The Grand Fleet, 1914-1916

On November 1st I left Lough Swilly to confer at the Admiralty with the First Lord and the First Sea Lord, Lord Fisher, who had relieved the Marquis of Milford Haven in this post. During this conference, held on November 2nd, the requirements of trawlers, drifters, etc., for the patrol of the vicinity of the various fleet bases, the Minches, and the waters surrounding the Orkneys and Shetlands were discussed at length and decisions reached. The defence of the bases was also considered. I stated that the requirements of patrol vessels for the Orkney and Shetland areas were a total of 72, and for the Minches of 36.

The future general naval policy was also discussed, one of the main questions being that of the 3rd and 6th Battle Squadrons joining the Channel Fleet. It was determined that this step should be taken and the necessary orders were given. I agreed to it with some reluctance, as there was obviously no prospect of the 3rd Battle Squadron being able to join the Dreadnought Fleet before a Fleet action if stationed in southern waters, and a dispersion of the Fleet, which resulted in the main Battle Fleet having but a slender preponderance of strength over the High Sea Fleet, was a measure which was open to considerable objection. The increasing necessity for refitting our ships, which involved sending them as far away as Portsmouth or Devonport, combined with the failures in condenser tubes that were occurring, led to two, or three, or even more battleships being absent at a time, on passage, laid up, or refitting. At the German selected moment, our main Battle Fleet might well at this period have been reduced to 18 ships (all Dreadnoughts), whilst the High Sea Fleet was just rising to a strength of 16 Dreadnoughts and 16 pre-Dreadnoughts.

Later, however, after the raid on East Coast towns, the 3rd Battle Squadron was again detached from the Channel Fleet and based on Rosyth, with the 3rd Cruiser Squadron; the two squadrons arrived there on November 20th after passing west of Ireland and coaling at Scapa. The 6th Battle Squadron remained in southern waters. The object which it was desired to attain by this last distribution, which was ordered from the Admiralty, was to have a naval force based farther south than Scapa, to be more immediately available in the case of an attempt by the enemy to land a hostile force on our east coast.

I returned to Lough Swilly at noon, November 3rd, and found the Fleet under orders from the Admiralty to proceed to Scapa at once. These orders were cancelled after my arrival, and the movements of the Battle Fleet left to my discretion. I proceeded to sea with the 1st, 2nd and 4th Battle Squadrons at 3.45 P.M. and, passing south of Tory Island, made for the vicinity of the Bills Rocks on the coast of Galway, for target practice, which was carried out on the 4th, the Fleet then proceeding to the northward.

The Battle Fleet was screened out of Lough Swilly by the 2nd Flotilla, which then left for Scapa. This flotilla had been employed during the stay at Lough Swilly in providing patrols off the entrance and in hunting for submarines, reports of which were very frequent.

Prior to leaving Lough Swilly, news arrived from the Admiralty that the light cruiser Undaunted, of the Harwich force, was being chased by several German vessels in southern waters, and that hostile battle cruisers had been sighted off Gorleston. These occurrences had, presumably, led to the ordering of the Fleet to Scapa. As it was thought that the operations of the German battle cruisers might be part of a general movement, orders were sent to the 3rd Battle Squadron to join the Commander-in-Chief at Scapa, the 1st and 2nd Battle Cruiser Squadrons being directed to proceed with all dispatch towards Heligoland, with the 1st Light Cruiser Squadron; the 2nd and 6th Cruiser Squadrons were ordered to Scapa to coal, and the 10th Cruiser Squadron to the Shetlands for the same purpose, ready for eventualities. These orders were cancelled when it became apparent that the German movement was local, and that our ships would be too late to intercept the enemy. On this occasion, the German cruiser Yorck, when returning to port, struck a German mine and sank.

The base at Loch-na-Keal was abandoned when the Fleet left Lough Swilly, and the obstructions removed by the battleship Illustrious.

On November 3rd the Admiralty issued a general notice proclaiming the North Sea as an area in which hostile operations were being carried out, and pointing out the danger incurred by neutral vessels which entered the North Sea without first ascertaining the steps necessary for safety.

On November 5th the Invincible and Inflexible left Cromarty for Devonport by Admiralty orders, prior to proceeding to search for Admiral von Spee’s squadron in the South Atlantic. This order, the necessity for which was apparent, and the subsequent results of which were undoubtedly of high value, had, however, the effect of still further weakening the Grand Fleet.

The Iron Duke, with the 1st, 2nd and 4th Battle Squadrons cruised between the Hebrides, Faroe Islands and Shetlands after November 4th, and carried out gunnery practices and battle exercises as opportunity occurred. The 1st Battle Squadron was sent to Scapa to coal on the 7th, the 2nd Battle Squadron on the 8th, and the Iron Duke and 4th Battle Squadron arrived there on the 9th.

