. The Japanese never realized that the OSS utterly destroyed their population currency control in the islands.

In Java and Sumatra little resistance could be encouraged with bribes of Japanese occupation currency. The money for which the Indonesians would do anything was the Maria Theresa thaler, a coin about the size of a 25-cent piece.

Accompanying this information was a note saying, "Nothing to be done: the last Maria Theresa thalers were made in 1870."

We located two or three authentic thalers from collectors. We studied the metal on an alloy-analyzing machine. Silver wasn't hard to get.

We made an excellent mold. The molten metal was poured, cooled, the flash trimmed off, and there were as fine thalers as Maria Theresa had ever seen. My group was not enthusiastic. They all felt a counterfeit of cheaper alloy would be more in their line. It was the most honest job we ever did.

I was not able to follow Maria Theresa beyond the shipping door. Did she contribute to the overthrow of the Greater East Asia Co-Prosperity Sphere or was she added to the secret hoard of rascally Sumatrans? I'll never know.

A spy must never have a weapon. His job is to collect and transmit information. The transmission of information was a whole study itself.

One device originated when a spy told me he was all but trapped in the Adlon Hotel in Berlin. "I would have given anything," he said, "if I could have created a panic in that lobby."

My answer was "Hedy," a firecracker device which simulated the screeching of a falling bomb and then ended in a deafening roar—all completely harmless. By activating Hedy the agent could escape in the turmoil.

One day the Joint Chiefs of Staff asked me to demonstrate our devices. I showed booby traps, our derailing system, incendiaries—and Hedy. As I spoke I activated one casually in a wastebasket. Hedy interrupted, shrieking. Then came the bang. I saw generals clawing to get out the single door. We were never again invited before the Joint Chiefs.

Unlike the spy, the saboteur is a man of violence. He must harass the enemy. One way is to derail a train. This is easy, we thought: take out one rail and the train falls over. Unfortunately, it doesn't work.

Perhaps the perfect weapon for derailment was "Casey Jones." It consisted of a permanent magnet on a box. This magnet was to stick the box to the underside of railway cars. From the box an electric eye looked down on the track. Our electric eye was not affected by a gradual diminution of light, such as nightfall, but only by a sudden cutting off of light when a train entered a tunnel. This activated it instantly, and an explosive would blow a wheel off the car.

The resistance put Casey Jones first on repair trains. After that, men, women, and children placed them on any rolling stock.

A long line of cars would wind into a tunnel. Explosion and derailment followed. When the repair train crawled in, it, too, was derailed in the cramped tunnel. Now both wrecks had to be worked on by hand, and the through line was blocked for a long time.

Every Casey Jones had a decal in German: "This is a Car Movement Control Device. Removal is strictly forbidden by the Third Reich Railroad Consortium. Heil Hitler."

To attack an enemy automobile or tank, one could take two approaches—the fuel tank or the oil system.

The attack on the fuel tank was solved by "Firefly," a small plastic cylinder easily palmed by a filling-station attendant. It contained explosive which fired after the gasoline had swelled a rubber ring. This took hours, so the German vehicle was far away.

Fireflies were rushed to the French underground for the landings at Marseille. Two German divisions, ordered to repulse this attack, proceeded down the highways. All gasoline pumps en route were staffed by the Resistance. As the attendant inserted his hose in the filler pipe, he dropped a little Firefly into it.

The results were dramatic. Along the highways, off in fields, or smack in the roadway were abandoned vehicles. The success of the Marseille landings owed much to little Firefly.

The oil system was harder. All the time-honored tricks failed. Sugar? No result. Sand? Dirt? A little scoring of pistons, but the engine kept running. We tried fifty additives until my respect for the standard six-cylinder engine almost overcame any further work to destroy it.

A Harvard scientist suggested a compound to be put up in a small rubber sack and dropped through the breather pipe. After heat opened the rubber container, his compound became a dispersion. This hit the small mechanical tolerances of the bearings, and all seized simultaneously. The cylinder head burst into shrapnel.

Simple weapons were best. Suppose you knew a French girl who had access to a German officer's room. You'd give her your candle to replace his. It would burn perfectly until the flame touched the high explosive composing the lower two-thirds of the candle. The burst was as effective as a hand grenade.

The simplest weapon we made was a three-inch piece of steel so shaped that, however it fell, there were three prongs pointing downward and one erect. Thrown on a highway, it would cause a blowout. Too small for the driver to see as he bowled down the road, it destroyed any tire that ran over it.

One weapon the Germans or Japanese never did discover. Only the United States uniforms had a small "fob" pocket over the right hip. No enemy searching our people looked there. We evolved a gun to fit. The "Stinger" was a three-inch-by-half-inch little tube, innocent looking as a golfer's stub pencil. The tube held a .22 over-loaded cartridge. It was cocked by lifting a lever on the tube with the fingernail. Squeezing the lever down fired it.

One agent was picked up by the Gestapo. They frisked him and found no weapon, but put him in a staff car, in the back seat. En route to German headquarters for interrogation, the officer got out to telephone ahead. Our agent, left alone with the chauffeur, took out the overlooked Stinger, cocked it, held it near the back of the driver's head and fired. He pushed the body to one side, took the wheel, and drove to the American lines.

