DEPARTMENT OF STATE.

208 SUBMARINE WAKFAKE.
that I would have to run into the Hook of Holland to
get a pilot, as the pilot boat lies there.
We sailed into the Hook of Holland and anchored near
the gas buoy and the Dutch pilot boat sent a pilot aboard
the ship. We had the pilot flag up and they evidently
thought we were bound for Rotterdam.
In talking with the pilot, he said I could get no pilot
there to take me to the Weser, but said I might be able
to get a pilot if I went ashore and telegraphed to Bremen
for one. They took me ashore at the Hook, and there
I met the chief officer of S. S. Ocmulgee, who told me that
he had come ashore and had telephoned to the Furness
Shipping Company of Rotterdam for a pilot, and they
had sent one to the Ocmulgee and they were just going
aboard the ship to sail. They had told Furness Company
that the Carib was there and also wanted a pilot, but I
could not get one that day. I called up the Furness
Company and he told me to call up the company by telephone
at 9 o'clock the next morning. I called him as
agreed next morning, and he said the pilot would be at
the Hook of Holland at 1 p. m.
The Furness Shipping Company, I think the manager
of the company, suggested that I might follow the
Ocmulgee without a pilot, but I said I would not do that,
but would wait at the Hook until I secured a pilot.
We secured the pilot at 1 p. m. February 21st, and
sailed about 4.15 p. m.
I did not question the pilot as to his ability or references,
because the Furness Shipping Company had
recommended him to me and had engaged him for me,
and before I left the United States I had instructions
that the Furness Company would attend to affairs for
me in Holland.
The pilot told me he was a North Sea pilot and had
been sent by the Furness Shipping Company. He was
sober when he came on board and remained so the entire
time.
I discussed with him the course we should pursue to the
Weser, and he mentioned, what I already knew, that the
lightships were gone. He claimed to have been master
and mate on many vessels and to have sailed German
waters often. He never told me that he had never
piloted any American vessel to the Weser.
. We were going to steer for Haaks Lightship position
and had no intentions of going to Lister Deep. Then we
intended to go to Terschelling Bank Lightship position:
then to Boerkum Reef Lightship position; then east by
south, magnetic, to 9 miles north of Norderney Lighthouse.
I think we changed to this last course about 2.45
a. m.
We cast the lead frequently. We had 15 fathoms at
9 a. m., 13 fathoms at 10 o'clock, and 12£ fathoms at
10.30. We were about to heave lead again when the
explosion came.
The pilot had his own chart with him and advised me
when to heave the lead. We did not want to go too close
as it was quite hazy.. I depended greatly upon him as he