The 2nd, 3rd and 10th Cruiser Squadrons were engaged on blockade work during this period.

On November 6th, the 1st Battle Cruiser Squadron, with the 1st Light Cruiser Squadron and one-half of the 4th Flotilla, was sent from Cromarty to carry out a sweep of the North Sea, passing through the following positions, namely:

thence the Battle Cruiser Squadron and destroyers were to go to Cromarty and the light cruisers to Scapa.

The new battle cruiser Tiger, which had been working up gunnery and torpedo practices at Bantry Bay in the south of Ireland, arrived at Scapa on November 6th to continue her practices and to join the 1st Battle Cruiser Squadron. It was felt that she would prove a very welcome reinforcement when efficient, since the departure of the Invincible and Inflexible had left us in a questionable position with regard to battle cruisers as compared with the Germans.

After the Battle Fleet left Lough Swilly, and in consequence of information sent to me by Admiral Colville as to the slow progress being made with the submarine obstructions, orders were given to the various ships to prepare sections of rope net submarine detectors for use in the entrances to Scapa Flow, and these were rapidly placed in position by the Fleet in Hoxa, Switha and Hoy Sounds when the ships arrived at Scapa, armed trawlers being detailed to watch each section. It was very disappointing to find on returning to the base that so little headway had been made with the supply of material for the permanent submarine wire net obstruction, and that the Fleet was still, therefore, open to submarine attack. The increase in the number of patrol trawlers, however, for service in the vicinity of the base gave some protection to the entrances, and relieved the hard-pressed destroyers to a welcome extent.

At this time the watching and blockading cruisers were disposed in areas between the Shetland Islands, Faroe Islands, and Iceland and to the north-westward of the Hebrides, but the whole of the cruisers were beginning to show signs of overwork.

The Rear-Admiral commanding the 10th Cruiser Squadron reported that all his ships, which were very old, were showing increasing signs of needing thorough repair at a dockyard, and arrangements were put in hand for sending them, three at a time, to the Clyde. In addition, the Antrim, of the 3rd Cruiser Squadron, reported condenser defects; the Drake, of the 6th Cruiser Squadron, was at Scapa making good defects, which were constantly developing, and the King Alfred and Leviathan, of the same squadron, were refitting at dockyard ports. In spite of these incidents, however, large numbers of steamers were being intercepted daily by cruisers, battleships and destroyers, and sent into Kirkwall for examination. About this time the increase in the number of patrol craft at Scapa made it necessary to add considerably to the administrative organisation at that base, and requests were sent to the Admiralty to provide depôt ships for the local defence destroyers, the patrol trawlers, and the other small craft, as well as adequate administrative staffs.

The Dreadnought Battle Fleet remained at Scapa until November 17th with steam ready at from two to three hours’ notice, and on that date the 2nd Battle Squadron, 1st Battle Cruiser Squadron, 2nd Cruiser Squadron, and 1st Light Cruiser Squadron, with a half flotilla as a screen, left their bases to take up positions for preventing a suspected attempt on the part of the enemy to send some ships into the Atlantic. The 2nd Battle Squadron worked to the westward, and the remaining vessels to the eastward of the Shetland Islands. The 1st Battle Cruiser Squadron and 1st Light Cruiser Squadron returned to Scapa on the 20th and the 2nd Battle Squadron and 2nd Cruiser Squadron on the 21st.

A heavy gale was experienced in the northern part of the North Sea and in the waters surrounding the Orkneys and Shetlands from November 11th to November 13th, and all work in the harbour had to be suspended, ships lying with steam up, whilst at sea most of the cruisers were obliged to lay to. At Scapa all the sea-plane sheds were wrecked by the gale, and the sea-planes damaged.

During this stay of the Battle Fleet at Scapa the routine was introduced of carrying out gunnery and torpedo practices inside the harbour, two or three ships being under way at a time for the purpose. This routine was subsequently carried out whenever the Fleet, or any portion of it, was at Scapa and the greatest possible benefit was derived from it. It was found possible to carry out practice from all guns, up to and including 6-inch, inside the harbour by day and night, besides the ordinary sub-calibre firing and torpedo practices by ships, and by destroyers attacking ships, or divisions of ships.

On November 11th, the battle cruiser Princess Royal sailed for Halifax, by Admiralty orders, for the purpose of strengthening the North American Squadron in operations against Admiral von Spee’s squadron, should it appear in northern waters. I protested, as Commander-in-Chief, against sending so powerful a ship as the Princess Royal, armed with 13.5-inch guns, since her absence left our Battle Cruiser Squadron inferior in strength to the German battle cruiser force. I suggested that the New Zealand, carrying 12-inch guns, was, owing to her economical coal consumption, more suited to the work required and strong enough for the purpose. However, the Princess Royal sailed and remained absent from the North Sea until the beginning of January, 1915.