The Stinger not only saved the man's life but allowed our planes to destroy the German headquarters. By telling the driver what route to take, the officer had unwittingly given the OSS man priceless information.

Another simple weapon, the pull-type booby trap, had infinite applications. It was very effective against trains, for instance. A heavy bomb, called a "Spigot Mortar" was screwed into a tree on one side of a track. A wire crossed the track tautly fixed to a tree on the other side. The railroads had corps of trackwalkers, but our wire was over their heads and they were looking down. When the enemy train came along, the stack pulled the wire, and the bomb hit the engine and bowled it over.

One of our achievements was a high explosive that would act like ordinary flour, arousing no suspicion. It had almost the effect of TNT, but could be wet, kneaded into dough, raised, and actually baked into bread. I called it "Aunt Jemima."

We made Chinese flour bags and sent them, properly stenciled, to Chungking. Bags of this camouflaged explosive were laid against a bridge over the Yangtze River, destroying it completely.

My personal troubles with Aunt Jemima began when I found about 100 pounds in my office. I telephoned an expert to come take it away. He said, "Flush it down the toilet." It took some time to do that. When I returned to my desk the expert's boss was on the phone. "Don't flush that explosive down the toilet. The organic matter in the sewer will react with it and blow Washington sky-high."

I thanked him as calmly as I could. There was no point in his worrying, too. The sewer ran from our offices to the White House.

Every truck that backfired, every door that slammed, raised the hackles on our necks. In the morning we decided that the War College might blow up, but that the White House was safe. We knew, because we stood at its gates at sunrise.

A special weapon of the saboteur is the "Limpet," named after a shellfish which adheres to rocks. By means of a magnet or rivets, the Limpet anchors to a ship below the waterline. It holds a few pounds of high explosive. Although the hole it opens in the side of the ship is small, the result is devastating. The ship is promptly sunk because the recoil of the ocean upon that hole opens it up to a 20-foot aperture.

Our saboteur puts the Limpet against the ship's side with a long pole. Withdrawing the pole activates the tiny explosive. A magnesium window in the Limpet is slowly etched away by salt water and after several hours the explosion takes place.

In 1944 the Norwegian underground advised that the Germans might withdraw their army of occupation, and they needed Limpets to put on German troopships. The Torpex explosive we used was in Nebraska. Express, parcel post, railroads, or airlines were out. An Army captain and a sergeant offered to get it if I would provide an automobile. I gave them my own car and they were off. Their drive from Nebraska to Washington was an epic. The load of sensitive explosive weighed the small car down.

Were they to be stopped by police and their illegal load given publicity, the whole venture would have had to be abandoned. I thought of our Documentation Branch. Our letter, typed on White House stationery said:

"Captain Frazee and Sergeant Walker are on a secret mission for me as Commander-in-Chief. Any assistance given these officers will be helping to win the war. Any interference with their vital mission will be followed by disciplinary action. This is a Top Secret operation."

Franklin D. Roosevelt would have sworn that he had signed it.

Twice my men were stopped by local police and twice this letter evoked abject apologies.

The vital load was transported to Norway and encased in Limpets by the underground. Our timing was perfect. The Germans were recalling troops from Oslo, Stavanger, and Narvik. The British said that when Hitler most needed reinforcements to defend 'Festung Europa,' the fjords were in possession of many sunken German ships, with troops caught in that watery graveyard. The little Limpets from Nebraska had fulfilled their mission.

Some problems could not be solved. One was "Simultaneous Events," a means of activating high explosives that would be unaffected by any outside source except an air raid. The operator could secretly plant his explosives. Nothing would happen until an air raid. The target would blow up and the blast would be blamed on the airplane bombings. This would furnish an ideal alibi for the underground operator. Also, he could pinpoint the damage where it would hurt most.

We approached it from two angles; one was ground shock of a raid, the other a radio signal to be sent from the bombers. Nothing we invented passed our trials. The ground-shock devices would detonate prematurely from a passing truck. The radio signal depended on batteries, as well as an objectionable antenna. When Germany surrendered we were still working on Simultaneous Events.

My favorite attack on Hitler was a glandular approach. Gland experts agreed that he was close to the male-female line. A push to the female side might make his mustache fall out and his voice become soprano.

Hitler was a vegetarian. At Berchtesgaden, the vegetables had to have gardeners. A plant to get an OSS man there was approved. I supplied female sex hormones to be injected into 'der Führer's' carrots.

I can only assume that the gardener took our money and threw the medications away. Either that or Hitler had a big turnover in tasters.

One morning a radio message from one of our spies in Switzerland said: "French workman who swam Rhine last night told improbable story. Said he was guard for casks of water from Rjukan in Norway to Peenemünde."

A week before I had attended a discussion by scientists involved in atom bomb studies. Someone said, "Graphite would be a more efficient neutron arrester than heavy water."

The only water in the world worth guarding is heavy water.

I rushed to the maps. What was Rjukan? The biggest hydroelectric development in Europe and perhaps the only place where heavy water could be produced. I obtained air photos of Peenemünde. Dairy farms, thatched farmhouses. I didn't believe that!

