History Of Wars
Published on 6 Sep 2016With their menacing dark silhouettes belching fire and smoke, the Ironclad warships of the mid 19th century burst onto the naval scene like hulking metal monsters. Combining iron plating, steam propulsion and the biggest and most powerful guns afloat, the Ironclads represented a radical advance over all previous warships.
November 12, 2017
The Great Ships Ironclads Documentary
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November 10, 2017
The future of the Royal Marines
A few months back, Sir Humphrey took a look at the British Royal Marines and suggested that they need to “re-marinize” to avoid just being light infantry that wear a different cap badge:
HMS Albion conducts amphibious operations with Landing Craft Utility (LCU) during Exercise Grey Heron off the coast of Portsmouth in 2007.
The Albion Class, Landing Platform Dock ships (LPD) primary function is to embark, transport, and deploy and recover (by air and sea) troops and their equipment, vehicles and miscellaneous cargo, forming part of an Amphibious Assault Force.
(Photo via Wikimedia)
The challenge for the Royal Marines [RM] right now is that they look particularly vulnerable targets, with a highly specialised core role that is increasingly unlikely to be used in anger. The RM and the RN [Royal Navy] have long had a slightly odd, and at times, uneasy relationship. It is often forgotten these days that the role of amphibious warfare isn’t something that really took off until WW2, and that the RM have only been leading on it for about 70 years. Until that point they were arguably merely light infantry embarked on ships and the odd landing party.
[…]
The key point where things began to change was arguably OP HERRICK. At this point the Corps transitioned from being an organisation which fought from the sea onto the land, to one that spent many years focusing on being a land based warfighting force. The depth of commitment to HERRICK meant that the Corps lost a lot of its links to the wider RN; speaking to friends who served in the RM, many remark that during the HERRICK years the RM did very little with the RN at sea. This would have been fine for a short operation, but for a multi-year commitment it meant that an entire generation of Officers and NCOs were growing up who excelled at conventional land warfare, but who had lost touch with their maritime roots.
At the same time, there was a growing sense in some parts of the RN that the RM was arguably a money pit that cost the RN a significant amount of time, money and platforms, but which delivered very little for the RN itself. Tellingly, during the worst years of the piracy issues in Somalia, the RN had to rely heavily on RNR ratings to form ships protection teams, not RM in part reportedly because the RM was so focused on Afghanistan. At a time when the RN was taking heavy cuts to ships and other platforms as part of budget reductions to help deliver success in Afghanistan, there was perhaps some resentment that the Corps delivered little, yet absorbed a huge amount of the Naval Service budget. What is the point of having an amphibious fleet, and maritime amphibious helicopter capability, if your amphibious troops are stuck in a cycle of deploying only to a landlocked country?
[…]
In the current security environment that the UK faces, it is hard to see a need for a major amphibious lift capability to conduct opposed operations. This may sound like heresy to say, but if you consider that any major beach landing would be fraught with risk, and require major military support and logistical access to a port and airhead quickly to succeed, it is hard to see the circumstances where the UK and US would want to conduct such an operation. The political circumstances are such, that it is difficult to see the UK willingly wishing to indulge in a full scale amphibious assault against a hostile nation with a brigade sized force anytime in the future.
There are plenty of situations where the ability to transport equipment and people is vital – for instance conducting a NEO [Noncombatant Evacuation Operation], or moving troops and supplies into a friendly country ahead of a wider land conflict. There are also circumstances where an ‘amphibious raid’ capability is equally important – the ability to quickly send a small number of troops ashore via helicopter or fast landing craft to conduct a specific mission, or diversionary raid is extremely useful.
[…]
For the RM, the chance to re-embark at sea and focus on maritime counter piracy and security could be an opportunity to rebrand and reinvent the organisation, giving it a new lease of life. There is a real and pressing need to marinize the RM again, getting them used to being at sea, not permanently working ashore. At the same time it would free up a lot of highly trained infantry soldiers who could train to deliver boarding teams, and maritime counter piracy duties. This is a deeply complex role that requires a lot of training and support to get right, and is only going to grow in importance over the next few years.
Investing in niche roles such as this, or protection of nuclear weapons, and coupling this with a smaller ability to land raiding parties not brigades has the benefit of making the Corps far more valuable to keep in the long term. Right now it is arguably a light infantry brigade which has some other secondary duties tagged on the side. This is fine, but there are plenty of light infantry brigades out there, and probably too many soldiers in the Army as it is. If the RM were to refocus onto being sea going soldiers again, and deliver a small range of capabilities very well, then this makes them far harder to scrap entirely.
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September 12, 2017
The River Thames: “London River” – 1941 Educational Documentary – WDTVLIVE42
Published on 31 Aug 2017
The River Thames, Key to London’s Importance as a Centre of Commerce and Government‘At Tilbury, near the mouth of the River Thames, liners from all over the world come into the landing stages, past long lines of barges and battalions of cranes. Higher up-river are the giant London docks, the busiest in the world, where the work of importing and exporting cargo us carried on unceasingly.
