Developments in the intelligence system at the Admiralty, initiated at the outbreak of war by Rear-Admiral Henry F. Oliver, the Director of the Intelligence Division, and an improvement in the efficiency of our directional wireless stations and of wireless telegraphy generally, led to our being able to obtain more reliable knowledge of the movements of enemy vessels. The result was that it had become unnecessary towards the end of 1914 to keep the Fleet so constantly at sea in anticipation of enemy movements. It was very desirable to spare the ships to some extent since it was increasingly evident that the War would be prolonged, and we had already had several warnings that the strain of constant sea work was telling on the efficiency of the machinery. Two very disquieting examples of this were the failure of condenser tubes on a large scale, particularly in the battleships, and the trouble developing in the boilers of a very considerable number of light cruisers.

The problem of training personnel was also beginning to prove serious. In order to commission the large number of new ships which had been laid down since Lord Fisher, full of energy and ideas, had taken up the office of First Sea Lord (the number, of all sorts, building and projected, being more than 600), it became evident that it would be necessary to remove trained men from the Grand Fleet and to replace them with boys or untrained landsmen. Under these conditions the individual efficiency of the ships in gunnery and torpedo work, as well as in such matters as signalling (visual and wireless) and the other factors which are essential in a fighting ship, could only be maintained if we could spend sufficient time in harbour, during which regular instruction could be given; this instruction to be followed by frequent practices under way, in conditions where the ships would not be liable to attack by enemy submarines, and need not, therefore, be screened by the overworked destroyers. The organisation for carrying out this work at Scapa Flow was, therefore, greatly elaborated.

Steps were taken to start a school for training young wireless operators at Scapa, first on board each ship, and, later, in a specially fitted merchant ship. The want of wireless operators had been most seriously felt since the War began. In addition to the needs of new warships of all classes in this respect, the requirements for merchant ships, trawlers and other patrol craft were immense and could not be met. In this branch of instruction Lieut.-Commander R. L. Nicholson, the Fleet wireless officer on my staff, carried out invaluable work in organising and starting the school. The training of young ratings in visual signal duties was also taken in hand vigorously under Commander A. E. Wood and the signal officers of the Fleet. The Grand Fleet became, in effect, a great school for turning out trained personnel for the Navy as a whole, whilst still keeping watch over the High Sea Fleet, and controlling the North Sea and its northern exit, thus carrying out its rôle as the centre and pivot of the whole naval side of the War.

Early in 1915 the subject of the instruction and education of the midshipmen also exercised my attention. On mobilisation all the cadets had been removed from Dartmouth and sent to sea, with their training, of course, very incomplete. During the first months of the War, when the ships were either at sea or, if in harbour, were coaling, it was impossible to give these young officers any regular instruction, and, whilst they were learning much that would be invaluable to them in the future, it was evidently highly desirable that their systematic education should be continued as far as was possible during a war.

Steps were accordingly taken in this direction. The first essential was to obtain naval instructors for the ships carrying midshipmen. The policy of the Admiralty, for some years before the War, had been to reduce gradually the number of naval instructors afloat, the idea being that the training at the Colleges and on board the training cruisers rendered the presence of instructors at sea unnecessary. I never held this view personally, but, in any case, it was clear that, as the cadets had gone to sea with less than half their course completed, further instruction at sea was necessary. The specialist officers afloat could not undertake this work under war conditions and strong representations were, therefore, made to the Admiralty on the subject. Eventually a number of gentlemen were entered specially for this instructional work and, after a short course of training in navigation at Greenwich, were sent to the Fleet, where their work proved to be of great value to the rising generation of officers.

The blockade was becoming daily more effective, although the blockading cruisers worked at so great a distance from the German coast. The only interference ever attempted by the enemy was by submarine attack or by mines, and during the year 1915 no great success was achieved by them in this respect when the conditions are considered. The regular blockading squadron, the 10th Cruiser Squadron, was assisted in its work by the sweeps of our cruisers and light cruisers, accompanied occasionally by the Battle Fleet. In addition to the discharge of these duties, the Battle Fleet engaged in periodical cruises, during which battle exercises were carried out for the purpose of maintaining efficiency in the handling of the ships and squadrons and of giving the fresh officers, who were frequently joining the Fleet, to replace others required for the new ships, experience in the work of the Grand Fleet under the novel war conditions.

Pursuant to this general policy, the Dreadnought Battle Fleet remained in harbour until January 10th, and then left for a cruise to the westward of the Orkneys and Shetlands. Gunnery practices were carried out by day and at night, as well as battle exercises, and the Fleet returned to Scapa during the day and the night of the 13th. The 3rd Battle Squadron left Rosyth on the 12th for a cruise in the North Sea, and on the night of the 13th–14th passed to the westward of the Orkneys for gunnery practice, returning to Rosyth on the 15th.