In August 1943 the RAF staged a raid at Peenemünde that killed a thousand people and inflicted heavy damage—not on the atomic lab we thought was there but on the rocket station that was there. Dr. Martin Schilling, who was then chief of the Test Section at Peenemünde, recalls that it delayed the use of V-1s and V-2s until after the Normandy landings. Had those rockets landed on England prior to that date, the invasion of France would have been delayed.

The French workman was quite right, so far as he knew. For security, the guards had been told that the heavy-water shipments were headed for Peenemünde. Actually the load was sent to other destinations where nuclear research was really being carried on.

And so the strangest coincidence of all. The OSS message was incorrect, yet its interpretation helped implement the decision to bomb the headquarters of German rocket research.

Office of Strategic Services Insignia.

 
OSS Escape Utility Knife. This is basically a Leatherman except instead of scissors and a useless saw, you get wire cutters and special blade for slashing tires.

SOE Agents Assassination Pen Dagger. The name of this item pretty much says it all. It's a pen until you need to kill someone, and then the device comes apart to reveal a dagger with a 7.5cm blade. According to the auction house, "These were also given to resistance fighters."

SOE Agents Concealment Key. Interesting iron key which the end screws off to reveal hollow center which could be used to smuggle out messages, conceal a compass or even used to conceal a weapon or poison.

SOE / Commando Garrote Wire. This advanced version a Mafioso's piano wire is studded with razor sharp barbs, so that when you go to strangle the enemy, you can cut off their head at the same time.

SOE Agents Assassination Lapel Spike.

Biscuit Tin Radio. A radio disguised as a biscuit tin – simple yet ingeniously effective! During the war the Special Operatives Executive (SOE) had a team of spy gadget specialists dedicated solely to inventing radios that were made to look like everyday objects. One of the most effective has to be the Biscuit Tin radio, an ingenious way of communicating crucial messages to fellow spies.

Footprints have long been amongst the most obvious methods for spies and detectives to discover someone's presence. In order to conceal their location, SOE agents would use these rubber soles.

These overshoes would be slipped over military boots to hide their tread and fool the enemy into believing they were the footprints of barefooted locals.

Bigot Pistol. a late-World War II experiment created by the OSS to take the place of a suppressed .45 pistol. A spigot-mortar-like guide rod was installed in the barrel of a standard 1911, onto which a big steel dart would slide. The dart had a .25 ACP blank cartridge in its nose, and dropping the hammer on the 1911 would fire that blank. The resulting pressure would launch the dart out at roughly 200 fps. Not very fast, but certainly fast enough to make it very unpleasant to get hit by.

Lock-picking tools issued by the OSS.

A Type B Mk II suitcase radio used by two World War II outfits: America's Office of Strategic Services (OSS) and Britain's Special Operations Executive (SOE).

SOE wireless set disguised as a suitcase.

B2 suitcase set designed by Major John I. Brown.

An undercover ID for Office of Strategic Services director William J Donovan.

Sleeve gun. It is not known whether the sleeve gun was actually used in the field. According to the SOE catalogue, the assassin lets the gun slide into his hand and presses the muzzle against the victim, whilst pulling the trigger with his thumb. As the gun is only a few inches in length, it can then once again be hidden up the sleeve. The bullet cartridge remains within the gun, so there is no tell-tale evidence left lying around. The gun had a range of up to three yards, but allowed only one shot.

'Sleeping Beauty' canoe. The SOE semi-submersible canoe was nicknamed the 'Sleeping Beauty.' It was battery powered, had a top speed of 4.4 knots, and could travel for some 30 miles at a cruising speed of 3 knots. It was designed to carry up to three and a half pounds of explosives and, if necessary, to be dropped near its target by a heavy bomber. The canoe was used in the disastrous Rimau Operation, which saw the loss of the entire SOE team for no reward.

Amphibian breathing apparatus. The 'Amphibian' apparatus had an oxygen bottle with one and a half hours' supply. The SOE catalogue states that 'breathing should be quite normal.'

Sten gun with silencer. The silencer for the Sten gun was first developed in 1942, and was put into action in 1943. It meant that the gun could be used without alerting the enemy to small-arms fire in the vicinity. Only someone who was within 200 yards of the firer would be able to recognize the sound as gunfire. Another advantage of the silencer was that it eliminated any muzzle flash. This was important when the SOE team was operating at night. The Sten gun silencer was an ideal weapon for assassination, and it is known that it was used to kill the Norwegian traitor, Ivar Grande, in 1944. It is also thought that these guns were used during Operation Ratweek, when the SOE targeted collaborators in 1943.

Shaving cream tube with secret chamber. These chambers were used to conceal messages or objects. Toothpaste tubes were also used, but clearly the chamber would have been smaller. All the tubes were branded with the name of an appropriate manufacturer, and the top of the tube was filled with shaving cream or toothpaste so that it could be used normally, averting any suspicion. If the concealed object, such as a code printed on silk, required damp proofing, it was placed inside a balloon. This would be placed in the tube along with a bit of cotton wool to keep it in place. Instead of messages, glass-frosting ointment was also sometimes hidden in this secret compartment. The ointment could be used for sabotaging optical instruments.

