Notable Submarine Accidents

Notes

The pigboats era of 1900-1941 is notable for several reasons, not the least of which is the fact that submarine technology was in its infancy; the USN was learning the limits of what this new technology could do and what it couldn't. The pigboats were pathfinders in a very real sense, and sometimes that meant that dangerous unknowns were encountered. When combined with normal human fallibility, those unknowns sometimes resulted in a smashed-up submarine, and at others it unfortunately led to our submarine brethren paying a steep price for their pathfinding service.

This section is meant to highlight some of the notable accidents that befell our Submarine Force during the pigboats era. The purpose is to honor the bravery and sacrifice of the men involved, and to show that the Navy persevered and learned from its mistakes. The technology matured and submarines got safer, but sailing a ship under the sea will never be a safe activity. This list is not all-inclusive, nor will it tell the full tale of each incident. It will give an overview and highlight some of the photographs that Ric has collected over the years. Many of these incidents have been covered in depth by other authors, and when possible we will provide links to books and video that we know will tell the full tale.

For further information on the men who gave their lives in these incidents, we highly recommend the website On Eternal Patrol, or OEP. Charles Hinman and his team have done an amazing job of gathering information on our deceased shipmates. Please take a look.

Grampus (Submarine No. 4) and Pike (Submarine No. 6) gasoline fire, September 19, 1908

Photo NH 98616 courtesy of NHHC.

On September 19, 1908, Grampus and Pike were moored to the pier at Mare Island Navy Yard undergoing maintenance. At some point during a defueling evolution a large amount of gasoline collected in the water around the boats. An unthinking sailor nearby flicked a lit cigarette into the water and the gasoline erupted into a massive fire. Three men were killed in the resulting inferno, and several more seriously injured. It took several hours and the combined efforts of the base fire department and several nearby ships to get the blaze completely under control. Grampus and Pike received substantial damage that required several months of yard work to repair. See Ric Hedman's write up on this incident here.

For a contemporary newspaper article that goes into depth on this incident, please see this link. Note: please disregard the clerical date error at the top of the NHHC photograph. The fire did happen in 1908.

F-4 (Submarine No. 23), Hull failure during a test dive, March 25, 1915

Image courtesy of the Maritime Museum of San Diego

On the morning of March 25, 1915, F-4 got underway for a completely routine one day training voyage from her base in Honolulu Harbor, HI. What no one knew at the time was that acid from her lead-acid battery cells had leaked out of the cells and had gathered on the steel plating lining the bottom of the battery well, which was also part of the pressure hull. Accumulated over a period of months, the acid had gradually eaten away at the steel until the fateful day of March 25. While she was submerged during a routine training dive, the increased pressure caused the weakened hull to develop a bad leak that allowed water to enter the battery wells. The wells could not be pumped out because the tar pitch that was used to help seal the well had clogged the drainage piping. This extra weight led to a loss of depth control.

Several months earlier, the boat had been fitted with an experimental propeller design that was intended to provide maximum thrust at low RPM's. When the captain attempted to power out of the uncontrolled descent, the increased RPM's caused the propellers to cavitate badly and lose thrust. When the boat passed crush depth the hull catastrophically imploded and F-4 sank with all hands. There were no survivors.

Five and a half months later, after a prodigious effort involving unparalleled bravery and incredible ingenuity, F-4 was raised from 306 feet (92.3 m) of water and returned to Honolulu where she was drydocked and inspected. The remains of her crew were removed and given a hero's procession through Honolulu before they were returned to the mainland for burial. After the completion of the accident investigation, F-4 was stripped of any useful equipment and her hulk was towed to Pearl Harbor where it was dropped in the shallow waters of the then unused Magazine Loch. 25 years later it was found that her wreck was in the way of the rapidly expanding Submarine Base so a trench was dug next to the wreck and she was rolled into it. This got her out of the way and allowed the base to continue its expansion. She remains there to this day, just a few yards off berth S13.

PigBoats.COM is proud to display a collection of photographs of her salvage and those are presented here. In addition, the webmasters provided author Jon Humboldt Gates with technical advice for his book Before the Dolphins Guild which tells the story of the loss of the F-4.