Other events of interest during the first fortnight of January were the return of the Princess Royal from North American waters on the 1st; a short cruise in the centre of the North Sea by the 1st Battle Cruiser Squadron and the 1st Light Cruiser Squadron between the 3rd and the 5th, and by the 3rd Cruiser Squadron between the 6th and the 8th; a cruise by the 1st Cruiser Squadron to the westward of the Orkneys between the 4th and 6th, and by the 6th Cruiser Squadron between the 6th and the 9th, and the 10th and 14th. On January 4th the King George V. completed the work of retubing her condenser.

On the 9th all ships at Scapa raised steam ready for leaving, in consequence of a report of a submarine being sighted in Hoy Sound, and available destroyers and trawlers were sent to patrol in the vicinity of the Hoy anti-submarine Fleet obstructions until the Battle Fleet left harbour on the 10th.

Gales were experienced at Scapa on the 1st, 13th, 16th and 19th of January.

On January 15th the 2nd Battle Cruiser Squadron was reconstituted, under Vice-Admiral Sir A. G. W. Moore, K.C.B., whose flag was transferred from the Leviathan, of the 1st Cruiser Squadron, to the New Zealand; the 2nd Battle Cruiser Squadron then comprised the New Zealand, Indomitable and Invincible (the last not having yet arrived). Rear-Admiral Sir Robert Arbuthnot, Bart., took command of the 1st Cruiser Squadron in place of Sir Gordon Moore, flying his flag in the Defence, which took the place of the Leviathan; the latter vessel was transferred to the 6th Cruiser Squadron. Rear-Admiral A. C. Leveson, C.B., relieved Sir Robert Arbuthnot as Rear-Admiral in the 2nd Battle Squadron, flying his flag in the Orion.

On the 17th the 1st and 2nd Battle Cruiser Squadrons and 1st Light Cruiser Squadron left Rosyth for a cruise in the centre and southern portions of the North Sea, and on the 19th, at dawn, arrived in position Lat. 55 N., Long. 5.30 E. to support Commodore Tyrwhitt in carrying out a reconnaissance in Heligoland Bight. Nothing was sighted beyond an airship and a sea-plane, and the force was ordered to return to its bases and arrived during the night of the 20th–21st.

On the 18th the Admiral commanding at Queenstown reported that a German mine had been washed ashore at Portrush, as well as bodies and wreckage, apparently belonging to the Viknor, an armed merchant cruiser of the 10th Cruiser Squadron. Anxiety had been felt as to the safety of the Viknor for two or three days owing to no reply to wireless signals being received from her, and the ships of the 10th Cruiser Squadron had been directed to search for her. The report from Portrush pointed to the probability that she had struck a mine off the north coast of Ireland, either in the Audacious minefield or a field further to the southward, and had been lost with all hands in the very heavy weather prevailing at the time in this vicinity. All traffic round the north of Ireland was stopped until sweepers were able to examine the whole area.

At this time a large number of German mines were being constantly reported both in the North Sea and on the west coasts of Scotland and Ireland, having evidently broken adrift from their moorings in the heavy weather which had been generally prevalent. These mines, which were not safe when adrift, as provided for under The Hague Convention, were a source of some danger to ships, particularly at night. On the 18th the battleship Superb, having developed defects in one of her turbines, was sent to Portsmouth. She was absent from the Fleet until March 11th.

On January 19th, the orders for the 10th Cruiser Squadron (blockading squadron) were somewhat modified by me; the new centre lines of patrol positions being:

The ships were ordered to patrol on east and west courses on each side of the centre line at a speed of at least 13 knots by day, zigzagging.

At the same time four ships were directed to carry out a special patrol of the Norwegian coast between the parallels of 62 N. and 62.20 N. This patrol was maintained until the 22nd. As indicating the growing work of the ships of the 10th Cruiser Squadron and the efficiency of the blockade, the Rear-Admiral of the 10th Cruiser Squadron reported on January 18th that 80 ships had been intercepted by his squadron since December 26th, 52 of which were eastward-bound. The strength of the 10th Cruiser Squadron had now risen to 21 ships, exclusive of the Viknor, the loss of which ship with her fine ship’s company was deeply regretted.

A patrol to the eastward of the Pentland Firth was at this period being worked by the Sappho and five armed boarding-steamers, which were supported at night by one or two cruisers or light cruisers as necessary.

The Monarch returned from being repaired at Devonport on the 20th. Temporary repairs to the Conqueror had been completed about January 18th, but the ship was detained pending more favourable weather conditions; on the 21st she left for a southern dockyard, escorted by four destroyers. On clearing the Pentland Firth, however, she found that the sea was too heavy for the passage to be made with safety in her damaged condition, and the ship returned to Scapa, where further work was taken in hand and it was decided that it would be necessary to dock her in the floating-dock at Invergordon to effect more permanent repairs for the passage south than could be carried out by divers at Scapa. She reached Invergordon on January 24th.