'Exploding' rat. The idea for the 'exploding' rat - now immortalized as part of the SOE legend - was developed in 1941. The aim was to blow up the enemy's boilers by lying the rat on the coal beside the boiler, with the fuse being lit when the rat was shoveled into the fire. They were never used, as the first consignment was seized by the Germans and the secret was blown. The Germans were fascinated by the idea, however, and the rats were exhibited at the top military schools. Indeed, the SOE files show that the Germans actually organized searches for these rodent explosives. The source of the dead rats was a London supplier, who was under the mistaken belief that it was for London University.

Plaster logs. The plaster logs were designed to smuggle arms and ammunition into enemy territory. The arms or ammo were packed into cardboard containers, and sealed to protect the contents from the damp. The sealed containers were then built into dummy logs, which were carefully modeled on actual common tree varieties of the place of destination. They were then painted and embellished with moss and lichen, to make them look even more real.

Cork with hidden compartment. This normal bottle cork has had a secret compartment whittled out of it. It was used to conceal codes and micro-prints from the enemy.

Techniques of disguise. The SOE used a range of disguise techniques. The illustration shows what the catalogue claims can be done with a 'little shading, a theatrical moustache and a pair of glasses.' These minimalist, but highly effective, disguise techniques were drilled home to the SOE recruits by their instructors. In the field, new disguises had to be quick and easy. For more radical disguises, some agents even underwent plastic surgery to change their appearance.

Incendiary suitcase. These incendiary suitcases were intended to provide security for secret documents, and act as a booby trap for any snooping enemy soldier or secret policeman. They also came in the form of briefcases. To open the case safely, the SOE agent had to make sure that the right hand lock was pressed down and held to the right. If this wasn't done, the left hand lock would fire the charges when anyone attempted to click it open. The exploding cases could also be hazardous to members of the SOE. One briefcase exploded unexpectedly and injured an SOE agent, David Smiley, in Thailand. He was severely burnt by the explosion, but after treatment returned to active service.

Sedgley OSS .38 AKA Glove Gun or Glove Pistol.

Father O'Callahan of the Carrier Franklin

Lieutenant Commander Joseph T. O'Callahan, USNR(ChC) gives "Last Rites" to an injured crewman aboard USS Franklin (CV-13), after the ship was set afire by a Japanese air attack, 19 March 1945. The crewman is reportedly Robert C. Blanchard, who survived his injuries.

by Michael D. Hull

Tucked away in a manuscript file in the Dinand Library at Holy Cross College, Worcester, Massachusetts, is a fading parchment. Above the signature of President Harry S. Truman, the fading paper bears the two names that are permanently inscribed in a special niche in the history of the U.S. Navy. The names are O'Callahan and Franklin.

The parchment is the official citation of the Medal of Honor that was presented to Lieutenant Commander Joseph T. O'Callahan for his "conspicuous gallantry and intrepidity" while serving as chaplain aboard the carrier USS Franklin when she was crippled by Japanese bombs off Kobe, Japan, on 19 March 1945.

Chaplain O'Callahan, faculty member at Holy Cross College before and after the war and a scholar who loved both mathematics and poetry, was the first Roman Catholic chaplain in American history to be awarded the nation's highest decoration for gallantry.

His actions aboard Franklin—comforting the wounded, directing fire-fighting operations and leading rescue parties—when the flattop was stricken, inspired a flood of newspaper and magazine articles, an official Navy training film to teach recruits the qualities of duty and survival, and a Hollywood motion picture, "Battle Stations."

The Franklin herself and her 13,000-mile journey back to the United States is a classic saga of survival, unsurpassed in naval history. As her skipper, Captain Leslie E. Gehres, said, "A ship that will not be sunk cannot be sunk."

She refused to sink, and her crew refused to allow her to sink. When she eventually arrived back at Brooklyn Navy Yard in the spring of 1945, no less than 388 decorations were bestowed on the crew of the Franklin.

It was the greatest number of decorations ever bestowed on the personnel on a single ship in Navy history.

*

Born in Roxbury, Massachusetts, on 14 May 1905, Joseph Timothy O'Callahan was educated at St. Mary's parochial school in Cambridge and Boston College High School. He was a solid student in the college preparatory course. He wrote for the class magazine, acted in the dramatic society, and ran on the relay team.

He entered the Society of Jesus at the St. Andrew-on-the-Hudson novitiate, Poughkeepsie, New York, on 30 July 1922. Two years later he pronounced his first vows as a Jesuit. After completing philosophical studies at Weston College, Joseph O'Callahan joined the Boston College physics department as a teaching member in 1929.

Then it was back to Weston College in 1931 to begin formal theology studies. He was ordained a priest on 20 June 1934.

After tertianship at St. Robert's Hall in Pomfret Center, Connecticut, and a year of special studies at Georgetown University, Father O'Callahan was appointed to teach cosmology to his brother Jesuits at Weston College. The following year, in 1938, he was transferred to Holy Cross College to teach mathematics and physics.

By 1940, the brilliant priest-scholar was head of the mathematics department and had founded a mathematics library.

He loved what he was doing, and his students loved the energetic, friendly and, at times, fiery instructor. But much of the world was at war, and Father O'Callahan began to grow restless.

He applied for a commission as a Navy chaplain. Many of his friends and colleagues tried to convince him to stay. They felt his talents in physics and mathematics could serve the war effort best at Holy Cross, soon to be one of the leading Naval ROTC units in the country.

