Chapter FOUR: Methods of Exercising Command (2)

It was in conformity with the distinction between fertile and infertile areas that our old system of trade defence was developed. Broadly speaking, that system was to hold the terminals in strength, and in important cases the focal points as well. By means of a battle-squadron with a full complement of cruisers they were constituted defended areas, or "tracts" as the old term was, and the trade was regarded as safe when it entered them. The intervening trade-routes were left as a rule undefended. Thus our home terminals were held by two battle-squadrons, the Western Squadron at the mouth of the Channel, and the North Sea or Eastern Squadron with its headquarters usually in the Downs. To these was added a cruiser squadron on the Irish station based at Cork, which was sometimes subordinate to the Western Squadron and sometimes an independent organisation. The area of the Western Squadron in the French wars extended, as we have seen, over the whole Bay of Biscay, with the double function, so far as commerce was concerned, of preventing the issue of raiding squadrons from the enemy's ports, and acting offensively against his Atlantic trade. That of the North Sea squadron extended to the mouth of the Baltic and the north-about passage. Its main function during the great naval coalitions against us was to check the operations of Dutch squadrons or to prevent the intrusion of French ones north-about against our Baltic trade. Like the Western Squadron, it threw out divisions usually located at Yarmouth and Leith for the protection of our coastwise trade from privateers and sporadic cruisers acting from ports within the defended area. Similarly, between the Downs and the Western Squadron was usually one or more smaller squadrons, mainly cruisers, and generally located about Havre and the Channel Islands, which served the same purpose for the Norman and North Breton ports. To complete the system there were flotilla patrols acting under the port admirals and doing their best to police the routes of the coastwise and local traffic, which then had an importance long since lost. The home system of course differed at different times, but it was always on these general lines. The naval defence was supplemented by defended ports of refuge, the principal ones being on the coast of Ireland to shelter the ocean trade, but others in great numbers were provided within the defended areas against the operations of privateers, and the ruins of batteries all round the British shores testify how complete was the organisation.

A similar system prevailed in the colonial areas, but there the naval defence consisted normally of cruiser squadrons stiffened with one or two ships-of-the-line mainly for the purpose of carrying the flag. They were only occupied by battle-squadrons when the enemy threatened operations with a similar force. The minor or interior defence against local privateers was to a large extent local; that is, the great part of the flotilla was furnished by sloops built or hired on the spot, as being best adapted for the service.

Focal points were not then so numerous as they have become since the development of the Far Eastern trade. The most important of them, the Straits of Gibraltar, was treated as a defended area. From the point of view of commerce-protection it was held by the Mediterranean squadron. By keeping watch on Toulon that squadron covered not only the Straits, but also the focal points within the sea. It too had its extended divisions, sometimes as many as four, one about the approaches to Leghorn, one in the Adriatic, a third at Malta, and the fourth at Gibraltar. In cases of war with Spain the latter was very strong, so as to secure the focal area against Cartagena and Cadiz. On one occasion indeed, in 1804-5, as we have seen, it was constituted for a short time an independent area with a special squadron. But in any case the Gibraltar area had its own internal flotilla guard under the direction of the port admiral as a defence against local privateers and pirates.

The general theory of these defended terminal and focal areas, it will be seen, was to hold in force those waters which converging trade made most fertile, and which therefore furnished an adequate field for the operations of raiding squadrons. In spite of the elaborate defensive system, such squadrons might, and sometimes did, intrude by surprise or stealth, and were then able to set at defiance both convoy escorts and the cruiser outposts. But, as experience proved, the system of terminal defence by battle-squadrons made it impossible for such raiding squadrons to remain long enough on the ground to cause any serious interruption or to do serious harm. It was only by a regular fleet of superior strength that the system could be broken down. In other words, the defence could only fall when our means of local control was destroyed by battle.

So much for the defended areas. With regard to the great routes that connected them, it has been said they were left undefended. By this is meant that the security of ships passing along them was provided for, not by patrols but by escort. The convoy system was adopted, and the theory of that system is that while vessels are on the great routes they are normally liable only to sporadic attack, and they are consequently collected into fleets and furnished with an escort sufficient to repel sporadic attack. In theory, cruiser escort is sufficient, but in practice it was found convenient and economical to assign the duty in part to ships-of-the-line which were going out to join the distant terminal squadron or returning from it for a refit or some other reason; in other words, the system of foreign reliefs was made to work in with the supplementary escort system. Where no such ships were available and the convoys were of great value, or enemy's ships-of-the-line were known to be out, similar units were specially detailed for convoy duty to go and return, but this use of battle units was exceptional.