On January 23rd the 1st and 2nd Battle Cruiser Squadrons and the 1st Light Cruiser Squadron at Rosyth left for a sweep in the southern portion of the North Sea, in conjunction with the Harwich force. The remainder of the Grand Fleet acted in support. The 1st and 2nd Battle Cruiser Squadrons (except the Queen Mary, which was absent refitting) and the 1st Light Cruiser Squadron were directed to a rendezvous, where the Commodore (T), with available destroyers and light cruisers, was ordered to meet them.

The 3rd Battle Squadron and 3rd Cruiser Squadron were ordered to the vicinity of the battle cruisers’ rendezvous.

The Iron Duke, the 1st, 2nd and 4th Battle Squadrons, the 1st, 2nd and 6th Cruiser Squadrons, and the 2nd Light Cruiser Squadron, available destroyers of 2nd and 4th Flotilla (a total of 28 destroyers) left Scapa during the evening of the 23rd and proceeded towards the same rendezvous.

At 7.20 A.M. the Aurora, of the Harwich force, reported that she was in action with enemy vessels; at 7.30 A.M. Sir David Beatty reported enemy battle cruisers and cruisers in sight in Lat. 54.53 N., Long. 3.32 E., steering east. At 7.55 A.M. Commodore Goodenough, commanding the 1st Light Cruiser Squadron, reported his position as Lat. 55.10 N., Long. 3.32 E., and enemy vessels in sight, consisting of battle cruisers, light cruisers and destroyers, steering between south-east and south. On receipt of these reports the Battle Fleet increased to 19 knots speed, and steered to support the battle cruisers, and the 3rd Battle Squadron and 3rd Cruiser Squadron, which were further to the southward, were ordered to steer for Heligoland at full speed, to act in immediate support. The 2nd Light Cruiser Squadron was also sent on ahead at full speed to join the other forces.

The proceedings of the force under Sir David Beatty are best described in his report given in an Appendix.

During the early part of the engagement Sir David Beatty kept me informed of his position and proceedings, but at 11.30 A.M. a report was received from Sir Gordon Moore that he was heavily engaged with the enemy battle cruisers in Lat. 54.21 N., Long. 5.4 E. The fact that this report was made by this officer caused me some uneasiness at first, as it implied that the Lion could not signal, but as the Rear-Admiral made no mention of any casualty to the Lion, I concluded the cause was some breakdown in her wireless arrangements and that all was well.

At 11.50 A.M. Commodore Goodenough, commanding the 1st Light Cruiser Squadron, reported the enemy steering south-east at 25 knots, and at noon that he had lost touch with them; at 12.5 P.M. Rear Admiral Sir Gordon Moore reported that he was retiring north-west, and, later, north-north-west, that the Blücher was out of action, and that the remaining enemy battle cruisers were out of sight; he added that the Lion had hauled out of action. He gave his position as Lat. 54.19 N., Long. 5.22 E.

The Dreadnought Battle Fleet’s position at noon was Lat. 56.29 N., Long. 3.22 E., with the cruisers 15 miles ahead and the 2nd Light Cruiser Squadron ahead of the cruisers. At 1.15 Rear-Admiral Moore reported in reply to my enquiry that Sir David Beatty was on board the Princess Royal, that the Lion was damaged and detached; Sir David Beatty then reported that the Lion’s speed was reduced to 12 knots, that the Blücher had been sunk, and two other enemy battle cruisers seriously damaged, and that he was covering the retirement of the Lion, which was steaming with her starboard engine only.

The hit which disabled the Lion was a piece of luck for the enemy.

At 2 P.M. Vice-Admiral Bradford, commanding the 3rd Battle Squadron, reported that he was turning to the northward, having all the battle cruisers in sight. The 3rd Battle Squadron was sighted from the Iron Duke at 3.30 P.M., and stationed on the Dreadnought Battle Fleet. Sir David Beatty had meanwhile directed the Indomitable at 3.38 P.M. to take the Lion in tow, and this operation was effected by 5 P.M. At 4 P.M. the Iron Duke’s position was Lat. 55.15 N., Long. 4.7 E., and at 4.30 P.M. the battle cruisers were in sight from the Iron Duke. The Battle Fleet then turned to the northward, keeping in company with the battle cruisers until dark.

At 7 P.M. the Lion’s starboard engine became disabled and the speed was still further reduced.

At dusk the 1st and 2nd Light Cruiser Squadrons and all destroyers of the 2nd and 4th Flotillas with the Battle Fleet, except those vessels which were short of fuel, had been detached to assist the remaining destroyers in screening the Lion and her escort against destroyer and submarine attack. The heavy ships, battleships and battle cruisers, stood to the northward to be clear of torpedo attack. The night passed without incident, the 1st and 2nd Light Cruiser Squadrons joining the battle cruisers during the darkness. Wireless messages were sent on the 24th to the Senior Naval Officer, Tyne, to send out tugs to meet the Lion, and this was done.

