Published on 24 Mar 2017
This video gives you a short glimpse on how the war in Europe had a detrimental effect on the Japanese Economy.
Military History Visualized provides a series of short narrative and visual presentations like documentaries based on academic literature or sometimes primary sources. Videos are intended as introduction to military history, but also contain a lot of details for history buffs. Since the aim is to keep the episodes short and comprehensive some details are often cut.
March 30, 2017
March 19, 2017
Published on 18 Mar 2017
Chair of Wisdom Time! This week we talk about the propaganda story of the crucified soldier and the RMS Olympic.
February 10, 2017
Published on 13 Apr 2014
Full title reads: “Helensburgh. Goodbye To A Great Ship”.
LV Battleship HMS Duke of York in the breakers yard at Helensburgh. LV Looking down on the bows. GV Duke of York in the breakers yard. LV Looking at the massive guns on the foredeck. CU Broken life-belt from the Duke of York. LV Panning shot showing lifeboats lying amongst other rubble on the deck. CU One of the lifeboats.
Library shots. GV Duke of York putting to sea during her hey-day. SV White ensign flying from the mast. GV Panning shot as the Duke of York puts to sea, name can be seen on the stern. GV Duke of York at full steam sailing between two other ships. LV Head on shot as the Duke of York ploughs through the sea.
Shots in breakers yard. GV Elevated shot looking down over the foredeck gun turrets. SV Massive guns. GV Elevated shot of a man with an acetylene cutter cutting away at the base of a gun turret for scrap.
LV Interior shot of a Hungarian refugee working on the bridge during the breaking operations. GV Scrap metal lying in the breakers yard. SV Panning shot of same. SV Man with acetylene cutter cutting through thick girder. LV Section of the battleship being loaded onto railway trucks. GV Looking across the breakers yard to the Duke of York in the background.
February 3, 2017
Published on 2 Feb 2017
This week 100 years ago, Germany goes all in and resumes unrestricted submarine warfare, their goal is to starve Britain out of the war before Germany cannot continue the war. All doubts are brushed aside and all shipping around the British Isles will be sunk without warning. At the same time, the economic situation in Russia gets worse and worse and winter prevents any major action.
January 31, 2017
Published on 30 Jan 2017
During World War 1, German submarines were a major thread to shipping routes of the Entente everywhere. The Royal Navy and and her allies had to come up with defence mechanisms against the silent hunters. They deployed flying boats and airships to spot the enemy U-Boats, harassed them with depth charges and mines. But the most effective measure against them proved to be the convoy.
January 23, 2017
Published on 13 Oct 2015
Covering some of the same territory is my post on British battleship design from the end of the Napoleonic era to the 1880s.
January 8, 2017
Published on Aug 13, 2015
Henry VİII’s and England’s most important battleship, the Mary Rose, sunk off the English coast in the Solent in the 16th Century.
Secrets Of The Dead – What Sank The Mary Rose?
January 5, 2017
Ted Campbell briefly outlines the three tiers of military logistics then discusses the most controversial tier, the national industrial base, in more detail:
Behind it all, unseen, misunderstood, unloved and, in fact, often actively disliked is the national defence industrial base.
There are a great many people, including many in uniform, who object to the cost ~ fiscal and political ~ of having a defence industrial base. Many people suggest that a free and open market should be sufficient to equip all friendly, and the neutral and even some not so friendly military forces.
They forget, first of all, that the defence industries of e.g. America, Britain, France, Germany and Israel are ALL heavily supported by their government and, equally, heavily regulated. It is not clear that we will always be in full political accord with those upon whom we rely for military hardware? What if one country wanted, just for example, to gain an advantage in a trade negotiation? Do you think they might not “decide” that since the government (a minister of the crown) has threatened to use military force against First Nations who protest against pipelines that they will not sell us certain much needed military hardware or licence its use in Canada?
It is always troubling when we see the costs of military hardware increase at double or even triple the general rate of inflation for, say, cars or TV sets or food and heating fuel, but that is not the fault of the Canadian defence industries … it is, in fact, the “fault” of too little competition in the global defence industry market: too few Australian, Brazilian Canadian and Danish defence producers, too many aerospace and defence contractors merged into too few conglomerates that control too much of the market. A robust Canadian defence industrial base, supported by extensive government R&D programmes and by a steady stream of Canadian contracts would help Canada and our allies.