Such a method of dealing with the great routes is the corollary of the idea of defended areas. As those areas were fertile and likely to attract raiding squadrons, so the great routes were infertile, and no enemy could afford to spend squadrons upon them. It is obvious, however, that the system had its weak side, for the mere fact that a convoy was upon a great route tended to attract a squadron, and the comparative immunity of those routes was lost. The danger was provided for to a great extent by the fact that the enemy's ports from which a squadron could issue were all within defended areas and watched by our own squadrons. Still, the guard could not be made impenetrable. There was always the chance of a squadron escaping, and if it escaped towards a critical trade-route, it must be followed. Hence there were times when the convoy system seriously disturbed our dispositions, as, for instance, in the crisis of the Trafalgar campaign, when for a short time our chain of defended areas was broken down by the escape of the Toulon squadron. That escape eventually forced a close concentration on the Western Squadron, but all other considerations apart, it was felt to be impossible to retain the mass for more than two days owing to the fact that the great East and West Indies convoys were approaching, and Villeneuve's return to Ferrol from Martinique exposed them to squadronal attack. It was, in fact, impossible to tell whether the mass had not been forced upon us with this special end in view.

In the liability to deflection of this kind lay the most serious strategical objection to the convoy system. It was sought to minimise it by giving the convoys a secret route when there was apprehension of squadronal interference. It was done in the case just cited, but the precaution seemed in no way to lessen the anxiety. It may have been because in those days of slow communication there could be no such certainty that the secret route had been received as there would be now.

Modern developments and changes in shipping and naval material have indeed so profoundly modified the whole conditions of commerce protection, that there is no part of strategy where historical deduction is more difficult or more liable to error. To avoid such error as far as possible, it is essential to keep those developments in mind at every step. The more important of them are three in number. Firstly, the abolition of privateering; secondly, the reduced range of action for all warships; and thirdly, the development of wireless telegraphy. There are others which must be dealt with in their place, but these three go to the root of the whole problem.

Difficult as it is to arrive at exact statistics of commerce destruction in the old wars, one thing seems certain--that the bulk of captures, which were reckoned in hundreds and sometimes even in thousands, were due to the action of privateers. Further, it seems certain that, reckoning at least by numbers, the greater part of the damage was done by small privateers operating close to their bases, either home or colonial, against coastwise and local traffic. The complaints of merchants, so far as they are known, relate mainly to this kind of work in the West Indies and home waters, while accounts of serious captures by large privateers on the high seas are comparatively rare. The actual damage done by the swarm of small vessels may not have been great, but its moral effects were very serious. It was impossible for the strongest Governments to ignore them, and the consequence was a chronic disturbance of the larger strategical dispositions. While these dispositions were adequate to check the operations of large privateers acting in the same way as regular cruisers, the smaller ones found very free play amidst the ribwork of the protective system, and they could only be dealt with by filling up the spaces with a swarm of small cruisers to the serious detriment of the larger arrangements. Even so, the proximity of the enemy's ports made escape so easy, that the work of repression was very ineffective. The state of the case was indeed almost identical with a people's war. The ordinary devices of strategy failed to deal with it, as completely as Napoleon's broadly planned methods failed to deal with the _guerilleros_ in Spain, or as our own failed for so long in South Africa.

By the abolition of privateering, then, it would seem that the most disturbing part of the problem has been eliminated. It is, of course, uncertain how far the Declaration of Paris will hold good in practice. It is still open even to the parties to it to evade its restrictions to a greater or less extent by taking up and commissioning merchantmen as regular ships of war. But it is unlikely that such methods will extend beyond the larger privately owned vessels. Any attempt to revive in this way the old _picaresque_ methods could only amount to a virtual repudiation of statutory international law, which would bring its own retribution. Moreover, for home waters at least, the conditions which favoured this _picaresque_ warfare no longer exist. In the old wars the bulk of our trade came into the Thames, and thence the greater part of it was distributed in small coasting vessels. It was against this coastwise traffic that the small, short-range privateers found their opportunity and their richest harvest. But, now that so many other great centres of distribution have established themselves, and that the bulk of the distribution is done by internal lines of communication, the Channel is no longer the sole artery, and the old troublesome disturbance can be avoided without a vital dislocation of our commercial system.

The probability, then, is that in the future the whole problem will be found to be simplified, and that the work of commerce protection will lie much more within the scope of large strategical treatment than it ever did before, with the result that the change should be found to tell substantially in favour of defence and against attack.