E-2 (Submarine No. 25), Battery explosion and fire, January 15, 1916

Photo NH 41947 courtesy of NHHC

One of the major drawbacks to the lead-acid batteries used in USN submarines was the potential for lethal chlorine gas to be generated if seawater got into the open-topped batteries with their liquid electrolyte. The famous and respected inventor Thomas A. Edison realized this shortcoming and pressured the Navy to be allowed to test a new battery type invented by him. It substituted the sulfuric acid electrolyte for an iron and nickel oxide with potassium hydroxide. This type of battery eliminated the threat of chlorine poisoning, but it proved to be very gassy when being charged, although the excess hydrogen that was produced was thought to be easily mitigated by Edison and his team. They would later be proven wrong. The USS E-2 (Submarine No. 25) was chosen as the test ship. She entered drydock at the New York Navy Yard in Brooklyn in June 1915 for an overhaul and the installation of the new battery.

On January 15, 1916 a series of aggressive charge/discharge tests were being run on the new battery, under the supervision of representatives of the Edison company. The boat's commanding officer, LT Charles "Savvy" Cooke had been highly concerned about the battery and the tests that Edison had ordered for it. His apprehensions were dismissed by the overly confident Edison staff. He had been very uneasy that morning and had warned his Chief Electrician to be careful. Just after 1300 that afternoon there was a powerful hydrogen explosion inside the sub. One man was just exiting the after battery hatch when the explosion occurred. It blew him up into the air as if he had been shot from a cannon. Cooke, who had been a few piers over on the tender USS Ozark (Monitor No. 7) having lunch, immediately ran back to the boat and led the effort to reenter the sub to rescue survivors and to get the fire out. He acted bravely with inspiring leadership. By 1600 the resulting fire had been put out and the boat evacuated. Four men had been killed and 10 badly injured.

In the subsequent investigation, the Edison company vigorously denied any culpability in the accident and tried to shift the blame onto Cooke. LT Chester W. Nimitz (yes, that Chester Nimitz) earnestly defended his fellow submariner, and in the end Cooke was absolved of any responsibility. The stain of the affair lingered for a while, but Cooke was eventually assigned to command the brand new USS S-5 (SS-110). His leadership and skills were vindicated by his performance during the sinking of the S-5 during trials in 1920. He kept his crew together and they were all saved.

E-2 was repaired and put back into service and served the Navy well until 1921. For further information on the brave men who were lost that tragic January day in 1916, please see this On Eternal Patrol link.

A-7 (Submarine No. 8), Gasoline explosion and fire, July 24, 1917

Photo in the private collection of Ric Hedman.

On July 24, 1917, while running a patrol in Manila Bay, Philippines, gasoline fumes ignited and caused an explosion and fire. The engine of the submarine been overhauled a short time before. The crew battled the fire until the Captain ordered the men topside and into boats that had pulled alongside. Six men later died from the effects of the fire. LTjg Arnold Marcus, the submarine's commanding officer, died the next day, July 25, 1917. He refused treatment until all of his men had been treated. A-7 was never returned to patrol duty, the effects of the fire being so great. Essentially a total loss, she was decommissioned for the last time December 12, 1919 and struck from the Navy List on January 16, 1922. She was later sunk as a target off Corregidor. Please see this link for more information

F-1 (Submarine No. 20), Collision with F-3 (Submarine No. 22), December 17, 1917

Painting by Peter Bull, scanned from the book U.S. Submarines 1900-1935 (ISBN 978-1-84908-185-6) by Jim Christley.

While steaming in formation on the night of December 17, 1917, F-3 collided with F-1 in a heavy fog off the coast of La Jolla, California near Point Loma. F-3 struck her sister on the port side in the engine room. F-1 sank in just a few seconds, but not before the four men on her bridge and one man in the conning tower escaped. They were rescued by F-3. 19 men made their last dive. F-1 sank in 1453 feet (442.9 m) of water, far too deep for salvage. In 1986 her wreck was visited for the first time by the Deep Submergence Rescue Vehicle Avalon (DSRV-2) while on a training mission. Avalon obtained several pictures of her wreck site that we can display here.

O-5 (SS-66), Battery explosion, October 5, 1918

Photo courtesy of On Eternal Patrol.