At this period, reports of enemy submarines being sighted, more particularly by shore observers in the Hebrides, Orkneys and Shetlands, were very numerous, and destroyers and patrol craft were frequently being sent to search suspected bases or sheltered bays in which submarines might be taking refuge. All such searches were, however, fruitless, although in many cases the reports were very circumstantial and convincing.

On November 18th the mine-sweeping gunboats, whilst searching the Fair Island Channel, sighted a submarine on the surface and chased her at a speed of 18 knots, but could not overhaul her. The submarine subsequently dived. This incident was the first practical proof of the high surface speed possessed by German submarines.

Destroyers were sent out immediately from Scapa to assist in the search, with orders to use their searchlights after dark in order to force the submarine to keep under water and so exhaust her batteries. The search, however, proved abortive, although continued for 24 hours. The use of searchlights for this purpose, begun on this occasion, became common later on.

A submarine was sighted by the 2nd Battle Squadron at 9 A.M. on the 19th, well to the westward of the Orkneys, and this may have been the vessel chased by the mine-sweepers.

During the gale on November 12th, the ships of the 10th Cruiser Squadron—the old “Edgar” class of cruisers—which were on patrol between the Shetlands and Faroe Islands had suffered much damage, many of them showing signs of leaking and straining; boats and ventilators were washed away; and water in large quantities found its way below. It became evident that these old ships were not sufficiently seaworthy to withstand the winter gales of northern latitudes without first undergoing a thorough repair, and arrangements were made to send them, three at a time, to the Clyde for survey and refit. The survey of the first three, however, revealed that some months’ work would be required to make them efficient for winter blockade duty, and it was then decided by the Admiralty to pay off the whole squadron, and to utilise the crews to commission armed merchant ships, which would be far more suitable, as they could keep the sea for much longer periods.

The ships of the 10th Cruiser Squadron had been using Swarbachs Minn, a harbour in the Shetland Islands, as an occasional coaling base. This was evacuated on November 20th in consequence of the receipt of a report that a submarine attack on the harbours in the Shetland Islands was probable, all of these harbours being, at that time, defenceless against such attack. On leaving the base, the ships of the 10th Cruiser Squadron, not already at a refitting port, were ordered to dockyard ports to pay off.

On November 20th, during practice, a lyddite common shell detonated in one of the 9.2-inch guns of the Achilles, and the muzzle of the gun was blown off, eleven of the gun’s crew being injured. This occurrence cast doubt on the safety of the whole of the lyddite shell afloat, and restrictions on their use were issued, but were eventually removed, after the withdrawal of all suspected shell of this nature.

At dusk on November 22nd the Grand Fleet left its bases for the purpose of carrying out a sweep of the North Sea, and to support an aerial operation in the Heligoland Bight. The 3rd Battle Squadron and 3rd Cruiser Squadron, from Rosyth, were included in this movement, and met the remainder of the Fleet at sea at 9.30 A.M. on November 23rd in Lat. 57.40 N., Long. 2.30 E.

The 1st, 2nd, 3rd and 4th Battle Squadrons, 1st Battle Cruiser Squadron, 1st Light Cruiser Squadron, 2nd Cruiser Squadron, 3rd Cruiser Squadron, 6th Cruiser Squadron, and 2nd and 4th Flotillas, took part in the operation, the Fleet proceeding south in cruising order, with destroyers screening the Battle Fleet and 1st Battle Cruiser Squadron against submarine attack by day. The channel eastward of the Pentland Firth was, as usual, searched by the mine-sweeping gunboats prior to the departure of the Fleet.

The Commodore (T) from Harwich, with three Light Cruisers and eight destroyers, was directed to co-operate in the aerial operations. During daylight on the 23rd opportunity was taken to carry out two tactical exercises. The Iron Duke’s position at midnight was Lat. 56.55 N., Long. 4.11 E. Ships were ordered to be at action stations by dawn on the 24th, and the 1st Battle Cruiser Squadron, with the 1st Light Cruiser Squadron and a division of destroyers, was detached in the afternoon of the 23rd with directions to be in Lat. 55.10 N., Long. 6.20 E. by 5.30 A.M. on the 24th.

The Drake reported her port engine disabled at 1 P.M. on the 23rd, and had consequently to be sent back to Scapa.

During the night the Admiralty informed me that the aerial operations had been abandoned, as it was thought that the enemy had a force present in the Bight, which would be too strong for our detached vessels. I then directed the Commodore (T) to meet the 2nd Cruiser Squadron at its daylight position in Lat. 54.50 N., Long. 7.6 E., and thence to proceed towards Heligoland and endeavour to draw any enemy forces that might be encountered towards our Fleet. The 1st Battle Cruiser Squadron and 1st Light Cruiser Squadron were directed also to proceed to the 2nd Cruiser Squadron to give any necessary support.