The reduction of range of action is scarcely less important. In the old days a cruising ship could be stored for six months, and so long as she could occasionally renew her fuel and water, she was free to range the sea outside the defended areas for the whole of the period with unimpaired vitality. For such pelagic operations her movement was practically unrestricted. She could run for two or three days from a superior enemy or chase for as long without loss of energy, and she could wait indefinitely at a likely spot, or change her ground, as danger or hope of plunder dictated. So long as she had men left to man her prizes, her power of mischief was almost unlimited. All this is now changed. The capacity of each cruise of a ship to-day is very small. She is confined to short dashes within a strategically defended area, or if she is bent on pelagic operations, is compelled to proceed so far to find undefended waters that her coal will scarcely permit of more than a few days' actual cruising. A couple of chases at high speed during that period may force her to return at once, subject only to the precarious possibility of renewing her coal from a prize. She has, further, to face the fact that manning prizes must necessarily reduce her capacity for speed, which depends so much on a fully manned engine-room. This will tend to jeopardise her chances of return through or near defended areas. The only escape from this difficulty is to sink the captured ship. But this course has objections scarcely less weighty than the other. No Power will incur the odium of sinking a prize with all hands, and their removal to the captor's ship takes time, especially in bad weather, and the presence of such prisoners in a cruiser in any number soon becomes a serious check on her fighting power. In the case of large ships, moreover, the work of destruction is no easy matter. In the most favourable circumstances it takes a considerable time, and thus not only eats into the cruiser's endurance, but decreases her chances of evasion.

From these and similar considerations it is obvious that the possibilities of operations on the great trade-routes are much less extensive than they were formerly, while to speak of cruisers "infesting" those routes is sheer hyperbole. Under modern conditions it is scarcely more feasible than it would be to keep up a permanent blockade of the British Islands. It would require a flow of ships in such numbers as no country but our own can contemplate possessing, and such as could not be maintained without having first secured a very decided preponderance at sea. The loss of radius of action therefore, though it does not increase the power of defence, sensibly lessens that of attack by pelagic operations.

For the great increase in the powers of defence we must turn to the extraordinary development in the means of distant communication. Under former conditions it was possible for a cruising ship to remain for days upon a fertile spot and make a number of captures before her presence was known. But since most large merchantmen have been fitted with wireless installations, she cannot now attack a single one of them without fear of calling down upon her an adversary. Moreover, when she is once located, every ship within wireless reach can be warned of her presence and avoid her. She must widely and constantly shift her position, thereby still further reducing her staying power. On the whole, then, it would appear that in so far as modern developments affect the problem, they certainly render pelagic operations far more difficult and uncertain than they used to be. Upon the great routes the power of attack has been reduced and the means of evasion has increased to such an extent as to demand entire reconsideration of the defence of trade between terminal areas. The whole basis of the old system would seem to be involved. That basis was the convoy system, and it now becomes doubtful whether the additional security which convoys afforded is sufficient to outweigh their economical drawbacks and their liability to cause strategical disturbance.

Over and above the considerations already noticed, there are three others, all of which favour the security of our trade by permitting a much more extended choice of route. The first is, that steam vessels are not forced by prevailing winds to keep to particular courses. The second is, that the improvements in the art of navigation no longer render it so necessary to make well-known landfalls during transit. The third is, that the multiplication of our great ports of distribution have divided the old main flow of trade to the Channel into a number of minor streams that cover a much wider area and demand a greater distribution of force for effective attack. It will be obvious that the combined effect of these considerations is to increase still further the chances of individual vessels evading the enemy's cruisers and to lessen the risk of dispensing with escort.

Nor are the new practical difficulties of sporadic operations on the great routes the only arguments that minimise the value of convoys. We have also to remember that while the number of vessels trading across the ocean has enormously increased since 1815, it is scarcely possible, even if the abolition of privateering prove abortive, that the number of cruisers available for pelagic attack could exceed, or even equal, the number employed in sailing days. This consideration, then, must also be thrown into the scale against convoys; for it is certain that the amount of serious operative damage which an enemy can do to our trade by pelagic operation is mainly determined by the ratio which his available cruiser strength bears to the volume of that trade. This aspect of the question is, however, part of a much wider one, which concerns the relation which the volume of our trade bears to the difficulty of its defence, and this must be considered later.

It remains, first, to deal with the final link in the old system of defence. The statement that the great routes were left undefended will seem to be in opposition to a prevailing impression derived from the fact that frigates are constantly mentioned as being "on a cruise." The assumption is that they in effect patrolled the great routes. But this was not so, nor did they rove the sea at will. They constituted a definite and necessary part of the system. Though that system was founded on a distinction between defended terminals and undefended routes, which was a real strategical distinction, it was impossible to draw an actual line where the one sphere began and the other ended. Outside the regularly defended areas lay a region which, as the routes began to converge, was comparatively fertile. In this region enemies' cruisers and their larger privateers found the mean between risk and profit. Here too convoys, as they entered the zone, were in their greatest danger for fear of their escorts being overpowered by raiding squadrons. Consequently it was the practice, when the approach of convoys was expected, to throw forward from the defended area groups of powerful cruisers, and even battleship divisions, to meet them and reinforce their escorts. Outward-bound convoys had their escorts similarly strengthened till they were clear of the danger zone. The system was in regular use both for home and colonial areas. In no sense did it constitute a patrol of the routes. It was in practice and conception a system of outposts, which at seasons of special risk amounted to an extension of the defended areas combining with a reinforcement of the convoy escorts. Focal points of lesser importance, such as Capes Finisterre and St. Vincent, were similarly held by one or two powerful cruisers, and if necessary by a squadron.