But logical argument was no match for the determination of Father O'Callahan. His triumph came on 7 August 1940, when he was com­mis­sioned a lieutenant, junior grade, in the Navy Chaplain Corps.

Paradoxically, O'Callahan's first naval assign­ment was teaching calculus at the Pensacola, Florida, Naval Air Station.

But this was not what he had joined the Navy for. He yearned for sea duty, particularly aboard a carrier.

After eighteen months of shore duty, Lieutenant O'Callahan reported in April 1942 to his first ship, the carrier Ranger. At last, Chaplain O'Callahan was going to sea.

The Ranger made few headlines but she saw plenty of action, from the Arctic to the Equator. She played a leading part in the Allied invasion of North Africa in November 1942 and in the October 1943 raid on German shipping in Norwegian waters. Her fighters made many strikes against German installations in Norway.

Father O'Callahan, promoted by now to lieutenant commander, did his work thoroughly as the Ranger's chief morale officer, and made many friends. At his funeral in Worcester twenty years later, officers and men of the Ranger presented a beautiful crucifix in appreciation of their beloved padre.

After two and a half years aboard the Ranger, Father O'Callahan was reassigned to shore duty—at the naval air stations at Alameda, California, and Ford Island, Pearl Harbor.

This was a cushion assignment for the energetic chaplain after the turmoil and tension of combat. It gave him time to relax and reorient himself. His Pearl Harbor roommate recalls that Father O'Callahan used to spend his free evenings reading poetry.

But the shore duty gave him time to worry. His youngest sister Alice, now Sister Rose Marie, a Maryknoll nun, was imprisoned in a Japanese detention camp in the Philippines. For three years, the O'Callahan family had not heard a word about her.

Father O'Callahan prayed that he would be assigned to the Philippines so that he might discover at first hand the fate of his sister. But his quiet spell ashore was a brief one, and fate had something special in store for the chaplain.

On 2 March 1945, he received peremptory orders to report for duty aboard another ship, the carrier USS Franklin (CV-13). At 3:35 that afternoon, amid piles of potatoes and ammunition, Chaplain O'Callahan went aboard the Franklin to keep his date with destiny.

The Franklin, known affectionately by her crew as "Big Ben," was the fifth U.S. Navy ship to bear the name Franklin. The 27,000-ton Essex-class flattop was named after Admiral Farragut's flagship in the Civil War.

The carrier's keel was laid at Newport News, Virginia, on 7 December 1942, the first anniversary of the Pearl Harbor attack. Ten months later, on 14 October 1943, she was launched under the sponsorship of Captain Mildred A. McAfee, director of the WAVES.

The nation needed more carriers, which had proved their fighting capabilities in combat since Midway, and the Franklin was speedily fitted out. Hauled by tugs, she eased into Norfolk Navy Yard, Portsmouth, Virginia, on the morning of 31 January 1944. That afternoon she was commissioned by her first skipper, Captain James M. Shoemaker.

After more fitting out, trial runs, gunnery practice, and landing tests for her air group pilots, the Big Ben was ready for her shakedown cruise. On 20 March, she lifted her 15-ton anchors and put out from Norfolk.

For almost a month, the big flattop underwent more drills and gunnery tests in the warm waters off Trinidad in the British West Indies. After voyage repairs and loading with fuel and war cargo, the Franklin headed for San Diego, California.

Finally, on 31 May 1944, the carrier was ready to shove off for the action in the vast Pacific. Shepherded by the cruiser Denver and a trio of new destroyers, Twiggs, Leary and Cushing, the Franklin turned her big bow westward and churned toward Pearl Harbor at a nimble 23 knots.

After brief exercises off Hawaii, Franklin lifted anchor on 15 June for the open sea—and action.

She stood in reserve while the mighty Fifth and Seventh Fleets assaulted Saipan and on 29 June moved out of Eniwetok to join Task Group 58.2. Her sister ships were the carriers Wasp, Cabot and Monterey, the cruisers Boston, Canberra and San Juan, and a clutch of destroyers.

The force steamed north to strike at the enemy-held Bonin Islands, only 600 miles south of Tokyo. The airfields there were stepping stones for the Japanese squadrons which might still be flung into the desperate battle raging on Saipan.

On the afternoon of 3 July 1944, twenty fighters from the Wasp swept in over the Bonins and hammered enemy airfields and planes. The task group held a fitting July Fourth celebration the following day, with the four carriers dispatching planes all day long to blast gun positions, airfields and barracks on Iwo Jima, Chichi Jima and Ha Ha Jima.

That night the American force withdrew, and steamed south for strikes on Guam in the Marianas. The Franklin's planes struck again and again at shore installations in the Marianas, and helped clear the skies of enemy aircraft.

Now Task Group 58.2 and the other two groups which had assisted in the Marianas operation merged into Task Group 58. After action in the Palau Islands group, the Big Ben joined Task Group 58.1, heading for another strike at the Bonins. Her fighters played havoc with a Japanese convoy of cargo ships and destroyers. Only one of some twenty vessels escaped the fury of Franklin and her sister ships.

After raids on Iwo Jima and Yap in the Carolines, Franklin planes assaulted Peleliu Island in support of the Marine landings on 15 September 1944.