The weather on the 24th was fine and bright with high visibility. The Commodore (T) reconnoitred Heligoland and reported at 10.40 A.M. that there was smoke behind the island, and ships steaming to the southward; and that he had sighted a submarine. The Rear-Admiral of the 2nd Cruiser Squadron reported at 11 A.M. that he had only sighted destroyers, and that he could not draw the enemy towards him, and so was returning to the northward with Commodore (T). The Vice-Admiral of the 1st Battle Cruiser Squadron, who was supporting, turned to the northward shortly afterwards, his noon position being Lat. 54.47 N., Long. 6.35 E. The 2nd Cruiser Squadron was attacked at 12.35 P.M. by an aeroplane, which dropped five bombs near the Liverpool, which was in company.

The Battle Fleet cruised in support, the 10 A.M. position of the Iron Duke being Lat. 55.23 N., Long. 5.30 E. At 2 P.M. the Battle Fleet turned to the north-westward, sighting the 1st Battle Cruiser Squadron astern at 3.30 P.M. The battle cruisers and light cruisers were stationed 15 miles to the eastward of the Battle Fleet during the night, and the necessary dispositions were taken to provide against a destroyer attack during the night.

On November 25th two more tactical exercises were carried out. During the afternoon the wind increased, and thick weather set in, and by daylight on the 26th a heavy southerly gale was blowing, so the attached cruisers were sent to the bases for shelter. The 1st Battle Squadron, 1st Battle Cruiser Squadron and the 1st Light Cruiser Squadron, and the destroyers, had been detached at midnight on the 25th for Scapa, Rosyth and Invergordon respectively. The original intention was to take the remainder of the Fleet farther north for target practice, but it was abandoned owing to the bad weather, and the Iron Duke, the 2nd and 4th Battle Squadrons and the 2nd Cruiser Squadron arrived at Scapa on the 27th.

During the absence of the Fleet, the German submarine U 18 was rammed at 12.20 P.M. November 24th by mine-sweeping trawler No. 96, one mile off the Hoxa entrance to Scapa. U 18 was damaged in the collision, dived, hit the bottom and received further damage. All the available patrol craft were ordered to the spot most promptly by the Vice-Admiral commanding the Orkneys and Shetlands and hunted her. She finally came to the surface and surrendered off Muckle Skerry in the Pentland Firth. The submarine sank as the crew came on deck, the sea cocks, probably, having been previously opened. The commanding officer of the submarine, who had apparently intended to try to enter Scapa Flow, expressed great surprise to Admiral Colville at the absence of the Fleet. It seemed possible that he had been deterred from his attempt by the sight of the buoys across the entrance, probably suspecting the presence of an obstruction which, however, was not there. The sinking of the submarine caused the greatest gratification to the local defence forces at Scapa and acted as an incentive to further efforts. It was also, probably, a deterrent to further attacks on the Fleet at Scapa, as the circumstances in which U 18 was sunk were kept most secret in order that the enemy might be led to think that her destruction was due to nets or mines. Indeed, it is very likely that this incident and the secrecy observed had important results in preventing the loss of ships of the Grand Fleet when at anchor in Scapa Flow.

Great submarine activity occurred at this time in the vicinity of the Orkneys and Shetlands. The Dryad sighted a submarine on the 24th in Lat. 58.35 N., Long. 1.45 W.; a second was sighted by an armed trawler off Copinsay on the same day; and a third was sighted from the shore, proceeding to the eastward through the Pentland Firth. On the 25th U 16 was sighted by a collier and trawler in Lat. 58.46 N., Long. 2.15 W., and later by the mine-sweeping gunboat Skipjack not far from this position.

On the return of the Fleet arrangements were made for constructing, with Fleet resources, net obstructions across the Hoy entrance to Scapa Flow, and, in view of the attempt of U 18, all patrols were stiffened to the utmost extent possible.

During November 27th and 28th the strong gale continued, interfering considerably with the work on the submarine obstructions. Several reports of the sighting of submarines in harbours in the north of Scotland, the Orkneys and Shetlands were received during the last days of November, and destroyers and patrol craft were kept very busy in searching the various bays and harbours. In many cases charges were exploded on the bottom in bays in which it was considered that a submarine might be lying, in the hope of forcing her to the surface. No known result, however, was obtained.

The Fleet remained in the various bases until the end of the month, the ships in Scapa Flow carrying out gunnery and torpedo practices and working at the obstructions. The King George V., which had just returned from refit at a dockyard, developed condenser defects necessitating partial retubing; she was the fourth battleship in which this defect had occurred since the War started, a period of only four months, and it will be realised that such wholesale breakdowns caused me uneasiness.

