DEPARTMENT OF STATE.

SUBMARINE WARFARE. 229
[Inclosure 1.]
Report of Assistant Naval Attache Towers.
In accordance with the verbal instructions of the Ambassador
to investigate the case of the Nebraslcan, on May
27, accompanied by Naval Constructor McBride, I proceeded
to Liverpool. On arrival there we proceeded to
the American Consulate. The Consul had arranged with
the White Star Line for our passage down to the mouth
of the Mersey on the tug which they were sending to
meet the Nebraslcan; accompanied by the Consul we went
on board the tug and proceeded down to the bar.
The Nebraslcan, convoyed by a naval trawler, came up
about 6.30 p. m., and we went on board. After an examination
of the injured portion of the ship, so far as
such examination could be made at sea, we obtained the
depositions of the Captain, Chief Engineer, and Third
Officer of the ship. No one else could be discovered who
could give any statement of importance.
The ship arrived at the Canada Dock at 10.30 p. m.,
and was moored. An examination of the hull and
spaces was made on the next day. Arrangements were
made for dry docking at Birkenhead on May 29, when a
complete inspection will be made.
The following was brought out by the depositions and
examinations:
The steamship Nebraslcan, Captain John S. Greene, of
2,824 tons net, of the port of New York, and owned by
the American Hawaiian Steamship Company of New
York City, was under charter to the White Star Line for
a voyage from New York to England and return. She
had discharged a cargo at Liverpool, and on the afternoon
of May 24, 1915, sailed from Liverpool for Delaware
Breakwater, in ballast. She had painted on each side
amidships "Nebraslcan, New York" in white letters six
feet high, and was flying the American flag. She had
received no advice or instructions from any Government
official as to course to steer. Nothing unusual occurred
until the evening of May 25. The weather at
that time was clear, and the ship was proceeding on her
course at a speed of about 12 knots. At about 8.10
p. m. the officer on watch gave orders to haul down the
flag, as the sun had set and the ship was also getting well
out to sea. At 8.24 p. m., the ship then being in Lat.
51° 14' N., Long. 10° 52' W., a streak of white foam
was noticed on the starboard side, perpendicular to the
ship, and almost instantly a severe shock was felt, followed
by a violent explosion on the starboard side,
abreast No. 1 hold. At this time the light was good, and
the name on the sides could have been distinguished for
at least 2,000 feet. The hatch covers and beams of No. 1
hold and the cargo booms above same were blown into
the air, and also quantities of debris and oil. The oil
came from the double bottom compartments, which
were used as fuel oil tanks. Pieces of side and bottom
plating were blown through two decks, and the ship was
generally cut up around this hold, especially on port side.