The USS S-35 seen here at the end of her overhaul at Bremerton Navy Shipyard on May 2, 1943. While on her fifth war patrol the S-35 suffered massive damage due to electrical shorts and fires caused by water flooding down the bridge access hatch. High over the building can be seen a Barrage Balloon.

Cold weather added icing to the climatic hazards of the northern Pacific Ocean; but, on December 11, 1942 S-35 headed out of Dutch Harbor on her fifth war patrol. On December 15, she commenced operations to intercept enemy traffic to Attu and Kiska; but, on December 17, a case of acute appendicitis forced her to Adak, Alaska, where she was to transfer the sick man to seaplane tender Gillis for treatment. On December 18, she approached the rendezvous point but was sighted by enemy planes. On the morning of December 19, she completed the transfer; then resumed patrol east of Kiska. On the afternoon of December 21, she ran into a storm while surfaced off Amchitka; and, by early evening, waves were smashing over the bridge and cascading into the control room. The conning tower hatch was ordered shut. Almost simultaneously, another huge wave crashed over the bridge, flinging the captain, Lieutenant Henry S. Monroe, into the hatch. Injured, Monroe retired to his quarters, only to be roused a short time later, about 18:30, by cries of "fire" in the control room.

Electric arcs and blue flames spewed out of the main power cables coming from the forward battery. Smoke filled the room; and water, which had caused the fire by soaking cables and causing a short, rose in the control room bilges. The fire was extinguished in the control room but immediately broke out in the forward battery.

Fire extinguishers had no effect. The forward two compartments were abandoned and the battery was secured. Fire again broke out in the control room; and, as in the forward battery, extinguishers were of little help. Smoke filled the control room. The engines were stopped. The room was abandoned and sealed. Short circuits spread. Electrical equipment was disabled. A hole was burned in the top of the Number Two main ballast tank and lines from two air banks were severed.

At about 18:55, unsuccessful attempts to reenter the control room, using escape lungs, were made. Shortly thereafter, two volunteers, using oxygen charged lungs, entered the room; flooded the magazines; partially blew the Number Three main ballast tank to gain more freeboard; and shut the auxiliary induction to seal the forward battery.

The fight to save the submarine continued. The engines were started again; a fire extinguisher watch was set over the section of cable still arcing; and a bucket brigade was organized to assist in keeping down the water level. By 20:00, all extinguishers had been emptied. But S-35, under manual control, was moving east.

(There seems to be a foulweather jacket stuffed up into the overhead to maybe block a leak or drip.)

The morning of 21 December brought new fires. Twice, at 07:00 and at 11:00, eruptions forced the crew to the bridge. But the same flares apparently contributed to the fire's burning itself out. After the second, the forward battery was sufficiently discharged and the cables sufficiently ruptured to prevent further fire in the control room. Smoke from the forward battery compartment, however, continued to be a problem until she entered Kuluk Bay and the battery was disconnected. Arriving at noon on 24 December, the boat was ventilated; medical help was obtained; four men were hospitalized; and mattresses, bedding, and clothing were dried.

On 29 December, S-35 made her way, under escort, into Dutch Harbor. Usable equipment was removed for installation in other S-boats, and, on 14 January 1943 she began the long trip to the Puget Sound Navy Yard for repairs. Arriving at Bremerton, Washington on 29 January, repairs took her into the spring. From 20–31 May, she conducted post repair trials; and, on 3 June, she moved north again.

For heroism and devotion to duty in saving the submarine and her crew Lieutenant Commander Stone and Chief Petty Officer, Chief Electrician's Mate Frederick H. Barbero were awarded the Navy and Marine Corps Medal for non-combat heroism.

The USS S-36 SS 141 seen here off Tsingtao, China in the mid 1930's. Mooring lines are faked out on deck and even over the radio antenna support wire. The maneuvering watch has been stationed and line handlers are ready. On the bridge, either the Captain of Officer Of the Deck, is sitting on the top of the periscope shears.

The USS S-36 SS 141 seen here off Tsingtao, China in the circa 1940. Mooring lines are faked out on deck and even over the radio antenna support wire. The maneuvering watch has been stationed and line handlers are ready. On the bridge, either the Captain of Officer Of the Deck, is sitting on the top of the periscope shears.

The USS S-36 SS 141 seen here off Tsingtao, China in the mid 1930's. Mooring lines are faked out on deck and even over the radio antenna support wire. The maneuvering watch has been stationed and line handlers are ready. On the bridge, either the Captain of Officer Of the Deck, is sitting on the top of the periscope shears.