During November the work of sinking block-ships in all the entrance channels to Scapa Flow, except the Hoxa and Hoy entrances, was carried out. Unfortunately the block-ships had been sent up in a light condition without cement ballast which, I was informed, could not be supplied, and they began in many cases to break up or to shift their position during the winter gales. This fact, combined with the great difficulty experienced in sinking them in the exact positions required owing to the strong tides prevailing (up to at least eight knots in strength), and the very short periods of slack water, rendered the work of blocking only partially effective.

At the end of November the effective state of the Grand Fleet was as follows:

The two new battleships, the Emperor of India and Benbow, the former flying the flag of Rear-Admiral A. L. Duff, C.B., had arrived at Berehaven in the south of Ireland on December 1st to “work up” after commissioning. On the same date the Leviathan arrived at Cromarty to act as flagship of the 1st Cruiser Squadron under the orders of Rear-Admiral Sir A. G. W. Moore. His flag was transferred to her from the New Zealand on December 2nd.

On the night of December 2nd a very violent gale sprang up at Scapa Flow, during which several ships dragged their anchors, in spite of two anchors being down and steam up; the gale lasted until the morning of the 4th. All communication between ships in Scapa Flow, even by drifter, was suspended, and the light cruisers at sea on patrol were forced to lie to. An officer and one man were washed overboard from a picket-boat sheltering under the stern of a store-ship and drowned.

On December 3rd Rear-Admiral Dudley de Chair, lately in command of the 10th Cruiser Squadron, hoisted his flag in the armed merchant ship Alsatian to command the merchant cruisers attached to the Grand Fleet, which were now constituted as the new 10th Cruiser Squadron.

At 1.45 P.M. on December 3rd the destroyer Garry, Commander W. W. Wilson, of the local defence force, reported that she was engaging a submarine at the Holm Sound entrance to Scapa Flow. This submarine was possibly sheltering there from the bad weather. Destroyers and trawlers were at once sent out to assist, and the submarine was last reported diving to seaward. Several rounds from her 12-pounder gun were fired by the Garry at the submarine’s conning tower, but apparently without effect, and an attempt to ram her also failed owing to the heavy sea and very strong tides. The submarine and the Garry fired torpedoes at one another, the submarine’s torpedo passing under the stern of the Garry. All ships were directed to raise steam for leaving harbour on receipt of the first report from the Garry, from which it was not clear whether the submarine had passed through Holm Sound into the harbour, but this order was cancelled when it was ascertained that she was outside.

On December 4th all the mine-sweeping gunboats attached to the Grand Fleet were sent to Sheerness by Admiralty direction for the purpose of carrying out sweeping operations off the coast of Belgium; trawlers were then the only sweeping vessels left with the Grand Fleet.

On December 5th another heavy gale was experienced, lasting until the following morning, and all small craft at sea were forced to shelter.

In consequence of representations made to the Admiralty of the inadequacy of the mine-sweeping force at this time attached to the Grand Fleet, owing to the withdrawal of the gunboats, steps were taken to fit out eight small steamers for the purpose, and I was informed that they would arrive on various dates during the month of December. These vessels did not prove very satisfactory as mine-sweepers in northern waters, and were withdrawn later for use in the Mediterranean.

During the stay of the Fleet in Scapa Flow work on the improvised submarine obstructions was continued by naval parties with all possible speed, and, meanwhile, work on the permanent obstructions was in hand, though progressing but slowly, owing to the difficulty experienced in fitting out the trawlers at Inverness with the necessary winches and providing the required moorings.

On December 6th bad weather was again experienced. Orders were issued on this date for a sweep down the North Sea, but were cancelled on receipt of information from the Admiralty that the recent bad weather had caused a very large number of mines to break adrift in the southern portion of the North Sea. On the same day the light cruiser Sappho and three armed boarding steamers were sent to Loch Ewe and based there with orders to work north-west of the Hebrides for the interception of trade; the force of armed boarding steamers was increased later. These vessels were mostly Irish mail packets. Rather extensive alterations were necessary, after they had been sent up, before they were fit for their duties.

During the early part of December the ships of the 2nd and 6th Cruiser Squadrons and the 1st Light Cruiser Squadron were mainly engaged in Areas 3, 4 and 6; the 3rd Cruiser Squadron was at Rosyth and working to the eastward from that base.