As has been already explained, owing to the peculiar conditions of the sea and the common nature of maritime communications, these dispositions were adopted as well for attack as defence, and the fertile areas, for the defence of which a frigate captain was sent "on a cruise," were always liable to bring him rich reward. His mission of defence carried with it the best opportunities for attack.

In the full development of the system patrol lines did exist, but not for the great routes. They were established to link up adjacent defended areas and as a more scientific organisation of the cruiser outposts. In 1805 the Gibraltar and the home areas were thus connected by a patrol line which stretched from Cape St. Vincent through the Finisterre focal area to Cape Clear, with a branch extending to the strategical centre off Ushant. The new system was introduced at a time when we had reason to expect that the French and Spanish fleets were to be devoted entirely to operations in small raiding squadrons against our trade and colonies. Special provision was therefore necessary to locate any such squadrons that might elude the regular blockades, and to ensure that they should be adequately pursued. The new lines were in fact intelligence patrols primarily, though they were also regarded as the only means of protecting efficiently the southern trade-route where it was flanked by French and Spanish ports.[24]

[24] It should be said that Cornwallis did not regard this system as new
except for the extension from Finisterre to St. Vincent, which Nelson
advised. In acknowledging the order from Ushant he wrote, "The
instructions ... are nearly the same as have generally been given. I can
therefore only guess why a copy of the order was sent to
me."--_Admiralty, In-Letters_, 129, 28 September 1805.

The whole system, it will be observed, though not conflicting with the main object of bringing the enemy's fleets to action, did entail an expenditure of force and deflecting preoccupations such as are unknown in land warfare. Large numbers of cruisers had to be employed otherwise than as the eyes of the battle-squadrons, while the coming and going of convoys produced periodical oscillations in the general distribution.

Embarrassing as was this commercial deflection in the old wars, an impression appears to prevail that in the future it must be much more serious. It is argued plausibly enough not only that our trade is far larger and richer than it was, but also that, owing to certain well-known economic changes, it is far more a matter of life and death to the nation than in the days when food and raw material did not constitute the bulk of our imports. In view of the new conditions it is held that we are more vulnerable through our trade now than formerly, and that, consequently, we must devote relatively more attention and force to its defence.

If this were true, it is obvious that war with a strong naval combination would present difficulties of the most formidable kind, greater indeed than we have ever experienced; for since with modern developments the demand for fleet cruisers is much greater than formerly, the power of devoting cruisers to trade defence is relatively much less.

It cannot be denied that at first sight the conclusion looks irreproachable. But on analysis it will be found to involve two assumptions, both of which are highly questionable. The first is, that the vulnerability of a sea Power through its maritime trade is as the volume of that trade. The second is, that the difficulty of defending sea-borne trade is also as its volume--that is to say, the larger the amount of the trade, the larger must be the force devoted to its protection. This idea indeed is carried so far, that we are frequently invited to fix the standard of our naval strength by comparing it with the proportion which the naval strength of other Powers bears to their sea-borne trade.

It is hoped that the foregoing sketch of our traditional system of trade defence will avail to raise a doubt whether either assumption can be accepted without very careful consideration. In the history of that system there is no indication that it was affected by the volume of the trade it was designed to protect. Nor has any one succeeded in showing that the pressure which an enemy could exert upon us through our commerce increased in effect with the volume of our seaborne trade. The broad indications indeed are the other way--that the greater the volume of our trade, the less was the effective impression which an enemy could make upon it, even when he devoted his whole naval energies to that end. It is not too much to say that in every case where he took this course his own trade dwindled to nothing, while ours continually increased.

It may be objected that this was because the only periods in which he devoted his main efforts to trade destruction were when we had dominated his navy, and being no longer able to dispute the command, he could do no more than interfere with its exercise. But this must always be so whether we have positively dominated his navy or not. If he tries to ignore our battle-fleets, and devotes himself to operations against trade, he cannot dispute the command. Whatever his strength, he must leave the command to us. He cannot do both systematically, and unless he attacks our trade systematically by sustained strategical operation, he cannot hope to make any real impression.

If, now, we take the two assumptions and test them by the application of elementary principles, both will appear theoretically unsound. Let us take first the relation of vulnerability to volume. Since the object of war is to force our will upon the enemy, the only way in which we can expect war on commerce to serve our end is to inflict so much damage upon it as will cause our enemy to prefer peace on our terms to a continuation of the struggle. The pressure on his trade must be insupportable, not merely annoying. It must seriously cripple his finance or seriously threaten to strangle his national life and activities. If his total trade be a hundred millions, and we succeed in destroying five, he will feel it no more than he does the ordinary fluctuations to which he is accustomed in time of peace. If, however, we can destroy fifty millions, his trade equilibrium will be overthrown, and the issue of the war will be powerfully affected. In other words, to affect the issue the impression made on trade must be a percentage or relative impression. The measure of a nation's vulnerability through its trade is the percentage of destruction that an enemy can effect.