I am opposed to government supported featherbedding by Canadian unions and companies but we do need to pay some price for having a functioning defence industrial base … the costs of our new warships, for example, are, without a doubt, higher than they would be if we had bought equivalent ships from certain foreign yards, but we need to be willing to pay some price for having Canadians yards that are ready and able to build modern warships when needed; ditto for aircraft, armoured vehicles, radio and electronics, rifles and machine guns, cargo trucks and boots and bullets and beans, too. AND, we need a government that will, aggressively, support that defence industrial base with well funded R&D programmes and by “selling” Canadian made military equipment around the world.
It’s one thing to accept that you’ll need to pay a premium over market cost for built-in-Canada equipment that can’t also be sold to other customers. What is disturbing is discovering that the premium can be up to 100% of the cost for equivalent non-domestic items. For example, this was reported in a CBC article in 2014:
Britain, for example, opted to build its four new naval supply ships much more cheaply, at the Daewoo shipyard in South Korea. The contract is for roughly $1.1 billion Cdn. That’s for all four. By contrast, Canada plans to build just two ships, in Vancouver, for $1.3 billion each. So Canada’s ships will be roughly five times more costly than the British ones.
But there’s a twist. Canada’s supply ships will also carry less fuel and other supplies, because they’ll be smaller — about 20,000 tonnes. The U.K. ships are nearly twice as big — 37,000 tonnes. Canadians will lay out a lot more cash for a lot less ship.
Everything is more expensive to build domestically if you don’t already have a competitive market for that item. The federal government’s long-standing habit of drawing out the procurement process makes the situation worse, as the costs increase over time (but the budget generally does not), so we end up with fewer ships, planes, tanks or other military hardware items that arrive much later than originally planned.
December 4, 2016
Published on Nov 28, 2016
The second installment of the documentary following the build of Canada’s new Auxiliary Oiler Replenishment Ship. Episode 2 follows the journey of Davie, its workers and partners from May to November 2016 as they build the largest ship that will operate in the Royal Canadian Navy fleet.
October 20, 2016
At Samizdata, Brian Micklethwait has an interesting essay, including this discussion of the historical differences between naval and land powers (Athens and Sparta, Greece and Persia, Britain and France, etc.) and an insight into the odd growth pattern of the British empire after the introduction of steam power:
This contrast, between seafaring and land-based powers, has dominated political and military history, both ancient and modern. Conflicts like that between Athens and Sparta, and then between all of Greece and Persia, and the later conflicts between the British – before, during and since the time of the British Empire – and the succession of land-based continental powers whom we British have quarrelled with over the centuries, have shaped the entire world. Such differences in political mentality continue to matter a lot.
Throughout most of modern human history, despots could completely command the land, including all inland waterways. but they could not command the oceans nearly so completely. Wherever the resources found in the oceans or out there beyond them loomed large in the life and the economy of a country or empire, there was likely to be a certain sort of political atmosphere. In places where the land and its productivity counted for pretty much everything, and where all communications were land-based, a very different political atmosphere prevailed.
You see this contrast in the difficulties that Napoleon had when squaring up to the British, and to the British Royal Navy. Napoleon planned his land campaigns in minute detail, like a chess grandmaster, and he played most of his military chess games on a board that could be depended on to behave itself. But you couldn’t plan a sea-based campaign in this way, because the sea had a mind of its own. You couldn’t march ships across the sea the way you can march men across a parade ground, or a continent. At sea, the man on the spot had to be allowed to improvise, to have a mind of his own. He had to be able to exercise initiative, in accordance with overall strategic guidance, yes, but based on his own understanding of the particular circumstances he faced. There was no tyranny like that of the captain of a ship, when it was at sea. But sea-based powers had many ships, so navies (particularly merchant navies), by their nature dispersed power. In a true political tyranny, there can be only one tyrant.
More fundamentally, the sea provided freedom, because it provided an abundance of places to escape to, should the tyranny of a would-be tyrant become too irksome and life-threatening. Coastal communities had other sources of wealth and power besides those derived from inland, and could hide in their boats from tyrants. Drive a sea captain and his crew mad with hatred for you and for your tyrannical commands and demands, and he and his ship might just disappear over the horizon and never be seen again. Good luck trying to capture him. If you did seriously attempt this, you would need other equally strong-minded and improvisationally adept sea captains whom you had managed to keep on your side, willing to do your bidding even when they were far beyond the reach of your direct power. One way or another, your tyranny ebbed away.