On December 7th Rear-Admiral Sir A. G. W. Moore, K.C.B., assumed command of the newly constituted 1st Cruiser Squadron, and the Leviathan and Duke of Edinburgh arrived at Scapa on that date; the Warrior and Black Prince, with the above ships, comprised the squadron. On December 7th, two merchant ships, the s.s. Michigan and City of Oxford, disguised as men-of-war, arrived at Scapa. These vessels, with several others, had been fitted out at Belfast by Admiralty orders with dummy turrets and guns, and altered with a view to representing certain British battleships and battle cruisers. The whole of these were formed into a squadron under the command of Commodore Haddock, C.B., R.N.R., of Olympic fame, and termed the Special Service Squadron. The disguise of the ships was carried out very cleverly, though presumably at considerable expense. They would have been of value had it been possible to select vessels of a suitable speed, but the highest speed attainable by any vessel in the squadron was not more than nine to ten knots, whilst the speed of the squadron as a whole did not exceed seven knots. The ships could not under these conditions accompany the Fleet to sea, and it was very difficult to find a use for them in home waters. Commodore Haddock was, later, detached with the squadron to Loch Ewe, where the ships were worked up to carry out fleet movements. This he did most successfully, so that, had the ships possessed the requisite speed, use might have been made of them as a squadron for various decoy purposes. But, under the conditions existing, this was impossible, and eventually the squadron was disbanded with the exception of one vessel; the experiment was tried of sending her to sea disguised as a disabled man-of-war with a considerable heel to one side, and with patrol craft accompanying her as if for protection, in the hope that a submarine might be induced to attack her and so afford the patrols an opportunity of sinking the submarine.

This scheme, however, met with no success. All the vessels were restored to their original conditions for trading purposes, with the exception of some which were sent to the Mediterranean and to North America, where it was reported that they were of some use.

On December 8th another gale was experienced. The Thunderer, which had developed condenser defects, left for Devonport on the 8th for refit and for retubing condensers; yet another case of this defect!

On December 9th the 1st Battle Squadron proceeded to sea to cruise to the north-westward of the Shetland Islands and to carry out gunnery practices as convenient. In consequence of bad weather the Vice-Admiral sent the attached cruiser Bellona back to Scapa for shelter.

On December 10th the new battleships Benbow and Emperor of India arrived from Berehaven to strengthen the 4th Battle Squadron, and proved very welcome additions to the Fleet. They, as well as all other new ships joining, necessarily spent several weeks in practices before becoming efficient to join the Fleet at sea, or to take part in action. Owing to the hurried completion of these two ships, a great deal of fitting work was also required before they were in a proper condition, and this delayed their practices considerably. On the 11th another gale was experienced which lasted until the 14th. The weather during this period was very bad, and ships at sea (including the 1st Battle Squadron which returned to Scapa on the 12th) met with very bad weather. Destroyers on patrol were unable to maintain their stations and were forced to run for shelter, and one of them, the Cockatrice, suffered some damage.

On the 12th the work of retubing the port condenser of the King George V. was completed; the starboard condenser was not taken in hand owing to the small margin of superiority of the Battle Fleet over the High Sea Fleet at this time.

During this stay of the Battle Fleet some very necessary work in the ships of the “Iron Duke” class was partially carried out. These ships were the first modern battleships fitted with 6-inch guns for their secondary armament, and the gunports were very low. Early in the War it was found necessary to unship the ports altogether, as the sea washed them away constantly. Water then had free access to the inside of the ship through the opening between the revolving shield and the ship’s side, and, except in fine weather, water entered freely. In bad weather the water, as deep as three to four inches, was continually washing about the living decks and finding its way below through the open hatches, to the great discomfort of the ship’s company, who were continually wet, and to the detriment of efficiency. Arrangements were devised on board the Iron Duke to overcome this trouble, and steps taken to have all the necessary fittings made at various contractors’ yards. A partial bulkhead was fitted in rear of the guns to confine the water which entered the ship, and watertight indiarubber joints provided between the gun shields and the ship’s side. The result was satisfactory, and similar changes were made in the ships of the “Queen Elizabeth” class and in the Tiger. The two after 6-inch guns, which were on the main deck level, were removed altogether at the first opportunity, and the ship’s side and armour completed in the after embrasure in all these ships, as it was apparent that these guns could never be worked at sea, being only a few feet above the water line. The guns themselves were mounted in new unarmoured casemates on the superstructure deck level. The work connected with the forward 6-inch guns was entirely carried out at Scapa, with the ships at short notice for steam, and in some cases the workmen remained in the ships and continued the work at sea.

On December 12th serious defects in the boilers of the Liverpool became apparent and the speed of the ship was limited to 17 knots. This defect, which first showed itself in this ship, gradually affected the boilers of the same type in all ships so fitted, as they experienced a certain degree of wear, and from this time onwards there was usually one, and occasionally two, light cruisers paid off for the purpose of carrying out the necessary repairs which occupied a period of two or three months. This reduction in the number of efficient light cruisers was serious, at a time when our numbers compared badly with those possessed by the enemy.