During action off Luzon, in which the cruisers Canberra and Houston were crippled by Japanese torpedo bombers, the Franklin had several near escapes. With skilled seamanship, her commanding officer, Captain Shoemaker, averted disaster when a torpedo from a downed enemy plane headed directly for the flattop.

Shoemaker ordered "Right full rudder!" and rang up "Back full" on the starboard engines. The carrier slowed her motion and pulled to the right, the onrushing torpedo passing within a few feet of the Big Ben's bow.

Planes from the Franklin and the other carriers pounded Luzon airfields and shipping in choked Manila Bay. In one day-long battle with enemy planes, pilots from the Franklin accounted for twenty-nine Japanese aircraft.

The Big Ben was by now the flagship of Task Group 38.4. She was there with the Seventh Fleet on 21 October 1944 when troops of the Sixth Army poured ashore on Leyte. The re-invasion of the Philippines had commenced, and General MacArthur had finally returned.

Three big Japanese fleets were threatening the Americans at Leyte, and Task Group 38.4 wheeled westward to engage the enemy. One hundred and fifty miles from San Bernardino, the carrier planes spotted main units of the Japanese Second Fleet, and hurtled down through heavy flak to attack.

The battleships Musashi and Yamato staggered beneath Franklin bombs. Two cruisers were hard hit, one was left dead in the water, and another exploded. Off the entrance to Leyte Gulf, Franklin planes sank the large Japanese carrier Zuihō.

Early on the afternoon of 29 October, Big Ben launched a flight of planes to aid a fleet tanker force that was under air attack 50 miles away. Hardly had they left the flight deck when a small group of well-camouflaged Japanese suicide planes approached the Franklin's force. Cruisers and destroyers closed in tightly around Franklin and the carriers Enterprise, Belleau Wood and San Jacinto, and every five-inch gun in the formation opened up.

But the tenacious Japanese pilots peeled off and dived. Plunging through the murderous flak, a suicide plane crashed into the after end of the Big Ben's island. A terrific explosion rocked the flattop, and flames and smoke smothered the hangar and flight decks.

Two dozen men died in the explosion, and many gunners at their stations were scorched by flames and blinded by fumes. Twenty minutes later, while large fires were being furiously fought by damage control parties, another great blast ripped the Big Ben. She listed to starboard.

She lost fifty-seven men and sustained severe damage. A 30-foot hole gaped in her flight deck, the after elevator was warped, and large areas of Franklin's second and third decks amidships were twisted and shattered. But she stayed afloat.

The Big Ben gained an even keel after many hours of tireless effort by her crew, and retired to Ulithi. There, on 7 November 1944, Captain Shoemaker was relieved by Captain Leslie E. Gehres as skipper. After brief repairs at Pearl Harbor, the Big Ben was ordered to the Bremerton, Washington, Navy Yard for overhaul.

On arrival at Bremerton, Air Group 13 left the ship for a well-earned leave. Since the first operation less than six months before, the group had destroyed at least 338 enemy planes and had sunk fifteen warships and sixty merchantmen.

Repairs were completed on 28 January 1945 and after a stop at Alameda to take on her new air group, Air Group 5, Franklin headed for Pearl Harbor with her escorts. There, she underwent three weeks' refresher training.

On 3 March, the day after her new chaplain had come aboard, the Big Ben churned out of Pearl Harbor, westward bound for the war zone. She was accompanied by the cruiser Guam.

At Ulithi, her Task Group 58.2 merged with three other forces to form Task Force 58. The mission: to launch the first carrier strike of the war against the Japanese home islands.

The armada steamed north, stretching for 50 miles across the ocean. On the night of 17 March, the fleet closed to a mere 100 miles of the Japanese coast. An hour before dawn the following morning, the carriers launched their fighters to strike at airfields and planes on Kyushu.

The raids continued all day long, and the Big Ben's group alone downed eighteen Japanese aircraft and destroyed many others on the ground. The enemy reacted with characteristic fanaticism, and a dozen suicide planes were shot down almost within sight of the American task force.

March 19th, St. Joseph's Day, dawned coolly as the carrier Franklin swung round into the wind and lofted her first flight of the day—a fighter group armed with special heavy rockets to attack enemy naval units at Kure.

At 6:55 a.m. another flight swept off the flight deck bound for a strike at Kobe. A thousand yards away, the carrier Hancock was launching her first planes of the day. Astern of Franklin was the light carrier Bataan, and ahead was the San Jacinto.

Thirty more Helldivers were warming up on the Franklin flight deck, and in the wardroom Chaplain O'Callahan was eating breakfast with a handful of officers.

Suddenly, at 7:07 a.m., a Japanese Judy suicide bomber flashed out of a cloud bank and hurtled down toward the Franklin at 360 miles per hour. The carrier's five-inch and 40-mm guns opened up on the plane as it loosed two 500-pound armor-piercing bombs and pulled up and turned away only 50 feet above the deck.

The first bomb slammed into the forward hangar deck, ripping a great hole in the three-inch armor plate and setting fire to the fueled and armed planes. The second bomb smashed through two decks aft and exploded on the third deck near the petty officers' quarters.

The Big Ben reeled as a column of black smoke poured from the forward elevator well and a sheet of flame shot up from the forward starboard edge of the hangar deck. Smoke and more flames engulfed the fighters on the flight and hangar decks, and a violent series of explosions began to quake the carrier.