The Dreadnought Battle Fleet and the battle cruisers remained cruising in the North Sea during daylight on the 25th, except the 3rd Battle Squadron and 3rd Cruiser Squadron, which were detached to Rosyth at 8 A.M.

During these operations many floating mines were sighted and sunk.

The battle cruisers proceeded to Rosyth at dusk, and the Battle Fleet to Scapa, except the Iron Duke and Centurion, which were sent to Cromarty, the Iron Duke to dock and refit and the Centurion to act as “stand by” Fleet-Flagship during the refit. The Lion arrived at Rosyth at 6.35 A.M. on the 26th in a dense fog and was taken up harbour for temporary repairs, the Assistance being sent from Scapa to Rosyth to help in the work. The main injury to the Lion was caused by two hits under water, which pierced the feed tank and displaced an armour plate; the permanent repairs were completed on the Tyne, the work being carried out by the aid of coffer dams, there being no dock there capable of taking the ship. Her casualties consisted of 11 men wounded. The only other battle cruiser that received injury was the Tiger, in which ship Engineer Captain Taylor, a most valuable officer, and five men were killed, 11 being wounded; the material damage to the ship was slight.

The enemy, as the result of this action, suffered the total loss of the Blücher; and two battle cruisers, the Derfflinger and Seydlitz, sustained severe injuries, a serious fire or explosion occurring in one of the after turrets of one ship, which put that, or possibly both after turrets, out of action and caused a large number of casualties amongst the crew. It was ascertained at a later date from German prisoners that the condition of one, if not of both ships on return to harbour was very serious; the casualties, as well as the material injury, were heavy. It was stated subsequently that the Derfflinger had 60 killed and 250 wounded, and the Seydlitz about 100 killed.

One of our destroyers, the Meteor, was damaged in the action, but was towed back to port and repaired.

On the 26th the 6th Cruiser Squadron was reconstituted and composed of the Drake, Leviathan and Cumberland, and a 7th Cruiser Squadron was formed under the command of Rear-Admiral A. W. Waymouth, consisting of the Minotaur (flagship), Hampshire and Donegal. The 1st and 6th Cruiser Squadrons were sent to Scapa, and the 2nd and 7th to Cromarty.

The Britannia, of the 3rd Battle Squadron, grounded in the Firth of Forth in the fog on her way back to Rosyth, was ashore for 36 hours, and suffered considerable damage, necessitating repairs at a dockyard.

On the 27th January the 1st Cruiser Squadron and a division of destroyers sailed to cruise in the centre portion of the North Sea and returned on the 30th, being relieved by the 2nd Cruiser Squadron. On January 28th the battle cruisers Princess Royal and Queen Mary, with the 1st Light Cruiser Squadron, left Rosyth to support operations being carried out in the Heligoland Bight by Commodore Tyrwhitt and Commodore Keyes on January 30th and 31st. Owing to fog the operations could not be carried out, and the force returned to its bases on the 30th.

A report of a submarine inside Cromarty Harbour on the 29th caused ships to raise steam preparatory to leaving, and all small craft to search for the submarine, but on investigation it was considered that the report was unreliable.

On January 30th enemy submarines appeared in the Irish Sea, one of them opening fire on Walney Island, where the works of Messrs. Vickers, Limited, are situated. At about this date, owing to marked enemy submarine activity in the Irish Sea, the ships of the 10th Cruiser Squadron were directed to coal temporarily at Loch Ewe instead of at Liverpool, and two divisions of Grand Fleet destroyers were detached to the Irish Sea to assist in hunting the submarines.

During January the number of drifting German mines in the North Sea was very considerable. Many were sighted and sunk by the Fleet when at sea; the 2nd Cruiser Squadron alone, when on patrol on the 30th and 31st January sinking 12 mines.

At the end of January the condition of the Grand Fleet was as follows:

The shortage of destroyers at this period was exceedingly marked.

During February the Battle Fleet remained in harbour. No enemy movements took place or were expected as several changes were being made in the High Sea Fleet commands; the principal of these was the relief of Admiral von Inghenol by Admiral von Pohl as Commander-in-Chief. It was anticipated that the new Flag officers would exercise their squadrons in order to become familiar with them before attempting any operations.

The opportunity was taken of refitting the Iron Duke, and the ship remained at Invergordon, in the Cromarty Firth, until February 23rd. It was becoming desirable to give the officers and men of the Battle Fleet some change from Scapa Flow, where there were no opportunities for landing for exercise or recreation, and arrangements were made by which battle, as well as cruiser squadrons should visit Invergordon periodically for this purpose. The 2nd Battle Squadron accordingly arrived at this base on February 24th.