Now, it is true that the amount of damage which a belligerent can inflict with a given force on an enemy's commerce will vary to some extent with its volume; for the greater the volume of commerce, the more fertile will be the undefended cruising grounds. But no matter how fertile such areas might be, the destructive power of a cruiser was always limited, and it must be still more limited in the future. It was limited by the fact that it was physically impossible to deal with more than a certain number of prizes in a certain time, and, for the reasons already indicated, this limit has suffered a very marked restriction. When this limit of capacity in a given force is passed, the volume of commerce will not affect the issue; and seeing how low that capacity must be in the future and how enormous is the volume of our trade, the limit of destructive power, at least as against ourselves, provided we have a reasonably well-organised system of defence, must be relatively low. It must, in fact, be passed at a percentage figure well within what we have easily supported in the past. There is reason, therefore, to believe that so far from the assumption in question being true, the effective vulnerability of sea-borne trade is not in direct but in inverse proportion to its volume. In other words, the greater the volume, the more difficult it is to make an effective percentage impression.

Similarly, it will be observed that the strain of trade defence was proportioned not to the volume of that trade, but to the number and exposure of its terminals and focal points. Whatever the volume of the trade these remained the same in number, and the amount of force required for their defence varied only with the strength that could readily be brought to bear against them. It varied, that is, with the distribution of the enemy's bases and the amount of his naval force. Thus in the war of 1812 with the United States, the West Indian and North American areas were much more exposed than they had been when we were at war with France alone and when American ports were not open to her as bases. They became vulnerable not only to the United States fleet, but also in a much higher degree to that of France, and consequently the force we found necessary to devote to trade defence in the North Atlantic was out of all proportion to the naval strength of the new belligerent. Our protective force had to be increased enormously, while the volume of our trade remained precisely the same.

This relation of trade defence to terminal and focal areas is of great importance, for it is in the increase of such areas in the Far East that lies the only radical change in the problem. The East Indian seas were always of course to some extent treated as a defended area, but the problem was simplified by the partial survival in those regions of the old method of defence. Till about the end of the seventeenth century long-range trade was expected to defend itself, at least outside the home area, and the retention of their armament by East Indiamen was the last survival of the practice. Beyond the important focal area of St. Helena they relied mainly on their own power of resistance or to such escort as could be provided by the relief ships of the East Indian station. As a rule, their escort proper went no farther outward-bound than St. Helena, whence it returned with the homeward-bound vessels that gathered there from India, China, and the South Sea whaling grounds. The idea of the system was to provide escort for that part of the great route which was exposed to attack from French or Spanish colonial bases on the African coasts and in the adjacent islands.

For obvious reasons this system would have to be reconsidered in the future. The expansion of the great European Powers have changed the conditions for which it sufficed, and in a war with any one of them the system of defended terminal and focal areas would require a great extension eastward, absorbing an appreciable section of our force, and entailing a comparatively weak prolongation of our chain of concentrations. Here, then, we must mark a point where trade defence has increased in difficulty, and there is one other.

Although minor hostile bases within a defended area have lost most of their menace to trade, they have acquired as torpedo bases a power of disturbing the defence itself. So long as such bases exist with a potent flotilla within them, it is obvious that the actual provision for defence cannot be so simple a matter as it was formerly. Other and more complex arrangements may have to be made. Still, the principle of defended areas seems to remain unshaken, and if it is to work with its old effectiveness, the means and the disposition for securing those areas will have to be adapted to the new tactical possibilities. The old strategical conditions, so far as can be seen, are unaltered except in so far as the reactions of modern material make them tell in favour of defence rather than of attack.

If we desire to formulate the principles on which this conclusion rests we shall find them in the two broad rules, firstly, that the vulnerability of trade is in inverse ratio to its volume, and secondly, that facility of attack means facility of defence. The latter, which was always true, receives special emphasis from modern developments. Facility of attack means the power of exercising control. For exercise of control we require not only numbers, but also speed and endurance, qualities which can only be obtained in two ways: it must be at the cost of armour and armament, or at the cost of increased size. By increasing size we at once lose numbers. If by sacrificing armament and armour we seek to maintain numbers and so facilitate attack, we at the same time facilitate defence. Vessels of low fighting power indeed cannot hope to operate in fertile areas without support to overpower the defence. Every powerful unit detached for such support sets free a unit on the other side, and when this process is once begun, there is no halting-place. Supporting units to be effective must multiply into squadrons, and sooner or later the inferior Power seeking to substitute commerce destruction for the clash of squadrons will have squadronal warfare thrust upon him, provided again the superior Power adopts a reasonably sound system of defence. It was always so, and, so far as it is possible to penetrate the mists which veil the future, it would seem that with higher mobility and better means of communication the squadronal stage must be reached long before any adequate percentage impression can have been made by the sporadic action of commerce destroyers. Ineffectual as such warfare has always been in the past, until a general command has been established, its prospects in the future, judged by the old established principles, are less promising than ever.