On December 14th directions were given to the 2nd Battle Squadron and the 1st Light Cruiser Squadron at Scapa, the 1st Battle Cruiser Squadron at Cromarty and all the available destroyers which were at that base, and the 3rd Cruiser Squadron from Rosyth, to proceed to sea to meet at a rendezvous in Lat. 57.20 N., Long. 0.10 W., at 2.30 P.M. on December 15th, the force then to proceed to the southward with a view to sweeping the western portion of the North Sea. The 2nd Battle Squadron—without the Thunderer, which was refitting, and, therefore, comprising only six ships—left Scapa early on the 15th, but in passing through the Pentland Firth the attached cruisers Blanche and Boadicea were seriously damaged by the heavy sea running as the result of the late exceptional gales, and were forced to return. The Boadicea had her bridge washed away and lost several men swept overboard and drowned. This ship was sent to the Clyde for repairs; the damage to the Blanche being less was made good at Scapa. The number of destroyers accompanying the force was, unfortunately, very inadequate, the 2nd Battle Squadron being unprovided with any vessels of this class, as the weather conditions in the Pentland Firth made it out of the question for destroyers to go to sea from Scapa. It was decided not to postpone the sweep on this account. I ordered all available destroyers out from Cromarty in the hope that the weather conditions in the Moray Firth might be better than at Scapa; only seven were available, however, and I therefore asked the Admiralty to direct the Commodore (T), with the 1st and 3rd Flotillas from Harwich, to meet the northern force at a southern rendezvous at daylight on December 16th. This proposal was not carried out, however, the Harwich force, which was at sea, remaining a considerable distance to the southward.

Whilst the force was on passage to the southward, the destroyers Lynx, Ambuscade, Unity, Hardy, Shark, Acasta and Spitfire—which had left Cromarty with the battle cruisers and on reaching the rendezvous were stationed 10 miles ahead of the 2nd Battle Squadron—sighted and became engaged before daylight on December 16th with a strong force of enemy destroyers, and, later, with one enemy cruiser and three light cruisers. The destroyers appeared to be screening ahead of the other vessels and both destroyers and cruisers were engaged by our small destroyer force. It was difficult to ascertain the result of the engagement so far as the German vessels were concerned, although the Hardy claimed to have hit a light cruiser at close range; the Hardy’s steering-gear was disabled by enemy fire, two men killed and one officer and 14 men wounded. The Ambuscade and Lynx were also holed, the Lynx having one man wounded. The Hardy finally withdrew under escort of the Lynx. The engagement caused our own destroyers to become scattered and separated from the Battle Squadron, and in the course of the day they proceeded to various east coast ports to repair and refuel, the Hardy being escorted to the Humber by the Spitfire. No report of this engagement reached me at the time. My first information of the presence of enemy forces in the vicinity of our coast was obtained by intercepting at 8.55 A.M. a wireless message from the Admiralty to Vice-Admiral commanding the 2nd Battle Squadron, timed 8.35 A.M., stating that Scarborough was being shelled. The Grand Fleet was at once ordered to raise steam, and left at 12.15 P.M., steering for a position Lat. 57 N., Long. 2.30 E. The weather had now moderated sufficiently to allow of destroyers accompanying the Fleet.

Meanwhile Sir George Warrender, who was in command of the 2nd Battle Squadron and was the senior officer of the forces at sea, on receipt of the Admiralty telegram had turned to the northward to endeavour to intercept the enemy forces on their return passage. Wireless signals were intercepted in the Iron Duke indicating that the scout Patrol was being engaged by two enemy battle cruisers and that battleships or battle cruisers were off Scarborough and light cruisers off Hartlepool. I knew that a gap between two mine-fields laid by the enemy off our coast existed between Lat. 54.20 N. and 54.40 N. and concluded that any enemy forces operating off our coasts would pass through this gap. At 10 A.M., therefore, after intercepting the various messages mentioned above, I reminded the Vice-Admiral of the 2nd Battle Squadron and the Vice-Admiral of the 1st Battle Cruiser Squadron by wireless that this gap existed, and that the enemy would probably emerge there, and Sir George Warrender at 10.26 A.M. directed Sir David Beatty to pass through the gap towards our coast. The Admiralty at 10.30 signalled, however, to the Vice-Admiral of the 2nd Battle Squadron that the enemy was probably returning towards Heligoland, and that he should keep outside the mine-fields and steer to cut off the enemy. Sir George Warrender then directed Sir David Beatty to obey this latter order.

I had ordered the 3rd Battle Squadron to sea from Rosyth immediately on receipt of the first news of the enemy, and Vice-Admiral Bradford, whose squadron was at short notice for steam, left at 10 A.M. with directions from me to proceed to lat. 55.50 N., Long. 1.10 W., my object being for this force to intercept the enemy should he pass out to the northward of the German minefields instead of through the gap between them.