During the first half of February, 1915, eight destroyers were absent from the Grand Fleet flotillas, working in the Irish Channel against submarines, leaving only a total of 20 to 22 available for the Fleet; an insufficient number for screening purposes. This deficiency made it desirable to keep the Battle Fleet in harbour, except in an emergency.

The enemy’s submarine activity became much more marked during February. Early in the month the German Admiralty proclaimed that after February 18th all the waters round the British Isles would be declared unsafe for merchant-ships of all nationalities, and intimated that Allied merchant-ships would be destroyed in these waters and that neutral merchant-ships ran similar risks. Enemy submarines began to operate in increasing numbers in the English Channel, to the westward of the English Channel, in the Irish Sea and off the west coast of Ireland, as well as on the east coast of England, and the losses of merchant-ships from submarine attack became serious. The destroyers of the Grand Fleet that remained at the northern bases were kept fully employed in searching for and hunting reported submarines.

In addition to the maintenance of the blockade by the 10th Cruiser Squadron, cruiser and light cruiser squadrons carried out various patrol and search operations during the month. The 3rd Cruiser Squadron cruised in the centre portion of the North Sea from February 1st to 3rd; the 2nd Cruiser Squadron cruised off the Shetland Islands from the 11th–13th, then swept down the Norwegian coast and returned to Cromarty on the 15th; the new 2nd Light Cruiser Squadron carried out a sweep in the southern portion of the North Sea between the 16th and 20th with destroyers in company; the new 3rd Light Cruiser Squadron cruised to the westward of the Shetlands for exercise between the 15th and 18th, then passed into the North Sea and swept to the southward, returning to Scapa on the 20th; the 1st Cruiser Squadron left Scapa on the 17th for the vicinity of the Norwegian coast, swept down towards the Naze and then returned to patrol north of the Shetlands until the 21st, when the squadron arrived at Scapa; the four light cruisers attached to the Battle Fleet, Bellona, Blanche, Boadicea, and Blonde, with four destroyers, left Scapa on the 18th for a line N. 37 E. 60 miles long from Lat. 57.30 N., Long. 0.30 W., with directions to sweep towards the Naze by day and patrol the line at night; they remained on this duty until the 21st. The 7th Cruiser Squadron cruised to the westward of the Fair Island Channel from the 19th to the 22nd, and available destroyers of the 2nd and 4th Flotillas were patrolling to the eastward of the Fair Island Channel and the Moray Firth respectively during the same period.

The 3rd Cruiser Squadron, with four destroyers, left Rosyth on the 23rd to cover the Fleet mine-sweepers whilst searching for mines along a projected Fleet track in the North Sea, but, the sea being too heavy for mine-sweeping, the squadron carried out a patrol instead until the 25th, when the mine-sweeping operations took place, lasting until the 27th, when the squadron returned to Rosyth.

This searching mine-sweep was carried out because of the increasing probability of the enemy laying mines intended to catch our heavy ships when proceeding towards the southern portion of the North Sea, and the consequent necessity for a periodical examination of a route which the Fleet could traverse with some safety. This policy was maintained throughout the period of my command, alternative routes being periodically examined; although it was obviously impossible to carry out this examination frequently, it did afford some chance of a mine-field being discovered before serious losses were sustained by the Fleet.

During the month of February a reorganisation of the battle cruiser and light cruiser squadrons was carried out by Admiralty orders, and a “Battle Cruiser Fleet” instituted under the command of Sir David Beatty, with the title Vice-Admiral Commanding the Battle Cruiser Fleet.

The organisation was as follows:

The Battle Cruiser Fleet remained an integral portion of the Grand Fleet. In some respects the term “Fleet” was an unfortunate selection, as it implied, incorrectly, an independent organisation. On my taking office as First Sea Lord at the end of 1916, the title was altered to the more appropriate one of Battle Cruiser Force.

The Australia joined the Battle Cruiser Fleet at Rosyth on February 17th, and the Invincible, having concluded the very successful operations in the South Atlantic under Sir Doveton Sturdee, which culminated in the destruction of Admiral von Spee’s Squadron of cruisers and light cruisers, arrived at Scapa for gunnery practices during the latter part of February, and joined the Battle Cruiser Fleet at Rosyth early in March; the Indefatigable also arrived on the 24th from the Mediterranean.

The Tiger arrived in the Tyne on February 1st for refit, and left again on the 8th. The Lion reached the Tyne for repairs on February 9th, remaining there for the remainder of the month. The strength of the destroyer force working with the Grand Fleet was increased on February 19th by the addition of the light cruiser Fearless and two divisions of destroyers from the 1st Flotilla. These vessels had been relieved at Harwich by new destroyers of the “M” class. This addition brought the destroyer force actually with the Grand Fleet up to a total of 48, and further additions were now gradually made from the 1st Flotilla at Harwich as new destroyers were completed to relieve them.

His Majesty the King honoured the Grand Fleet on February 27th by visiting the ships based on Rosyth.