Finally, in approaching the problem of trade protection, and especially for the actual determination of the force and distribution it requires, there is a dominant limitation to be kept in mind. By no conceivable means is it possible to give trade absolute protection. We cannot make an omelette without breaking eggs. We cannot make war without losing ships. To aim at a standard of naval strength or a strategical distribution which would make our trade absolutely invulnerable is to march to economic ruin. It is to cripple our power of sustaining war to a successful issue, and to seek a position of maritime despotism which, even if it were attainable, would set every man's hand against us. All these evils would be upon us, and our goal would still be in the far distance. In 1870 the second naval Power in the world was at war with an enemy that could not be considered a naval Power at all, and yet she lost ships by capture. Never in the days of our most complete domination upon the seas was our trade invulnerable, and it never can be. To seek invulnerability is to fall into the strategical vice of trying to be superior everywhere, to forfeit the attainment of the essential for fear of risking the unessential, to base our plans on an assumption that war may be waged without loss, that it is, in short, something that it never has been and never can be. Such peace-bred dreams must be rigorously abjured. Our standard must be the mean of economic strength--the line which on the one hand will permit us to nourish our financial resources for the evil day, and on the other, when that day comes, will deny to the enemy the possibility of choking our financial vigour by sufficiently checking the flow of our trade.

III. ATTACK, DEFENCE, AND SUPPORT OF MILITARY EXPEDITIONS

The attack and defence of oversea expeditions are governed in a large measure by the principles of attack and defence of trade. In both cases it is a question of control of communications, and in a general way it may be said, if we control them for the one purpose, we control them for the other. But with combined expeditions freedom of passage is not the only consideration. The duties of the fleet do not end with the protection of the troops during transit, as in the case of convoys, unless indeed, as with convoys, the destination is a friendly country. In the normal case of a hostile destination, where resistance is to be expected from the commencement of the operations, the fleet is charged with further duties of a most exacting kind. They may be described generally as duties of support, and it is the intrusion of these duties which distinguish the naval arrangements for combined operations most sharply from those for the protection of trade. Except for this consideration there need be no difference in the method of defence. In each case the strength required would be measured by the dangers of interference in transit. But as it is, that standard will not serve for combined expeditions; for however small those risks, the protective arrangements must be sufficiently extensive to include arrangements for support.

Before dealing with this, the most complex aspect of the question, it will be well to dismiss attack. From the strategical point of view its principles differ not at all from those already laid down for active resistance of invasion. Whether the expedition that threatens us be small or of invasion strength, the cardinal rule has always been that the transports and not the escort must be the primary objective of the fleet. The escort, according to the old practice, must be turned or contained, but never treated as a primary objective unless both turning and containing prove to be impracticable. It is needless to repeat the words of the old masters in which this principle lies embalmed. It is seldom that we find a rule of naval strategy laid down in precise technical terms, but this one is an exception. In the old squadronal instructions, "The transports of the enemy are to be your principal object," became something like a common form.

Nor did this rule apply only to cases where the transports were protected by a mere escort. It held good even in the exceptional cases where the military force was accompanied or guarded by the whole available battle strength of the enemy. We have seen how in 1744 Norris was prepared to follow the French transports if necessary with his whole force, and how in 1798 Nelson organised his fleet in such a way as to contain rather than destroy the enemy's battle-squadron, so that he might provide for an overwhelming attack upon the transports.

Exceptions to this as to all strategical rules may be conceived. Conditions might exist in which, if the enemy's battle-fleet accompanied his transports, it would be worth our while, for ulterior objects of our own, to risk the escape of the transports in order to seize the opportunity of destroying the fleet. But even in such a case the distinction would be little more than academical; for our best chance of securing a decisive tactical advantage against the enemy's fleet would usually be to compel it to conform to our movements by threatening an attack on the transports. It is well known that it is in the embarrassment arising from the presence of transports that lies the special weakness of a fleet in charge of them.