Other kinds of tyranny, or the more puritanical sort, were also typically made a nonsense of by seagoing folk, whenever they enjoyed a spot of shore leave.
The development of mechanically powered ships, since Napoleon’s time, served to make the deployment of ships at sea a lot more like marching them about on a parade ground. First, the significance of the wind and its often unpredictable direction is pretty much negated. And mechanically powered ships are also, especially in the days of coal power, much more dependent upon land-based installations, the arrangement of which demanded Napoleonic logistical virtuosity. Much of late British imperial politics only makes sense if you factor in the compelling need for coaling stations to feed ships. Sailing ships don’t run out of fuel. Modern ships do.
October 18, 2016
Published on 17 Oct 2016
Check out http://audible.com/thegreatwar for a free trial and a free audiobook from the great selection that Audible has to offer.
This episodes contains images that are orphaned works for which the copyright holder is not known.
The Battle for Lake Tanganyika in German East Africa was one of the most bizarre battles of World War 1. It only really started once the Royal Navy had carried two boats through the jungle and the mountains from Capetown. Their names: Mimi and Toutou. Their commander: Geoffrey Spicer-Simson, probably the weirdest high ranking officer in the entire war.
August 30, 2016
Published on 29 Aug 2016
Submarine warfare is one of the lasting impacts of World War 1. Especially the unrestricted submarine warfare by the German navy was a big problem for the British supply routes. But the development and improvement of submarines was not a German story at first.
August 25, 2016
At Reason, Glenn Garvin looks at the role government subsidies had in the survival of the Cunard Line and the building of the RMS Queen Mary:
The most interesting thing about the Queen Mary, which for several decades was the largest passenger ship ever built, is not the 20-foot propellers so perfectly balanced that they could be spun with a flick of the wrist; or the 35,000 tons of metal that went into its construction; or the 10 million rivets that hold the whole thing together. It’s not even the still-mysterious question of how the ship became the springboard for the very first cheap-shot joke about Joan Collins. (Q. What’s the difference between Joan Collins and the Queen Mary? A. It takes a few tugs to get the Queen Mary out of her slip.)
No, the really special thing about the Queen Mary is that it was one of the epic government bailout boondoggles of the 20th century. In 1931, barely a year into the ship’s construction, the Cunard line went broke. The British dutifully forked over a loan of a staggering 9.5 million pounds — that’s $684 million in 2016 dollars — to keep the company afloat (dreadful pun not intended until I actually typed it). Which, as the documentary Mighty Ship at War: The Queen Mary notes, saved a whopping 2,000 jobs — at $342,000 a pop, I can only conclude that shipping lines employ a lot more neurosurgeons than I was aware — and, more importantly, England’s image: “Great Britain was at risk of losing its reputation as the world’s leading maritime nation.”
Its wide-eyed admiration of pork-slinging statecraft aside, Mighty Ship at War is a peppy and quite watchable little documentary about an oddball chapter in maritime history: the conversion of luxury liners into troop transports during World War II. When war broke out in Europe in 1939, unleashing German submarine wolfpacks on commercial shipping in the Atlantic, the cruise ships were drafted just like able-bodied men. They even got the maritime equivalent of a GI haircut, repainted a dull naval gray while their posh staterooms were ripped out to make way for towering stacks of bunks.
Even before its military makeover, Mighty Ship at War relates, the Queen Mary had found its business model remade by Europe’s gathering war clouds. Because the ship’s London-to-New York route included a stop in Cherbourg, France, it became the escape route of choice for many Jews fleeing Europe. Even families of modest means often traveled in plutocratic splendor, blowing their life savings on first-class tickets, because the Germans would confiscate any money or valuables the refugees tried to carry with them. “Give the money to the Brits, not the damn Nazis,” one refugee who made the crossing as a small child remembers his parents saying. By early 1939, every London departure of the Queen Mary was sold out.
August 9, 2016
Published on 8 Aug 2016
The big and decisive naval battle that the Royal Navy had hoped for did not happen during World War 1. But another naval strategy slowly but surely ground the German economy down.
May 29, 2016
Published on 28 May 2016
Chair of Wisdom Time! This week we talk about Dazzle Camouflage and Sabotage Operations.