In the course of February the destroyers of the “River” or “E” class, based at Scapa for local defence, were replaced, by Admiralty directions, by destroyers of the “C” class (old 30-knot type). This change, although dictated by the general naval situation, limited considerably the range of activity of the local defence vessels, owing to the poorer sea-going qualities of the destroyers of the “C” class.

During the month the destroyer Erne was wrecked off Rattray Head on the Aberdeen coast, and became a total loss; the Goldfinch went ashore in a fog in the north of the Orkneys and was also lost; the Sparrowhawk also went ashore, but was got off, though considerably damaged. The armed merchant-cruiser Clan McNaughton, of the 10th Cruiser Squadron, was lost with all hands during the month, the supposition being that she foundered in one of the numerous heavy gales. Although a prolonged search was carried out, only a certain amount of wreckage was found. The loss of this ship and her efficient ship’s company brought once more into prominence the excellent work of the 10th Cruiser Squadron and the risks to which the ships were subjected.

The activities of the 10th Cruiser Squadron were daily increasing, and the number of ships passing the blockade line unexamined was becoming very small. During one week in February sixty-seven vessels were intercepted and eighteen of them sent in with prize crews on board.

During February the old battleships Hannibal and Magnificent were relieved as guard-ships by the old cruisers Crescent and Royal Arthur.

Vice-Admiral Sir Doveton Sturdee succeeded Vice-Admiral Sir Douglas Gamble in the command of the 4th Battle Squadron during the month; Admiral Gamble’s period of command had expired. Sir Doveton Sturdee, who had served as Chief of the Naval Staff early in the War, came to the Fleet fresh from his Falkland Islands victory.

The weather at the northern bases during February was less boisterous than usual. There was a good deal of misty and foggy weather in the early part of the month, and a considerable amount of snow towards the end.

During March the principal movements of the Fleet were as follows:

From the 4th to the 10th, the 6th Cruiser Squadron was, with the Orotava of the 10th Cruiser Squadron, cruising off the Norwegian Coast.

From the 7th to the 10th the Dreadnought Battle Fleet was cruising in the northern portion of the North Sea, accompanied by the 1st, 2nd, and 7th Cruiser Squadrons and the 4th Flotilla; and the Battle Cruiser Fleet was also cruising during the same period in the central part of the North Sea. The opportunity was taken of carrying out various battle exercises. The 2nd Battle Squadron and 7th Cruiser Squadron did not return with the remainder of the Battle Fleet on the 10th, but remained at sea until the 11th. The 4th Flotilla was forced to shelter at Lerwick from the 7th to the 9th owing to bad weather. From March 10th to the 13th the 3rd Battle Squadron and 3rd Cruiser Squadron were cruising in the centre portion of the North Sea.

From the 16th to the 19th the Dreadnought Battle Fleet again cruised in the northern and central parts of the North Sea, accompanied by the 1st, 2nd, and 7th Cruiser Squadrons, the 3rd Light Cruiser Squadron, and the 2nd Flotilla. The 2nd Flotilla, however, could not remain at sea on the 17th owing to bad weather and was sent back to Scapa. A collision occurred between the Nemesis and Nymphe, which necessitated the docking of both vessels for repairs. The flotilla was ordered out again from Scapa early on the 18th, but only seven destroyers were available, and they reached the Fleet at 2 P.M. on that date.

The Battle Fleet and cruisers carried out a strategical exercise in the early morning of the 18th, and then steered for the bases, a projected second exercise being abandoned as the Fleet was by this time in an area which was not considered safe from submarine attack; the visibility was also very high, and it was suspected that at least one enemy submarine might be in the neighbourhood.

At noon the Battle Fleet was in Lat. 58.21 N., Long. 1.12 E., zigzagging at a speed of 15 knots, and the 4th Battle Squadron had just been detached to proceed to Cromarty, when at 12.18 P.M. Vice-Admiral Sir Cecil Burney commanding the 1st Battle Squadron signalled that a submarine’s periscope had been sighted from the Marlborough, the leading ship of the port wing column, and that a torpedo fired by the submarine had passed just astern of the Neptune, the rear ship of the column. The Fleet was at once turned away from the submarine 12 points to starboard (ships turning together) and speed was increased to 17 knots.

At 12.30 P.M. the 4th Battle Squadron was crossing under the stern of the remainder of the Battle Fleet and signals were being made to Vice-Admiral Sir Doveton Sturdee to steer clear of the position in which the submarine was sighted, but before any movement was effected the officer of the watch, Lieutenant-Commander Piercy, of the Dreadnought of that Squadron, sighted a periscope close to, one point on the port bow, the submarine apparently steering a southerly course and zigzagging. Captain Alderson, commanding the Dreadnought, at once altered course direct for the submarine, increased speed, followed, and rammed her. The bow of the submarine came out of the water and her number, U 29, was plainly visible. She sank immediately. The Blanche, which passed close to the spot, reported a large quantity of wreckage, one article of clothing and much oil and bubbles on the surface, but no survivors.

