I used to think that too, before I did all the reading.
- You can do it with doctrine and training along with some planning.
- Adding extra budget to build extra SS probably lower tensions since the fleet will look more balance. i.e. less threating.
- Having more SS will be what the UK expects of a "second class navy" and will lower tensions.
- Diverting BB budget to CA, CL, DD or SS will greatly lower tensions.
- Overseas base lower tensions since that is what is doctrinally correct for a SecondClassPower.
You are using a 1930 mindset to describe the 1910 Royal Navy actions. The UK will do exactly diddly squat if Germany greatly expands it submarine force.
You mistaking some War College type work training officers with actual military preparations.
There were several trials between 1903 and 1908 when the Admiralty decided that kites as then known had little to offer and it is interesting that the problem of the disturbed air behind the funnels and superstructure was already apparent.
Charles Samson flew off the forecastle of the old battleship Africa in Sheerness harbor on 10th January 1912. His aeroplane (a Short 538) was equipped with pontoons attached to the wheels for emergency tough-down on the sea. As a result, Admiral E C T Troubridge, the Chief of Staff at the Admiralty, produced a paper on naval air requirements, both for coast defence and for operations with the fleet. For the former, further experiments involved flying-off from cruiser’s deck at sea and while underway at 10 ½ kts. For the latter, he called for four trials ships, preferably large Home Fleet cruisers. Each would carry two small single-engine floatplanes, launched from the ship, using Samson’s platforms. These may have been Eclipse class cruisers. There were two proposals for aviation ships in 1913, Admiral Mark Kerr suggesting a purpose built ‘true’ carrier while the First Sea Lord, Admiral of the Fleet Sir Arthur Wilson, had a less ambitious scheme. He wanted to convert an Eclipse class cruiser, removing the main mast and building a landing platform aft with a take-off platform forward. Special cranes would lift planes from one deck to the other. In the event, an even more limited scheme was adopted – this was the conversion of the cruiser Hermes.
This is all serving officers in the fleet leading to concrete ship acquisition planning not a training officer exercise.
Here is Hermes in 1913 - not a post 1920's fiction:
This was conceived and ordered before the war:
In December 1911 Lieutenant H A Williamson,
a submariner, forwarded a proposal to the Admiralty to convert existing warships,
or even to build a new carrier, to launch and retrieve aeroplanes for fleet anti-submarine duties. On 5th March (1915) Williamson, injured in a seaplane crash from Ark Royal, went home for treatment and was appointed to the Supply Section of the Air Department on 19th July. Williamson turned to the problem of fleet carrier aircraft when scouting and attacking Zeppelins and, as in 1911, concluded that the solution lay in superior performance of both aeroplanes and landing-on technique. He'd carved a crude wooden model of a ship with a starboard island. Seddon also showed Williamson’s model; to Sueter, now Superintendent of Aircraft Construction (SAC), who recognised the originality and importance of the ‘island’ on the starboard side. As Williamson required advice on placing the funnels on one side of the ship, Sueter arranged for him to see Chief Constructor J H Narbeth (DNC’s carrier designer) who saw ‘no difficulty’. The idea was considered on 25th August 1915 by the Admiralty Airship, Aeroplane and Seaplane Subcommittee. (Reports and Minutes of the Airship, Aeroplane and Seaplane Subcommittee, Adm 116/11140 PRO). His design consisted of a long deck with flying-off forward and alighting aft (aided by arrestor gear) with a streamlined ‘island’ (for navigation, funnel and mast) on the starboard side to give a clear air flow. His explanatory model was similar to Eagle in the 1920’s.