Ready ammunition lockers filled with rockets and shells detonated, and smoke billowed into the engine rooms below. Scores of men perished on the flight, hangar and gallery decks.

The proud Big Ben was an inferno.

Chaplain O'Callahan had hastily left his unfinished breakfast, and made his way through the chaos to do what he could to comfort the wounded and organize the able-bodied. He seemed to be everywhere; helping, cajoling, encouraging, inspiring. His courage inspired all who came in contact with him, and the white cross on his helmet became a beacon of hope for the stricken ship and her crew.

"Look at the old man up there [Captain Gehres on the bridge]," he would tell the sailors. "Don't let him down!"

During his few days aboard the Big Ben, Chaplain O'Callahan had made many friends among crewmen of all faiths. To the Jewish sailors he was "Rabbi Tim." To the Protestants he was their "Padre Joe."

Meanwhile, the fury of the inferno aboard Big Ben increased as 40,000 gallons of aviation gasoline on the aft hangar deck fed the fires. Flames a hundred feet high shot up past the carrier's island, and a column of smoke rose a mile above the clouds.

Heedless of danger, the destroyer Miller eased alongside the flattop and brought her hoses to bear on the fires. At 8:30 a.m. only the two after firerooms and the after engine room were still operative, but the heat and smoke became unbearable and these had to be abandoned.

Dozens of men had been blown overboard by the force of the blasts; others were forced to jump into the sea when trapped by flames. Many men below decks were trapped, and struggled to make their way topside.

Everyone in the Franklin's hospital ward—doctors, corpsmen and patients—perished after a brave, futile struggle against fire and suffocation.

Although wounded by shrapnel, Chaplain O'Callahan dashed about the exposed, slanting flight deck, administering last rites to the dying and comforting the wounded. He led officers and men into the flames, carrying live bombs and shells to the edge of the deck for jettisoning.

He personally recruited a damage control party and led it into one of the main ammunition magazines to wet it down and prevent its exploding. Back on deck, he grabbed a hose to wet down live, armed bombs that were rolling about dangerously on the heavily listing deck.

Skipper Gehres later called the chaplain "the bravest man I ever saw." The gallant man of God was to modestly retort, "Any priest in like circumstances should do and would do what I did." The publicity he later received for his part in saving the Franklin was dismissed by him as "exaggerated."

The cruiser Santa Fe moved alongside, all hoses pouring water on the Franklin's flaming decks as the carrier listed lower and lower into the water. Steam ceased to flow from the boilers, and the ship lost steering control at 9:30 a.m. She lay dead in the water only 50 to 60 miles from Japan, the closest any American surface ship had approached so far in the war.

The Santa Fe took off the Franklin's wounded, and destroyers circled the chilly waters picking up survivors. After one abortive try, the cruiser Pittsburgh managed to connect her tow line to the stricken Franklin and pull her underway southward at three and a half knots.

Fire fighters slowly worked their way back to the engineering spaces, and by 7 p.m. on 19 March most of the fires below decks were under control. That night the Japanese were out in force, dropping flares on the horizon in their search for the Franklin. But they encountered, instead, other task groups and a furious battle was fought all night just ten miles away from the limping carrier.

Shortly after dawn on 20 March, the engineers labored over their engines, trying to find a way to get up more steam. Still under tow, the carrier was moving at a mere 6 knots and was still only 85 miles from Japan.

Yankee ingenuity won out, and by ten that morning the battered Big Ben was churning forward, under her own power, at 14 knots. Her escorts were the cruisers Guam and Alaska and a pair of destroyers.

The ships steamed slowly south, but the Japanese had not given up in their determination to finish off the Franklin. That afternoon, a group of enemy planes approached the little force.

The cruisers drew in close to shield the Big Ben, for another hit could send her to the bottom. One enemy bomber swept in close to loose a missile at the Franklin, but the carrier's few remaining anti-aircraft mounts opened fire with such speed and accuracy that the astonished pilot was forced to swerve so drastically that his bomb fell harmlessly into the sea, just over a hundred feet from the ship.

Repeatedly, the Japanese hurled bombers out in a desperate effort to reach the Franklin, but each time they were chased off by fighters from the task group 30 miles from the Franklin.

Meanwhile, Chaplain O'Callahan stayed at his post for three wearying days and nights. Strafing Japanese fighters failed to shake him. When his skipper yelled, "Why don't you duck?," the padre shouted back with a grin, "God won't let me go until He's ready."

The carrier was constantly picking up speed, and by sunset on 20 March she was steaming at more than 20 knots. By dawn the following day she was 300 miles from Japan. That evening, she joined Task Group 58.2 which was retiring to Ulithi.

On 24 March, the Big Ben dismissed the screening destroyers Miller, Marshall and Hunt to take her place in the column of warships steaming into Ulithi Lagoon. Two days later, accompanied by a pair of destroyer escorts, the Franklin and Santa Fe set course for Pearl Harbor. They arrived on 3 April 1945.

It was an emotional moment when the battered, blackened Big Ben eased into Pearl Harbor. Hardened Navy veterans wept at the sight. But there was a touch of wry humor, too, as a nondescript band made up mostly of tin pans, an accordion and two horns, and organized by Father O'Callahan, played and sang, "Oh, the old Big Ben, she ain't what she used to be."