It seems probable that the captain of the submarine, after firing at the 1st Battle Squadron, was confused by the movements of the 4th Battle Squadron crossing astern of the remainder of the zigzagging Fleet, at high speed, and in trying to get clear failed to observe the Dreadnought until too late. The Dreadnought was admirably handled.

On arrival of the Fleet in harbour I wired to the Admiralty urging that the fate of U 29 should be kept secret. The secrecy regarding the loss of this submarine, commanded by Commander Weddingen, was much resented in Germany, and many accusations of treacherous conduct levelled at the British, probably in the hope that we might give information as to her fate. The policy of secrecy was certainly correct, as it left the enemy entirely ignorant of our methods, and possibly had some effect of the moral of the submarine crews.

The Fleet steered to the eastward until well clear of the area in case other submarines were present, and then shaped course for the bases, arriving on the 19th.

On March 29th the Grand Fleet left its bases with the intention of carrying out a sweep of the North Sea, but the plan was abandoned and the Fleet returned to its bases on the following day.

The principal movements of destroyers during March, additional to the regular patrols and fleet movements, were as follows:

From March 2nd to March 5th search was made by a half flotilla for a number of oil drums reported as moored in certain areas in the North Sea. The report indicated that the enemy might be refuelling submarines in this manner; the search disposed of the supposition.

From March 8th to March 10th the Commander-in-Chief Coast of Scotland, Sir Robert Lowry, in conjunction with Vice-Admiral Bradford, who was the Senior Flag Officer of Grand Fleet ships at Rosyth, and was, therefore, responsible for all movements of these ships from the Rosyth base, organised a search on a large scale for a submarine reported to be operating off the Aberdeenshire coast. The vessels employed in this operation comprised trawler patrols and destroyers of the 1st Flotilla, and they were rewarded on March 10th by forcing the submarine—U 12—to the surface, when H.M.S. Ariel, very skilfully handled, succeeded in ramming and sinking her. Ten of her crew of twenty-eight were rescued. The Ariel was considerably damaged, and was docked at Leith for repairs.

On March 20th and 21st a division of destroyers hunted a submarine in the Moray Firth without success.

On March 12th the Faulknor and six destroyers were detached from the Grand Fleet flotillas to operate against submarines in the Irish Sea.

In the course of the month the small steamers, specially fitted as mine-sweepers for the Grand Fleet, were withdrawn for service abroad. The increasing number of mines in the North Sea and the paucity of mine-sweepers led me to decide on March 22nd to fit eight destroyers each from the 2nd and 4th Flotillas with light mine-sweeps, and the work was taken in hand. These vessels were intended to augment the regular force of mine-sweepers in an emergency, as it was felt that a movement of the High Sea Fleet for an important naval operation would in all probability be preceded by extensive mine-laying outside the Fleet bases, and a much stronger sweeping force than we possessed was required to enable a passage for the Fleet to be rapidly cleared.

The Conqueror rejoined the Fleet on March 6th after effecting repairs which had been carried out by Messrs. Cammell Laird at Liverpool with most commendable rapidity.

The 10th Cruiser Squadron experienced a further loss during March, the Bayano being sunk by a submarine off Corsewall Point, Galloway, on March 11th, with considerable loss of life.

In the course of this month Rear-Admiral W. L. Grant succeeded Rear-Admiral W. C. Pakenham in command of the 3rd Cruiser Squadron, the latter succeeding Rear-Admiral Sir Gordon Moore in command of the 2nd Battle Cruiser Squadron; Vice-Admiral Patey transferred his flag from the Australia to the Leviathan to proceed to the West Indies as Commander-in-Chief, and the 6th Cruiser Squadron was broken up, the ships being transferred to service abroad.

The enemy submarines were very active against merchant shipping during March, and our losses were considerable, both from this cause and from mines.

During March the weather at the northern bases was not very boisterous, but a great deal of mist and fog was prevalent during the first fortnight, and during the last fortnight snow fell on at least seven days. An average of fifty-six ships per week was intercepted by the ships of the 10th Cruiser Squadron during the month.

During April, 1915, intended Fleet movements were prevented on several occasions by bad weather, and the 10th Cruiser Squadron and other ships at sea experienced exceptional gales; the principal movements carried out were as follows:

From the 5th to the 8th the 3rd Battle Squadron, 3rd Cruiser Squadron and five destroyers of the 1st Flotilla cruised in the North Sea (central portion), and from the 5th to the 9th the Battle Cruiser Fleet with eight destroyers of the 1st Flotilla cruised in the northern portion of the North Sea.

On April 8th the Lancaster, of the 7th Cruiser Squadron, and the Caribbean, of the 10th Cruiser Squadron, were detached to watch the Norwegian coast between Lat. 62 and 64 N.

