The Grand Fleet, 1914-1916

by John Rushworth Jellicoe

A good deal of fog and mist was experienced during the month, the worst periods being from the 17th to the 20th, 24th, 26th, and the 28th to 30th.

During the month of May the firing exercises in the Pentland Firth continued, as did the usual exchange of bases between squadrons.

During the months of March, April and May, a flotilla of submarines had been gradually organised as a unit of the Grand Fleet. It was named the 11th Submarine Flotilla, was based on Blyth, with the Titania as parent ship and the Talisman and Trident as attendant destroyers. Separate spheres of activity for the Grand Fleet submarine flotillas and for the submarine flotillas based on Harwich and Yarmouth were also arranged, the dividing line running from a position a little to the southward of the Horn Reef to Flamborough Head. The line was subsequently slightly altered once or twice as the strength of the Grand Fleet submarine flotillas increased, but the general principle was that the Grand Fleet submarines worked to the northward of such a line and the remaining submarines to the southward.

It may not be out of place here to mention the organisation for getting the Grand Fleet to sea from its bases to any desired point of concentration with rapidity and safety, and of bringing the Fleet back into the bases in face of probable submarine or mine attack.

As the Grand Fleet increased in size, and the danger from mine and submarine grew, so the problem of leaving Scapa Flow and re-entering that base with safety became more complicated. The necessity for the Fleet leaving harbour in the shortest possible time and with the fewest possible number of signals was obvious. Similarly on returning the various squadrons had to enter the base with the least practicable delay in order to avoid giving submarines engaged in watching the approaches an opportunity for getting into positions for attacking the squadrons in rear, after having sighted those in the van. The operations, both of departure and entry, were rendered all the more difficult owing to the very strong and erratic tides experienced in the Pentland Firth, while all ships navigating at night had to be navigated without showing lights.

The usual method of departure from Scapa was as follows: A “Preparatory Signal for leaving Scapa” consisting of one word was made as soon as I decided to take the Fleet to sea. On receipt of this “Preparatory Signal” all ships raised steam for 18 knots at two hours’ notice. Patrol destroyers were recalled by the Commodore (F) for refuelling. All officers and men absent on patrol duty in drifters were also recalled, and every preparation was made for leaving harbour. The Admiral Commanding the Orkneys and Shetlands warned the outer patrols that the Fleet might be leaving shortly.

Whilst the Fleet was raising steam in readiness to be off at two hours’ notice a signal was made which indicated the time at which the first squadron to leave was to move ahead from the anchorage, together with the speed to be maintained after passing the submarine obstructions. No further signals were necessary. The organisation provided for the order in which squadrons were to leave, as well as the interval between squadrons or divisions, which in daylight was usually one mile from the rear ship of one squadron, or division of four ships, to the leading ship of that following, or two miles at night. The organisation also provided for successive squadrons or divisions being taken alternately north or south of the Pentland Skerries if the Fleet proceeded to the eastward, in order that the interval between those following the same course might be increased.

In the strong tides, particularly at night, some such procedure had to be adopted, because the tide was not felt until the ships were clear of Swona Island, and then the effect of it, if running to the westward, and particularly at the period of spring tides, when it has a speed of 10 knots, was to bring a leading squadron or division back on top of that in rear of it. Frequently also a ship, emerging from slack water into the strength of the tide, would be caught by the tide on the bow, and, unless the greatest possible care was taken to watch the steering (and even sometimes in spite of every care), the ship would be turned round through 8, 12 or even 16 points,[F] becoming a danger to those astern of her, as she would be almost unmanageable for a time. Such a situation on a dark night, with a large fleet showing no lights, was not pleasant, and it speaks well for the skill shown in handling the ships that no accident occurred from this cause.

[F] 8 points = 90 degrees.

The practice in regard to the destroyers, when they accompanied the Fleet (as was necessary after the first twelve months of war), was for the various groups which were detailed by the Commodore (F) to screen the squadrons or divisions of the heavy ships, to meet them just outside the submarine obstruction and screen them from there in daylight, or on moonlight nights, and to form astern on dark nights, in readiness to re-establish the screen at daylight. In the early days of the War, and indeed for the first eighteen months, the practice was for the destroyer flotillas to be stationed some 10 miles from the Battle Fleet at night in order to avoid any chance of their being sighted and mistaken for enemy destroyers; but this procedure caused considerable delay in forming the submarine screen at daylight, and in thick weather the destroyers frequently experienced difficulty in finding the Battle Fleet. Consequently, it became the practice to keep the destroyers actually in company at night, and this procedure was undoubtedly preferable.