On the morning of October 5, 1918, while alongside a pier at the Brooklyn Navy Yard, O-5 started her engines to conduct a battery charge. A few minutes later LTjg William Sharkey noticed that the batteries were producing hydrogen gas and he alerted the commanding officer, LCDR George Trever. They both headed forward into the after battery compartment. Shortly thereafter the battery exploded, killing Sharkey and mortally wounding Trever. Trever would pass away on October 14. Both men were posthumously awarded the Navy Cross for their actions and bravery. O-5 was repaired and returned to service, but had a black cloud following her (See below).

S-5 (SS-110), Accidental flooding during test dive, September 1, 1920

Photo NH 41810 courtesy of NHHC

S-5 was a brand-new submarine under the command of the indomitable LT Charles M. "Savvy" Cooke when she got underway from the Portsmouth Navy Yard on September 1, 1920 for post commissioning trials and tests. At 1300 that day she commenced a dive 63 nautical miles off the Delaware Capes. As soon as the conning tower fairwater submerged below the surface, water began to pour into the motor room, engine room, control room, and torpedo room, partially flooding them through the still open main air induction valve. The boat hit the bottom 180 feet down.

Knowing that there was little hope of being rescued, Cooke led a herculean effort to get the boat back to the surface. Knowing that the torpedo room has hopelessly flooded the crew decided to try to raise the stern above the water by blowing the aft ballast tanks. This procedure tipped the boat upward at a large angle, with approximately 14 feet of the stern now above water. The crew then laboriously started an effort to cut a hole in the thick steel in the aft most compartment, the small and confined tiller room. After a day and a half of back breaking and dangerous work, they only succeeded in cutting a hole three inches in diameter, through which they passed a flag tied to a short pole.

A passing steamer, the SS Alanthus, saw the odd looking "buoy" in the water and stopped to investigate. They hove-to alongside the stern and the Alanthus' captain began a semi-humorous verbal exchange with an exasperated and exhausted Cooke through the tiny hole. When the Alanthus' captain, in traditional maritime fashion, inquired as to the submarine's destination, Cooke bellowed "HELL BY COMPASS!"

The Alanthus' crew flagged down another ship and the combined crews set to work to enlarge the hole. By 0145 on September 3, the hole was barely big enough to start the evacuation of the crew. An hour and fifteen minutes later Cooke was the last man to leave the wrecked submarine. Through perseverance, resolute action, and superb leadership the entire crew had survived with only minor injuries.

Subsequent efforts to salvage the S-5 were unsuccessful, and the wreck sank to the bottom of the Atlantic. The Navy abandoned the boat where she laid. An investigation showed that during the dive Chief Petty Officer Percy Fox, momentarily distracted by other events in the control room, pulled very hard on the large lever used to shut the main air induction valve and in doing so the valve stuck in the open position. Fox was eventually exonerated of blame as it was shown that the design of the valve operating mechanism was poor and prone to jamming.

In July 2001 a NOAA ship rediscovered the wreck and surveyed it using side scan sonar equipment. The wreck remains there to this day, resting in the deep. See this page for more photos.

L-1 (SS-40), Collision with a pilot boat, February 2, 1921

L-1 Rammed Off Delaware Capes

The Fifth Submarine Division was ordered from Hampton Roads to the Philadelphia Navy Yard on February 1, 1921. The submarines involved with this transit were the USS L-1, L-2, L-3 and L-9. During the trip the crews practiced a number of drills, among them were diving and surfacing drills used in developing submarine warfare tactics learned and expanded on from WW I.

"The four submarines, practicing manoeuvres, alternately diving and steaming on the surface, gambolled like huge dolphins up the coast..." the newspapers reported.

The USS L-1 was under the command of LT Robert Philip Luker. The L-2, by LT John Kennon Jayne, the L-3 by LT Lew Wallace Bagby and the L-9 was commanded by LT Ernest Homer Krueger.

First one submarine and then another would dive and run submerged for a while and get their trim and then run a simulated attack on one of her number and then surface. The next submarine would do the same and so on. This pattern progressed on into the night. When surfaced the submarines adhered to the rules of the road in displaying proper navigational lighting.

The small flotilla progressed up the Delaware coast and well after midnight the group was approaching the Delaware Capes still running their drills. They were about eight miles off Cape Henlopen, near the Overfalls Light Ship, the seas were smooth and the night was very dark.