On April 11th the whole Grand Fleet proceeded to sea; the Battle Fleet met the Battle Cruiser Fleet and 3rd Battle Squadron from Rosyth, and cruised in the centre portion of the North Sea during the 12th and 13th, returning to the various bases on the 14th to fuel. The opportunity was taken of carrying out battle exercises.

Whilst the Dreadnought Battle Fleet was passing down east of the Orkneys at 2.30 P.M., and was being met by the 2nd and 4th Flotillas, which had come out to screen the ships in, the Neptune reported having sighted a submarine’s periscope, but as the Fleet was steaming at 18 knots and the destroyers were taking up screening stations it was not considered that successful attack was probable, and the Fleet held its course for Scapa.

Submarines were also sighted during the day by the Antrim in Lat. 57.18 N., Long. 1.2 E., and by the Battle Cruiser Fleet in Lat. 58.15 N., Long. 2.40 E., but no successful attack resulted.

The Grand Fleet proceeded to sea again for a sweep in southern waters on the 17th, and at 8 A.M. on the 18th the Dreadnought Battle Fleet, with the 1st, 2nd, and 7th Cruiser Squadrons looking out ahead and the 2nd and 4th Flotillas screening, was in Lat. 57.25 N., Long. 1.4 E., steering at 18 knots’ speed for a position in Lat. 56.30 N., Long. 3.30 E., where it was intended to meet the 3rd Battle Squadron and 3rd Cruiser Squadron from Rosyth.

The junction took place at 4 P.M., the Battle Cruiser Fleet, which had been ordered to a position a little farther south, arriving there at this time. No enemy vessels having been sighted, the whole Fleet was turned to the northward shortly before dusk, when in the vicinity of the Little Fisher Bank, to the westward of Northern Denmark. During the night the 3rd Battle Squadron and 3rd Cruiser Squadron were detached to return to Rosyth, and the 2nd and 4th Flotillas to Scapa; the Vice-Admiral, Battle Cruiser Fleet, was directed to cruise independently on the 19th; and the Dreadnought Battle Fleet, with the 1st, 2nd and 7th Cruiser Squadrons, proceeded to the eastward of the Shetlands; target practice was carried out during daylight of the 19th and the night of the 19th–20th, and the Battle Fleet returned to its bases at Scapa and Cromarty during the night of the 20th–21st and fuelled. During the cruise the Achilles, of the 2nd Cruiser Squadron, reported sighting a submarine at 2.40 P.M. on the 18th.

On the 19th the Albemarle and Russell, of the 6th Battle Squadron, which had rejoined the 3rd Battle Squadron from the Channel ports, were detached from Rosyth to Scapa for practices.

The Grand Fleet again proceeded to sea on the night of the 21st for another sweep towards the Danish coast, and at 8 A.M. on the 22nd the forces from Scapa and Cromarty, comprising the 1st, 2nd and 4th Battle Squadrons, Russell and Albemarle, 1st, 2nd and 7th Cruiser Squadrons, and the 2nd and 4th Flotillas, were in position Lat. 58.4 N., Long. 0.27 E.

At 4.30 P.M. the 3rd Battle Squadron and 3rd Cruiser Squadron joined the Commander-in-Chief, and the Battle Cruiser Fleet took station ahead of the cruiser screen. At dusk no enemy ships had been sighted and the Fleet turned to the northward again, the Iron Duke’s position being Lat. 57.11 N., Long. 4.53 E.

The 3rd Battle Squadron, 3rd Cruiser Squadron and the Battle Cruiser Fleet were detached to return to Rosyth during the night, and the remainder of the Fleet arrived at the Scapa and Cromarty bases on the 23rd.

During these two southerly sweeps the Fleet sighted a large number of neutral steamers and trawlers which were closely examined, but nothing suspicious was found, although the interception of German wireless messages, when the Fleet was in the vicinity of the trawlers, raised suspicions that they were acting as look-out vessels; this suspicion was strengthened by carrier pigeons being sighted from various ships.

One Norwegian steamer which was found to be carrying magnetic ore to Rotterdam was sent to the Firth of Forth.

Movements of interest of individual ships during April included the arrival of the Lion at Rosyth on the 7th after completion of all repairs, the arrival of the new Battleship Warspite, of the “Queen Elizabeth” class, at Scapa on the 13th, and the commissioning on the 26th of four more mercantile vessels to join the 10th Cruiser Squadron.

The Invincible was sent to the Tyne to change some of her 12-inch guns, which had become worn during the Falkland Island engagement.

On April 10th Rear-Admiral Tottenham succeeded Rear-Admiral Waymouth in command of the 7th Cruiser Squadron, the latter officer’s health having unfortunately broken down.

On April 7th the patrol areas of the 10th Cruiser Squadron were rearranged somewhat in view of the lengthening of the days: