,
steered a course further off from the south coast of Ireland than
formerly.

[Sidenote: Precautions in danger zone.]

In addition, after the German proclamation of February 4, 1915, the
_Lusitania_ had its boats swung out and provisioned while passing
through the danger zone, did not use its wireless for sending messages,
and did not stop at the Mersey Bar for a pilot, but came directly up to
its berth.

The petitioner and the master of the _Lusitania_ received certain
advices from the British Admiralty on February 10, 1915, as follows:

"Vessels navigating in submarine areas should
have their boats turned out and fully
provisioned. The danger is greatest in the
vicinity of ports and off prominent headlands
on the coast. Important landfalls in this area
should be made after dark whenever possible. So
far as is consistent with particular trades and
state of tides, vessels should make their ports
at dawn."

[Sidenote: Advices from the British Admiralty.]

On April 15 and 16, 1915, and after the last voyage from New York,
preceding the one on which the _Lusitania_ was torpedoed, the Cunard
Company and the master of the _Lusitania_ received at Liverpool the
following advices from the British Admiralty:

"Confidential Daily Voyage Notice 15th April,
1915, issued under Government War Risks Scheme.

"German submarines appear to be operating
chiefly off prominent headlands and landfalls.
Ships should give prominent headlands a wide
berth.

"Confidential memorandum issued 16th April,
1915:

[Sidenote: Fast steamers follow a zigzag course.]

"War experience has shown that fast steamers
can considerably reduce the chance of
successful surprise submarine attacks by
zigzagging--that is to say, altering the course
at short and irregular intervals, say in ten
minutes to half an hour. This course is almost
invariably adopted by warships when cruising in
an area known to be infested by submarines. The
underwater speed of a submarine is very slow
and it is exceedingly difficult for her to get
into position to deliver an attack unless she
can observe and predict the course of the ship
attacked."

Sir Alfred Booth, Chairman of the Cunard Line, was a member of the War
Risks Commit