Captain John H. Kelly, skipper of the pilot boat Philadelphia, saw the small lights out to sea and set off to inquire if the vessel needed a pilot. Due to the darkness of the night and how close to the water's surface the light appeared Kelly misjudged the distance to the L-1 thinking it was a larger ship at a much further distance. At 2:50 AM, before either vessel could react, the bow of the Philadelphia ran up onto the port quarter of the L-1 denting her plates and opening seams. Water began entering the submarine in her engine room but the pumps seemed to be keeping up for a bit.

Kelly passed a tow line to the L-1 but LT Luker was of the opinion he could make shore. Soon the engines stopped and they were not able to be restarted. The Philadelphia took the L-1 in tow and managed to get her behind the breakwater at Lewes, DE. The submarine made it this far before she settled stern first on the bottom between the Queen Anne pier at Lewes, and the end of the breakwater.

Kalmia with L-1 alongside, February 8 1921. Photo NH 51164 via NHHC

Making sure the submarine was as secure as it could be the crew was removed from the ill-fated vessel and taken to various homes around the area and the men were fed and had a warm place to sleep.

Calls were put into the Navy Yard and the fleet tug USS Kalmia (AT-23) was dispatched to Lewes to re-float he L-1. After a few days work in assessing the damage and placing collision matting on the damaged area of the hull the submarine, pumping of the engine room was begun. On February 8 the L-1 was slung between the Kalmia and the Navy tug Modoc (YT-16) and the 85 mile trip up to Philadelphia began.

Unfortunately, there is little or no more readily available information about the repair of the L-1 or its return to the fleet. This is just one of those little known or reported happenings that doesn't make it into the official histories of ships.

Thanks to Ron Reeves for finding the commanding officers of the other three submarines.

USS L-1 (SS-40) crew list, February 2, 1921

Lieutenant Robert Philip Luker, CO	Lieutenant P. S. Cochran, XO	Alfred S. Worthine, Philadelphia	Harold Frank Aldrich, Wellsville, NY	Rupert Beaty, Cabot, AR
Dominico Bnccino (sp?), New York City, NY	Leetis Cobb, West Baden, IN	Gus Farmer, Mayodan, NC	Julius Jacob Fieghene, Berwyn, PA	Chas Wesley Fillmore, Boone, LA
Ralph Tracy Hill, Los Angeles, CA	Julius Loson Hicks, Etowah, TN	William Joseph Leyhan, Louisville. KY	William Oscar Lindquist, Hayward, WI	Clarence E. Mitchell, Houston, TX
George Quade, Anacostia, D.C.	Frank Charles Quaver, White Haven, PA	Alphonso Joseph Souey, Danvers, MA	Milo Bernard Thiese, Oelwein, IA	Ralph Marion Wycroff, Toppenish, WA

K-4 (SS-35), Collision with a merchant vessel while submerged, August 29, 1921

Original photo in the private collection of Ric Hedman.

On August 29, 1921 the USS K-4 (SS-35) was on maneuvers in Long Island Sound and was cruising submerged about 11:00 PM when she was rammed by the Canadian schooner Con Rein about 10 miles east of Block Island. The schooner's bow was crushed and it sank soon after. The K-4 surfaced to assess their damage and when it became apparent that the Con Rein was sinking they took the Captain and crew of five off and aboard the submarine. The K-4 proceeded to the submarine base at New London, where they landed on September 1st. From there the crew were transported by rail to Boston where they were then sent on to Yarmouth on the steamer Prince George. The Captain and crew maintained that the submarine was at fault and they were rammed by the K-4.

The schooner Con Rein was 299 tons and was built in 1919 at East LaHave on the LaHave River, Lunenburg, NS, Canada. She was one of 13 schooners launched that year from the East LaHave shipyards. ‎She was also on of eleven schooners lost in the year 1921.

The owners of the vessel and the owners of the cargo began a lawsuit against the U.S. Navy for loss of the vessel and cargo. This ended up resulting in legislation in congress that would allow the suit going forth. (See the following)

An Act for the Relief of the East LaHave Transportation Company, Limited, owner, A. Picard and Company, owner of cargo, George H. Corkum, Leopold S. Conrad, Wilson Zinck, Freeman Beck, Sidney Knickle, and Norman Le Gay, crew of the schooner Con Rein, sunk by United States submarine K-4.

Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled the claim of the East LaHave Transportation Company, Limited, owner of the schooner Con Rein of the port of LaHave, Province of Nova Scotia, Canada; that the claim of A. Picard and Company, the owner and consignee of the cargo aboard the said schooner, and the claims of the several members of the crew of said schooner, named, George Corkum, Leopold S. Conrad, Wilson Zinck, Freeman Beck, Sidney Knickle, and Norman LeGay, against the United States for damages alleged to have been caused by collision between said schooner and the submarine K-4 owned by the Government of the United States and operated by the United States Navy, which occurred near Block Island, Rhode Island, on August 29, 1921, may be sued for by the said claimants in the United States District Court for the District of Massachusetts, sitting as a court of admiralty and acting under the rules governing such court with jurisdiction to hear and determine such suit, and to enter judgments or decrees for the amounts of such damages and costs, if any, as may be found against the United States in favor of the said claimants, or any of them, or against said claimants in favor of the United States, upon the same principles and measures of liability, as in like cases in admiralty between private parties and with the same rights of appeal: Provided, that such notice of the suit shall be given to the Attorney General of the United States as may be provided by order of said court, and it shall be the duty of the Attorney General to cause the United States attorney in such district to appear and defend for the United States: Provided further, that said suit shall be brought and commenced within four months of the date of the passage of this Act. Approved, May 23, 1924.

The legislation then resulted in the following lawsuit to an appeal by the U.S. Government from the first lawsuit where the Government seems to have lost the first case;

UNITED STATES v. EAST LA HAVE TRANSPORTATION COMPANY No. 2068. 15 F.2d 1021 (1926)
UNITED STATES, Appellant, v. EAST LA HAVE TRANSPORTATION COMPANY,
Limited, et al., Libelants, Appellees.
Circuit Court of Appeals, First Circuit.
November 23, 1926.
Miles Wambaugh, of Boston, Mass. (Foye M. Murphy and Blodgett, Jones, Burnham & Bingham, all of Boston, Mass., on the brief), for appellees.
Before BINGHAM, JOHNSON, and ANDERSON, Circuit Judges.

PER CURIAM.
In a collision case between the Nova Scotia schooner Con Rein and the United States submarine K-4, in which the accident occurred on the high seas, 10½ miles east of Block Island, at about 11 o'clock in the evening of August 29, 1921, it was found in the District Court that the submarine was at fault for proceeding in a dense fog at an immoderate speed, that the schooner was proceeding at a moderate speed, that the wind was light, and that she was being navigated carefully and cautiously and was free from fault. From a decree awarding the libelants full damages this appeal was taken. It is conceded that the submarine was at fault. The sole contention is that the schooner was likewise at fault - that she also was proceeding at an immoderate speed. After giving due consideration to the extended arguments of counsel and the evidence in the case, we are satisfied that the court below did not err in the particular complained of, and that its decree should be affirmed. The decree of the District Court is affirmed, with costs to the appellees.

So, the outcome of this collision was deemed the fault of the submarine even though she was submerged at the time and damages were paid to the owners, the cargo owners, the ship's captain and the crew members. The legal precedent set in this case may have affected the court's opinion four years later in the aftermath of the S-51 sinking (see below). The Navy was held partially responsible for that collision, even though the S-51 got the far worse end of the deal.

R-6 (SS-83), Accidental flooding through a torpedo tube, September 26, 1921

Photo NH 93419 via NHHC

On September 26, 1921 while stationed at Submarine Base San Pedro, R-6 was moored in a nest to the side of the tender Camden (AS-6) which was anchored in the harbor. The R-6 was making preparations for battle practice the next day. The Commanding Officer, LT Irving R. Chambers, was aboard as well as two other junior officers, LT S. D. Juts and LT J. M. Steel. The torpedo gang was making their weapons ready and looking over systems in the torpedo room. They were working late and were hard at it far into the night. The operations the next day were to involve the firing of exercise torpedoes that had a dummy warheads that were filled with water.

All submarines have an interlock system that prevents both the breech and muzzle doors of the torpedo tube from being opened at the same time. This interlock system had failed for one of the tubes and the crew was unaware of this. It is unclear from the reports from that time why the interlock failed but apparently when the Torpedomen opened the breech door the muzzle door was open or partially open and water began to rapidly flood the torpedo room.