During a five-day stay at Pearl, the chaplain set about organizing a "most exclusive club," the 704 Club. This comprised the 704 survivors of 19 March who stayed aboard Franklin and brought her home.

On 9 April, the flattop started her engines, lifted her anchors, and got underway eastward from Pearl Harbor. A week later she passed through the Panama Canal and on 28 April 1945 she arrived off Gravesend Bay, New York. Two days later she eased into Brooklyn Navy Yard, where she was to undergo extensive repairs.

After a merciless battering by bombs and fires and explosions, and an incredible 13,000-mile journey that was a remarkable testament to seamanship and fortitude, the old Big Ben was home.

Her crew went ashore to barracks and then on to rehabilitation leave. Navy Yard crews went right to work on the gallant hulk, toiling day and night to cut away entire sections of blasted decks. She was still undergoing repairs when the war ended.

On 30 June 1945, Captain Gehres was relieved as skipper by Commander Clarence E. Dickinson.

On Navy Day that year, thousands of visitors swarmed over the carrier to see at first hand the ship they read so much about in the newspapers.

Meanwhile, her chaplain was assigned briefly to the Office of Public Information at the Navy Department and then at the Newport, Rhode Island, Naval Training Station.

On 17 June, Father O'Callahan returned to his old alma mater, Georgetown University, as commencement speaker. He received an honorary Doctor of Science degree, and in a terse address he told the graduates, "Take life seriously, which means for your happiness that you live your life as God would have you lead it."

That October, Chaplain O'Callahan reported for pre-commissioning duty aboard a brave new carrier, the 45,000-ton Franklin D. Roosevelt.

But his hour of triumph came on 23 January 1946 at the White House when his mother watched as President Truman placed the blue ribbon of the Medal of Honor around Chaplain O'Callahan's neck. The student who had been literally scared stiff before his final examination, now wore the nation's highest honor.

That night he returned to his new ship, the carrier Roosevelt.

In June 1946 he was appointed escort chaplain to the body of the late President Manuel Quezon of the Philippines and accompanied the body aboard the USS Princeton to Manila. He was detached from the Princeton in September, and that 12 November was released from the service with the rank of captain.

In addition to the Medal of Honor, Chaplain O'Callahan had been awarded the Purple Heart and five campaign medals.

The Franklin, placed out of commission on 17 February 1947, had earned four battle stars on the Asiatic-Pacific Area service ribbon.

Father O'Callahan went back to Holy Cross on his release to teach philosophy. His Medal of Honor was locked away in the library safe, and he went to work with new vigor.

But the wartime experiences had taken a lot out of him, and his yearnings surpassed his physical strength. He would never again enjoy adequate health.

In December 1949, he suffered his first stroke. His right arm was paralyzed, but patiently and with quiet determination he exercised it daily to restore it to efficient usefulness.

It was a hard, lonely battle for the heroic chaplain of the Franklin. But each summer he would prepare meticulously for the fall classes, trusting that by September he would be strong enough to return to the classroom. Now he started work on his best-selling book, I Was Chaplain on the Franklin.

There were consolations. A personal letter from President Truman spurred him on, and in 1956 the film depicting his heroism on the Franklin, Columbia's "Battle Stations" starring William Bendix, was shown in American theaters. On 21 September 1956, a helicopter touched down on Holy Cross College's Fitton Field, and Captain P. C. Needham, commanding officer of the Quonset Naval Air Station, presented the invalid hero with a copy of the color film, "Saga of the Franklin."

But perhaps Father O'Callahan's greatest source of strength was his daily mass. He received permission to offer his mass sitting down, for some days he had to literally drag himself to the altar.

His health continued to fail, despite a deceptive plateau of peace. On some days he was able only to compose a short paragraph for his book.

Transferred to a room in St. Vincent's Hospital, Worcester, Father O'Callahan took a turn for the worse on the afternoon of Wednesday, 18 March 1964. At 10:40 that night, while five Jesuit brother priests and two Sisters of Providence prayed, Chaplain O'Callahan of the Franklin died.

Three days later in the little churchyard at Holy Cross, Father O'Callahan was laid to rest in a simple Jesuit ceremony. Navy Chief of Chaplains Admiral Dreith, three Catholic bishops and Father O'Callahan's 90-year-old mother listened as a Navy bugler sounded Taps over the grave.

With the Franklin, Chaplain O'Callahan was now part of U.S. naval history.

Lieutenant Commander Joseph T. O'Callahan, USNR(ChC) gives "Last Rites" to an injured crewman aboard USS Franklin (CV-13), after the ship was set afire by a Japanese air attack, 19 March 1945. The crewman is reportedly Robert C. Blanchard, who survived his injuries. For his heroism on board Franklin, Lieutenant Commander O'Callahan was awarded the Medal of Honor. The escort ship USS O'Callahan (DE-1051, later FF-1051) was named after him. (Naval Historical Center)

LCDR. Joseph O'Callahan (CRC), USNR, adminsters to injured crewman. (US Navy photo at Naval History and Heritage Command K-14528)

Father Joseph O'Callahan, chaplain on the Franklin.

 
Navy Chaplain (Lt. Commdr.) Joseph T. O’Callahan, Medal of Honor recipient.