There is, however, one condition which radically differentiates comparatively small expeditions from great invasions and that is the power of evasion. Our experience has proved beyond dispute that the navy alone cannot guarantee defence against such expeditions. It cannot be sure of preventing their sailing or of attacking them in transit, and this is especially the case where an open sea gives them a free choice of route, as in the case of the French expeditions against Ireland. It is for this reason that, although an adequate navy has always proved sufficient to prevent an invasion, for defence against expeditions it must be supplemented by a home army. To perfect our defence, or, in other words, our power of attack, such an army must be adequate to ensure that all expeditions small enough to evade the fleet shall do no effective harm when they land. If in numbers, training, organisation, and distribution it is adequate for this purpose, an enemy cannot hope to affect the issue of the war except by raising his expeditions to invasion strength, and so finding himself involved in a problem that no one has ever yet solved for an uncommanded sea.

Still, even for expeditions below invasion strength the navy will only regard the army as a second line, and its strategy must provide in the event of evasion for co-operation with that line. By means of a just distribution of its coastal flotilla it will provide for getting contact with the expedition at the earliest moment after its destination is declared. It will press the principle of making the army its objective to the utmost limit by the most powerful and energetic cruiser pursuit, and with wireless and the increased ratio of cruiser speed, such pursuit is far more formidable than it ever was. No expedition nowadays, however successful its evasion, can be guaranteed against naval interruption in the process of landing. Still less can it be guaranteed against naval interference in its rear or flanks while it is securing its front against the home army. It may seek by using large transports to reduce their number and secure higher speed, but while that will raise its chance of evasion, it will prolong the critical period of landing. If it seek by using smaller transports to quicken disembarkation, that will decrease its chances of evasion by lowering its speed and widening the sea area it will occupy in transit. All the modern developments in fact which make for defence in case of invasion over an uncommanded sea also go to facilitate timely contact with an expedition seeking to operate by evasion. Nor must it be forgotten, since the problem is a combined one, that the corresponding developments ashore tell with little less force in favour of the defending army. Such appear to be the broad principles which govern an enemy's attempts to act with combined expeditions in our own waters, where by hypothesis we are in sufficient naval strength to deny him permanent local command. We may now turn to the larger and more complex question of the conduct of such expeditions where the naval conditions are reversed.

By the conduct, be it remembered, we mean not only their defence but also their support, and for this reason the starting-point of our inquiry is to be found, as above indicated, in the contrast of combined expeditions with convoys. A convoy consists of two elements--a fleet of merchantmen and an escort. But a combined expedition does not consist simply of an army and a squadron. It is an organism at once more complex and more homogeneous. Its constitution is fourfold. There is, firstly, the army; secondly, the transports and landing flotilla--that is, the flotilla of flat-boats and steamboats for towing them, all of which may be carried in the transports or accompany them; thirdly, the "Squadron in charge of transports," as it came to be called, which includes the escort proper and the supporting flotilla of lighter craft for inshore work; and lastly, the "Covering squadron."

Such at least is a combined expedition in logical analysis. But so essentially is it a single organism, that in practice these various elements can seldom be kept sharply distinct. They may be interwoven in the most intricate manner. Indeed to a greater or less extent each will always have to discharge some of the functions of the others. Thus the covering squadron may not only be indistinguishable from the escort and support, but it will often provide the greater part of the landing flotilla and even a portion of the landing force. Similarly, the escort may also serve as transport, and provide in part not only the supporting force, but also the landing flotilla. The fourfold constitution is therefore in a great measure theoretical. Still its use is not merely that it serves to define the varied functions which the fleet will have to discharge. As we proceed it will be seen to have a practical strategical value.

From a naval point of view it is the covering squadron which calls first for consideration, because of the emphasis with which its necessity marks not only the distinction between the conduct of combined expeditions and the conduct of commercial convoys, but also the fact that such expeditions are actually a combined force, and not merely an army escorted by a fleet.

In our system of commerce protection the covering squadron had no place. The battle-fleet, as we have seen, was employed in holding definite terminal areas, and had no organic connection with the convoys. The convoys had no further protection than their own escort and the reinforcements that met them as they approached the terminal areas. But where a convoy of transports forming part of a combined expedition was destined for an enemy's country and would have to overcome resistance by true combined operations, a covering battle-squadron was always provided. In the case of distant objectives it might be that the covering squadron was not attached till the whole expedition assembled in the theatre of operations; during transit to that theatre the transports might have commerce protection escort only. But once the operations began from the point of concentration, a covering squadron was always in touch.

It was only where the destination of the troops was a friendly country, and the line of passage was well protected by our permanent blockades, that a covering squadron could be dispensed with altogether. Thus our various expeditions for the assistance of Portugal were treated exactly like commercial convoys, but in such cases as Wolfe's expedition to Quebec or Amherst's to Louisburg, or indeed any of those which were continually launched against the West Indies, a battle-squadron was always provided as an integral part in the theatre of operations. Our arrangements in the Crimean War illustrate the point exactly. Our troops were sent out at first to land at Gallipoli in a friendly territory, and to act within that territory as an army of observation. It was not a true combined expedition, and the transports were given no covering squadron. Their passage was sufficiently covered by our Channel and Mediterranean fleets occupying the exits of the Baltic and the Black Sea. But so soon as the original war plan proved ineffective and combined offensive operations against Sebastopol were decided on, the Mediterranean fleet lost its independent character, and thenceforth its paramount function was to furnish a covering squadron in touch with the troops.

Seeing how important are the support duties of such a force, the term "Covering squadron" may seem ill-chosen to describe it. But it is adopted for two reasons. In the first place, it was the one employed officially in our service on the last mentioned occasion which was our last great combined expedition. In preparing the descent on the Crimea, Sir Edmund Lyons, who was acting as Chief of the Staff to Sir James Dundas, and had charge of the combined operations, organised the fleet into a "Covering squadron" and a "Squadron in charge of transports." In the second place, the designation serves to emphasise what is its main and primary function. For important as it is to keep in mind its support duties, they must not be permitted to overshadow the fact that its paramount function is to prevent interference with the actual combined operations--that is, the landing, support, and supply of the army. Thus in 1705, when Shovel and Peterborough were operating against Barcelona, Shovel was covering the amphibious siege from the French squadron in Toulon. Peterborough required the assistance of the marines ashore to execute a _coup de main_, and Shovel only consented to land them on the express understanding that the moment his cruisers passed the signal that the Toulon squadron was putting to sea, they would have to be recalled to the fleet no matter what the state of the land operations. And to this Peterborough agreed. The principle involved, it will be seen, is precisely that which Lyons's term "Covering squadron" embodies.

To quote anything that happened in the Crimean War as a precedent without such traditional support will scarcely appear convincing. In our British way we have fostered a legend that so far as organisation and staff work were concerned that war was nothing but a collection of deterrent examples. But in truth as a combined operation its opening movement both in conception and organisation was perhaps the most daring, brilliant, and successful thing of the kind we ever did. Designed as the expedition was to assist an ally in his own country, it was suddenly called upon without any previous preparation to undertake a combined operation of the most difficult kind against the territory of a well-warned enemy. It involved a landing late in the year on an open and stormy coast within striking distance of a naval fortress which contained an army of unknown strength, and a fleet not much inferior in battle power and undefeated. It was an operation comparable to the capture of Louisburg and the landing of the Japanese in the Liaotung Peninsula, but the conditions were far more difficult. Both those operations had been rehearsed a few years previously, and they had been long prepared on the fullest knowledge. In the Crimea everything was in the dark; even steam was an unproved element, and everything had to be improvised. The French had practically to demobilise their fleet to supply transport, and so hazardous did the enterprise appear, that they resisted its being undertaken with every military argument. We had in fact, besides all the other difficulties, to carry an unwilling ally upon our backs. Yet it was accomplished, and so far at least as the naval part was concerned, the methods which achieved success mark the culmination of all we had learnt in three centuries of rich experience.

The first of the lessons was that for operations in uncommanded or imperfectly commanded seas there was need of a covering squadron differentiated from the squadron in charge of transports. Its main function was to secure the necessary local command, whether for transit or for the actual operations. But as a rule transit was secured by our regular blockading squadrons, and generally the covering squadron only assembled in the theatre of operations. When therefore the theatre was within a defended terminal area, as in our descents upon the northern and Atlantic coasts of France, then the terminal defence squadron was usually also sufficient to protect the actual operations. It thus formed automatically the covering squadron, and either continued its blockade, or, as in the case of our attack on St. Malo in 1758, took up a position between the enemy's squadron and the expedition's line of operation. If, however, the theatre of operation was not within a terminal area, or lay within a distant one that was weakly held, the expedition was given its own covering squadron, in which the local squadron was more or less completely merged. Whatever, in fact, was necessary to secure the local control was done, though, as we have seen, and must presently consider more fully, this necessity was not always the standard by which the strength of the covering squadron was measured.

The strength of the covering squadron being determined, the next question is the position or "tract" which it should occupy. Like most other strategical problems, it is "an option of difficulties." In so far as the squadron is designed for support--that is, support from its men, boats, and guns--it will be desirable to station it as near as possible to the objective; but as a covering squadron, with the duty of preventing the intrusion of an enemy's force, it should be as far away as possible, so as to engage such a force at the earliest possible moment of its attempt to interfere. There is also the paramount necessity that its position must be such that favourable contact with the enemy is certain if he tries to interrupt. Usually such certainty is only to be found either in touch with the enemy's naval base or in touch with your own landing force. Where the objective is the local naval base of the enemy these two points, of course, tend to be identical strategically, and the position of the covering squadron becomes a tactical rather than a strategical question. But the vital principle of an independent existence holds good, and no matter how great the necessity of support, the covering squadron should never be so deeply engaged with the landing force as to be unable to disentangle itself for action as a purely naval unit in time to discharge its naval function. In other words, it must always be able to act in the same way as a free field army covering a siege.