The startled crew ran from the room into the forward battery compartment. Others escaped through the torpedo room deck hatch. One man, seeing what was happening, raced to the deck and chopped the mooring lines that held the R-6 to the nest of submarines moored to the tender Camden. The weight of the flooded submarine would have pulled the other submarines under as well.

The reports say that Electrician's Mate 2nd Class Frank A. Spalsbury and Seaman John E. Dreffien were among those aboard. Witnesses say they heard a small explosion (likely from a shorted forward battery) inside the submarine and at that time Spalsbury was seen to be launched into the air from the conning tower hatch from which he was trying to escape and land in the water. At first it was thought that Seaman Dreffien and one other were trapped inside the submarine and had managed to secure themselves in a compartment.

The submarine continued to flood and reports also say that LT Chambers was the last officer to leave the submarine. He began at once to help other men in the water to safety and didn't stop until all men were assisted. The R-6 settled in 35 feet of water on the harbor bottom.

At first light work began in hopes of saving those inside the submarine. A large crane that was working in the harbor was brought over and divers went down to attach ropes to the submarine. They also tapped on the hull to see if there was any response from inside. Over the night one of the missing men had been located so it was only Seaman John Dreffein unaccounted for and presumed inside the hull. The submarine proved to be too heavy for the crane to lift.

The Grave of Frank A. Spalsbury
Courtesy of FindAGrave.com

Several days later, on the 29th, Spalsbury's body was found on the bottom of the harbor only about ten feet from his sunken submarine.

Frank Amzi Spalsbury was born and raised in a modest farming town in northwest North Dakota named Powers Lake. Born on February 18, 1900, he was the son of Arthur Amzi "Arthur W." Spalsbury and Elizabeth Ann "Bessie" Hall Spalsbury. He had a younger brother named Edward Arthur and another named Alan W. His father was a stone mason. According to Powers Lake town historian Larry Tinjum, the father was responsible for most of the town's cement work in the early years of the town's creation. At age 18 with WW I raging in Europe, Frank registered for the draft but joined the Navy. He had risen to the rank of Electrician's Mate 2nd Class at the time of his death. He was returned to Powers Lake and is buried at Bethel Cemetery just to the southwest of the town. He lies there under a beautiful red granite head stone.

Finally on October 13, 1921 the R-6 was refloated with the assistance of the USS Cardinal AM-6 and sister ship R-10 who provided the high-pressure air to expel the water from the R-6's hull.

Once the R-6 was back on the surface and crew could get aboard, the body of Seaman John E. Dreffein was located. Little can be found about this man. He seems to have been born in Three Oaks, Michigan on August 27, 1898. He was buried in the Rock Island National Cemetery in Rock Island, Illinois, Plot: SE–453. There seem to be a number of Dreffein names in the Illinois area so it is quite possible there are family in that area.

Once the R-6 was repaired she was sent back to the fleet for duty. She served the Navy quite well (with a period in reserve) until the end of her service life in the fall of 1945.

S-6 (SS-111), Collision with a destroyer, 1922

Photo courtesy of Jim Townsend, son of Charles J. Townsend S-6 crewmember.

We do not have a lot of details concerning this incident, but we do have several photos gifted to us by the family of Charles Townsend, a former crewmember of S-6. The collision occurred during maneuvers off the coast of Luzon, Philippines in approximately 1922. S-6 was submerged when she was struck by one of the destroyers she was exercising with. The destroyer struck the periscope shears, heavily damaging both periscopes and causing significant structural damage to the shears. As far as can be determined, no one was killed or injured. S-6 was fully repaired and returned to service. S-6 was lucky. This could have turned out a lot worse. This photo shows S-6 shortly after she surfaced following the collision. The USS Borie (DD-215) is in the background.

O-5 (SS-66), Collision with a merchant ship, October 28, 1923

U.S. Navy photo.