Sir George Warrender, with the 2nd Battle Squadron, the 3rd Cruiser Squadron being in company, was informed of these dispositions by me. At 11.40 A.M. he signalled that at 12.30 P.M. he would be in Lat. 54.24 N., Long. 2.0 E. Sir David Beatty, with the 1st Battle Cruiser Squadron and 1st Light Cruiser Squadron, was to the north-westward of the Battle Squadron, and the Commodore (T) some 60 miles to the southward, having been ordered by the Vice-Admiral of the 2nd Battle Squadron, at 10.28 A.M., to steer for a position in Lat. 54.20 N., Long. 1.30 E. The weather throughout the whole morning had been very misty, with a visibility of about five miles, and sufficient sea to cause a great deal of spray when ships were steaming at high speed.

At 11.30 A.M. Commodore Goodenough, in the Southampton (1st Light Cruiser Squadron), sighted an enemy light cruiser and destroyers steering to the southward, gave chase with the Birmingham and engaged them; owing to the spray washing over the ship, and to the mist, no result was visible. Three other enemy light cruisers, or cruisers, were sighted to the south-westward shortly before 11.50 A.M., at about which time touch with these vessels was lost.

At 12.16 P.M., German cruisers and destroyers were sighted in Lat. 54.23 N., Long. 2.14 E. by the 2nd Battle Squadron distant about five miles on a bearing north by west, steering to the eastward, having evidently come out through the gap in the mine-fields as was anticipated; the 1st Battle Cruiser Squadron at this time was some 15 miles north of the Battle Squadron. It seems probable that the German force passed either between our 2nd Battle Squadron and the 1st Battle Cruiser Squadron, or ahead of the former and astern of the latter. On sighting our Battle Squadron, which turned to close, the enemy steered to the northward and disappeared shortly afterwards in the mist, steaming at high speed, and without being engaged by the 2nd Battle Squadron. The 1st Battle Cruiser Squadron did not sight any enemy forces.

The escape of the enemy’s force was most disappointing, seeing that our own squadrons were in a very favourable position for intercepting the raiders. Low visibility was the main reason for their escape, but the absence from the Battle Squadron (through the bad weather in the Pentland Firth) of its attached cruisers and of a sufficient force of destroyers was a contributory cause, as well as the fact of our light cruisers having lost touch with the enemy at 11.50.

At 3 P.M. the Vice-Admiral of the 2nd Battle Squadron informed me of the main features of the position, and stated that he was in Lat. 54.43 N., Long. 1.55 E., steering to the northward, with the 3rd Cruiser Squadron, adding that he had ordered the battle cruisers and light cruisers to rejoin him.

At about 2 P.M. the Admiralty informed me that it was thought, from the information given by our directional stations, that other ships of the High Sea Fleet were probably at sea, and at 6.30 P.M. I gave all our forces a rendezvous at which to meet at 6 A.M. on the 17th.

The force from Scapa, consisting of the 1st and 4th Battle Squadrons, with the 2nd Flotilla, and the 1st, 2nd and 6th Cruiser Squadrons, met at this time the force under Sir George Warrender, the 3rd Battle Squadron under Vice-Admiral E. E. Bradford, and the Commodore (T) with three light cruisers, and proceeded to the southward. During the afternoon of the 17th the Admiralty was able to ascertain (by directional wireless telegraphy) and to inform me that the ships of the High Sea Fleet, previously reported, were now in harbour.

Opportunity was then taken of the whole Fleet being in company with the Commodore (T) to carry out a battle exercise. At dusk the Commodore (T) was detached to Harwich, the 3rd Battle Squadron and 3rd Cruiser Squadron to Rosyth, the 2nd Battle Squadron and 2nd Flotilla to Scapa, and the Marlborough to Rosyth, for the purpose of allowing Sir Lewis Bayly and Sir Cecil Burney to exchange commands in accordance with orders received from the Admiralty by wireless telegraphy when at sea.

The light cruiser Bellona and the flotilla leader Broke collided during the battle exercises, and were seriously damaged, being sent to Rosyth under the escort of the Devonshire.

During the 17th wireless messages intercepted in the Iron Duke showed that the enemy raiding force had laid a large number of mines off the Yorkshire coast and that some British and neutral merchant ships had been sunk as a result.

During December 18th the 1st and 4th Battle Squadrons, the 1st Battle Cruiser Squadron and the 1st Light Cruiser Squadron remained at sea to the eastward of the Orkneys, and in the evening the battleships shaped course for Scapa, arriving on the 19th, the 1st Battle Cruiser Squadron and 1st Light Cruiser Squadron reaching Cromarty on the same day. The 1st and 2nd Cruiser Squadrons also proceeded to Cromarty, and the 6th Cruiser Squadron remained out on patrol.

During the 18th a submarine was reported inside Scapa Flow, and the 2nd Battle Squadron raised steam; but investigation showed that the report was not well founded.

The strength of the 10th Cruiser Squadron had now risen to 18 ships, and directions were given by me to the Rear-Admiral commanding to establish patrols as follows: