CAPTAIN ALFRED F. B. CARPENTER, V.C., R.N.
The final closing of the Straits, however, was far from accomplished by the spring of 1918. At that time we had reason to believe that a large percentage of the total Allied losses in merchant ships was caused by the Flanders submarines, and that the percentage was on the increase.
Now patrol work of the type described above is essentially defensive in its nature. This statement is not intended to imply that the Dover Patrol force were always employed on defensive tactics; such was by no means the case. Our monitors frequently bombarded the coast defences and the harbour works at Ostende and Zeebrugge; our motor boats were continually patrolling close off the three coast harbours, watching for opportunities to torpedo any German vessels which ventured to sea; our mine-laying craft were employed, night after night, in laying mines to the detriment of the German submarines. But from time to time various suggestions had been made that we should adopt still more offensive measures against the enemy. It is a very simple matter to make suggestions, but by no means so simple to accompany them with a reasoned statement, based on logical deduction, which will convince the authorities of their value. Until a particular Plan has been put into execution it may, in the literal sense, be rightly designated a "paper scheme." It is both unreasonable and unfair to attach a derogatory sense to the term. It is equally unreasonable for authors of schemes which have not passed the paper stage to belittle operations when the latter, based on schemes which differed from their own, have actually taken place with successful results.
Paper Schemes
Whatever suggestions were made, it is clear that there could be only two radical methods of attaining our object. The most satisfactory, of course, would have been the recapture of the Flanders coast and of Bruges, with all the hornets in their nests, by means of military operations. Unfortunately that was impracticable; the Allied armies were not yet sufficiently strong. The only alternative to capture of the craft in their harbours was that of preventing them putting to sea—i.e., destroying or blocking their exits. Several schemes for blocking operations had been proposed. In tactical method they had varied from blowing up the harbour entrances, as suggested by the Halifax disaster, to "building in" the entrances under cover of poison gas. Whether such methods were considered too risky, too expensive, or too hopelessly fantastic is more than the author of this book knows.
An attack on Zeebrugge had been strongly advocated by an eminent flag officer in November, 1916, but no details were given by him as to the nature of the operation. In May, 1917, detailed proposals for an attack had been submitted to the Admiralty by another distinguished officer. This attack involved a landing on the Mole at Zeebrugge, the general idea of which was not dissimilar from that eventually followed. This particular scheme had not earned the approval of Their Lordships, nor was it considered suitable by the Vice-Admiral then in command at Dover.
Many months after the blocking of Zeebrugge had become an accomplished fact two earlier schemes came to light—these having emanated from the author of that submitted in May, 1917. In November, 1917, however, the only previous proposals which were available for consideration by the Planning Division of the Staff were those of November, 1916, and May, 1917, mentioned above.
In November, 1917, Admiral Sir John Jellicoe was First Sea Lord and Chief of the Naval Staff. He had requested the Director of Plans to consider, amongst many other things, the possibility of blocking the Belgian ports.