At 0630 on the morning of October 28, 1923 O-5 was underway in Limon Bay near the Caribbean entrance to the Panama Canal. Due to a series of botched communications and poorly planned maneuvering, the steamer SS Abangarez collided with the O-5, hitting her on the starboard side of the control room. 16 men managed to escape before O-5 sank. One man who had made it topside, Torpedoman 2nd Class Henry Breault (pronounced "Bro"), realized that his friend, Chief Electrician's Mate Lawrence Brown, was still below in the torpedo room. Breault, knowing that the boat was rapidly sinking, went back below to assist his friend, shutting the torpedo room hatch behind him. The boat sank to the bottom with Breault and Brown alive in the torpedo room. A herculean rescue effort was mounted by both the Navy and local civilian Canal employees. Two failed attempts to raise the bow of O-5 were made, lifting cables breaking each time. Finally, around noon on the 29th, the floating crane Ajax was able to lift the bow of the O-5 to the surface and Brown and Breault were pulled from the torpedo room alive. For his actions, Henry Breault was awarded the Medal of Honor by President Calvin Coolidge. See our collection of photographs from this incident here. In addition, please take a look at this site for a great retelling of the harrowing event.

S-51 (SS-162), Collision with merchant ship, September 25, 1925

National Archives photo from NARA College Park courtesy of Tracy White

S-51 sitting forlornly in drydock at the Brooklyn Navy Yard, July 9, 1926. The previous September the S-51 had been operating off of Block Island in Long Island Sound. Late in the evening of September 25, S-51 was struck on the port side in the battery compartment by the Steamship City of Rome. She sank immediately, with only three men out of her crew of 36 surviving. The next ten months saw a monumental effort by the Navy to salvage the sunken boat and retrieve the remains of the crew still entombed in the ship. By the time the boat was returned to the Brooklyn yard, she was thoroughly wrecked. She was never returned to service and was decommissioned and scrapped. The Navy learned a lot from this salvage operation, and they put that knowledge to good use two years later when the S-4 (SS-109) was lost under similar circumstances. The story of the S-51's sinking and salvage is a classic of the sea service. The man in charge of the salvage operations, LCDR (later RADM) Edward Ellsberg wrote a timeless tale of the work and published it as On The Bottom in 1929. It is very well written and we give it our highest recommendation. PigBoats has a collection of photographs from this operation and they are displayed here.

In addition, a granddaughter of one of the lost crewmen maintains an excellent informational site on the accident, which can be accessed at the enclosed link.

S-4 (SS-109), Collision with USCGC Paulding, December 17, 1927

U.S. Navy photo.

USS S-4 (SS-109) served the Navy well for nearly 16 years, but her career was marred by a tragic accident that occurred on December 17, 1927. On that date she was conducting submerged trials on the measured mile in Cape Cod Bay off Provincetown, MA. While coming to the surface at the end of the run, she was accidentally rammed by the Coast Guard Cutter Paulding (CG-17). S-4 sank immediately with her entire crew, but six men were still alive in the forward torpedo room. A frantic rescue effort followed, but it was not successful and the entire crew perished. Historian Jim Christley has summarized her story in an article at this link.

The boat was subsequently salvaged, and is shown here in drydock at the Boston Navy Yard, March 19, 1928 after three months of herculean work by the salvage team. She was partially reconditioned, but was not returned to full service. Instead, she was used as a test bed to develop new technologies and techniques for submarine escape, rescue, and salvage. She was finally decommissioned in 1933 and eventually scrapped. The S-4 tragedy left an enduring legacy with the Submarine Service. Her loss and the inability to rescue the trapped men prompted the Navy to undertake a serious review of submarine rescue and salvage, which lead to the development of new techniques and technologies. The Momsen Lung escape apparatus, escape trunks, salvage air connections, improved salvage capabilities, and the famous McCann Rescue Chamber all came about because of the S-4 incident. Her crew's sacrifice directly lead to saving the lives of their brother submariners in subsequent years. They did not die in vain.

We have a series of photos that depict the subsequent salvage efforts at this link. The webmasters can also highly recommend the book Seventeen Fathoms Deep: The Saga of the Submarine S-4 Disaster by historian Joseph A. Williams. The webmasters were happy to act as technical advisors for the book. Mr. Williams wrote an incredible tale of danger, tragedy, perseverance, and ingenuity. You will not be disappointed with this true story.

Squalus (SS-192), Equipment failure during a test dive, May 23, 1939

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On the morning of May 23, 1939, the two-month-old Squalus headed out from the Portsmouth Navy Yard for diving tests off the Isle of Shoals in the Atlantic off New Hampshire. At 0740 in the morning she began the dive. Immediately after submerging it was reported that the after engine room was flooding through the large air induction piping. The main induction valve inside the conning tower fairwater had failed, sending huge amounts of water into the compartment, flooding it. The weight of the water dragged the boat down and she came to settle on the bottom at 240 feet (73 m). Unfortunately, 24 crewmen and two civilian yard workers perished in the after compartments. This left 32 crew and one civilian alive in the forward compartments. They immediately sent up the rescue buoy and fired off flares. They were eventually found by their sister boat Sculpin (SS-191) and rescue operations were immediately commenced.

What followed was an epic story of the courage and tenacity of our sea service. In the first, and only, operational use of the McCann Rescue Chamber in the USN, all 33 men in the forward compartments were rescued and brought to the surface. Over the next three and a half months the Squalus was salvaged under very difficult conditions and returned to Portsmouth for repair and refurbishment. She was renamed Sailfish (SS-192) and returned to full service. She went on to have a fine war record.

PigBoats.COM has compiled a collection of rescue and salvage photos of this incident and they can be found at this link.

O-9 (SS-70), Hull failure during a test dive, June 20, 1941

U.S. Navy photo.

The fiscal austerity imposed on the U.S. Navy by the Great Depression forced the service to make some hard choices concerning the size of the fleet. By 1931, the EB design O-boats, an obsolescent WW I coastal design, were of low current value to the world spanning fleet. However, they were considered to have retained enough value to make them possible mobilization assets in the event of a future war. Most of them were laid up in reserve at Philadelphia. The harsh economic realities of the times prevented proper pre-layup overhauls and many of the boats were in bad shape when assigned to the reserve fleet. Little if any maintenance was completed on them in the subsequent nine years.

In 1940, noting with alarm the deteriorating war situation in Europe, orders were issued to reactivate the mothballed O-boats for use as training vessels for the anticipated huge increase in personnel for a rapidly expanding Submarine Service. O-9 (SS-70) was one of the boats earmarked for further service. The rushed nature of the order, combined with the large number of subs and ships being pulled out of reserve severely stretched the capabilities of the east coast shipyards. The O-9 needed thorough and meticulous tender-loving-care, but that work was rushed and inadequate, and by the time she was recommissioned in April 1941 she still faced numerous materiel condition challenges.

On June 19, 1941 O-9 got underway from Submarine Base New London and headed out to sea accompanied by her sister boats O-6 (SS-67) and O-10 (SS-71). They were to conduct deep submergence trials off the Isle of Shoals in a designated submarine operating area. O-6 and O-10 successfully completed their dives early on the morning of June 20. O-9 dove at 0837 that morning and was never heard from again. Her failure to surface was noted by her sister boats at 0940 and the alarm was sent out. A massive search and rescue operation was immediately begun that included all submarines in the area along with the submarine rescue vessels USS Chewink (ASR-3) and the well-known USS Falcon (ASR-2).

Grapnel dragging located the boat on the bottom at the ominous depth of over 400 feet. O-9's test depth was only 200 feet. Rescue operations were immediately begun, and divers put over the side. The extreme depth resulted in only two divers making it to the bottom at 432 feet, but they found that the entire after part of the boat from the conning tower aft had imploded, with the front half clearly flooded. She had succumbed to the sea. The crew was dead.

The O-9 Memorial Plaque in Portsmouth, NH. Photo in the private collection of Ric Hedman

The extreme conditions of working at 432 feet forced the commanding officer of the rescue force, Rear Admiral Richard Edwards, to call a halt to the efforts and his decision was backed up by the Secretary of the Navy Frank Knox on June 22. Later that day a solemn funeral service was held aboard the USS Triton (SS-201), one of the accompanying submarines, and the Navy and the nation said farewell to their shipmates. The O-9 and her crew of 33 were left were they laid, and no further attempt was made to salvage her. The cause of her loss was never determined exactly, but it was assumed that it was related to her poor materiel condition. This was not the Navy's finest hour. This loss was likely entirely preventable.

On September 20, 1997 an expedition sponsored by Klein Marine Systems succeeded in rediscovering the wreck using a towed side-scan sonar system. A subsequent visit to the site by NOAA conducted a thorough sonar survey and they produced the following images.

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  Photo courtesy of Klein Marine Systems via Navsource.

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  Photo courtesy of NOAA.

The site has been designated as an official military burial ground with the exact location held in secret. For information on the O-9's crew, please see the On Eternal Patrol page for the O-9. Rest in peace brothers.

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Ric Hedman & David Johnston
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