Westwards, up-river, are huge warehouses; cranes and smoking funnels line the banks. Approaching the City, ships pass beneath Tower Bridge, close to the imposing Tower of London. Nearby is the world of wharves and dockland offices, and directly linked to the river are London’s famous markets – Billingsgate for fish, Smithfield for meat and Covent Garden for fruit, vegetables and flowers. Here, too, is the world of finance – “the richest square mile in the world” – with the Stock Exchange, the Bank of England, and important banking and business houses known throughout the world. Further up-river is County Hall, magnificent headquarters of the London County Council; and on the left bank is the historic City of Westminster, home of the Empire’s government; lining Whitehall are big Government departments and, nearby, Westminster Abbey; and on the water’s edge, the Houses of Parliament with their elaborate and beautiful architecture. Beyond Westminster the character of the river is changed yet again, and giant Power Stations give way to residential houses, roads to gardens. Beyond Richmond, with its willow-lined banks, are the Tudor chimneys and turrets of Hampton Court; higher still is Windsor and its Castle, the home of the King.
As evening falls there is peace on the river at Windsor, but at the mouth of the Thames activity goes on into the night. There is no sleep for the greatest port in the world.’
(Films of Britain – British Council Film Department Catalogue – 1940)
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August 17, 2017
The Most Important Invention You Never Thought About
Published on 26 Jul 2017
One entrepreneur’s invention cut world poverty and revolutionized manufacturing. Learn more with Steve Davies: https://www.youtube.com/watch?v=7QLoeehMw0w&list=PL-erRSWG3IoBe1BsaqgTwYx0nS4nl2m_N&index=2
LEARN MORE:
How to Sabotage Progress (video): During the earliest part of the Industrial Revolution, workers worried about losing their jobs to machinery would throw their shoes into the machines in order to sabotage production. We’re seeing recurrence of sabotage again today, but there’s no more successful saboteur than regulation. Duke University Professor Michael C. Munger explains. https://www.youtube.com/watch?v=K0nSiwnbv4oThe Box: How the Shipping Container Made the World Smaller and the World Economy Bigger (book): Economist Marc Levinson delves into the history of the shipping container and how the invention changed the world. https://www.amazon.ca/Box-Shipping-Container-Smaller-Economy/dp/0691170819/ref=as_li_ss_tl?ie=UTF8&qid=1502034038&sr=8-1&keywords=The+Box:+How+the+Shipping+Container&linkCode=ll1&tag=quotulatiousn-20&linkId=ca8f280248e61c2c42aaae2b3c5f1395
An Awesome Map of World Trade and Shipping (article): Daniel Bier uses UCL Energy Institute’s timelapse of global shipping to illustrate spontaneous order. https://fee.org/articles/an-awesome-map-of-world-trade-and-shipping/
TRANSCRIPT:
For a full transcript please visit: http://www.learnliberty.org/videos/the-most-importa%E2%80%A6er-thought-about/
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July 21, 2017
HMS Frigatey McFrigateface gets a new name
At The Register, Gareth Corfield reports that the first Type 26 frigate has been given the name HMS Glasgow:
Type 26 Global Combat Ship – DSEi 2013 2
BAE Systems has unveiled the latest imagery of the Type 26 Global Combat Ship, which shows the maturity of the design and provides an insight into how it will look.
(BAE Systems, via Flickr)
The first of the Royal Navy’s new Type 26 frigates has been named HMS Glasgow, recycling the name for the fourth time in the last 100 years.
“The name Glasgow brings with it a string of battle honours. As one of the world’s most capable anti-submarine frigates, the Type 26 will carry the Royal Navy’s tradition of victory far into the future,” said the First Sea Lord, Admiral Lord Philip Jones, naming the as-yet-unbuilt warship this morning.
All future Type 26s will be named after cities, making them the City class – a step up from when the names were previously used as part of the Town class of yore. Numerous wags on Twitter suggested that the ship would be named HMS Frigatey McFrigateface, in a nod to the Natural Environment Research Council’s epic public naming contest blunder.
“This is great news for the workers on the Clyde: first-in-class builds are always special, but I know from visiting BAE Systems earlier this year that they are raring to go on a world-class project that will showcase their skills and the ‘Clyde built’ brand for a new generation,” Martin Docherty-Hughes, the Scottish Nationalist Party MP for West Dumbartonshire, told The Register.
The Type 26s are the future of British sea power, being intended to replace the venerable old Type 23 frigates that make up the backbone of the Navy’s warfighting fleet. In British service, frigates are broadly equipped to fight other surface warships and as anti-submarine vessels, a particular British speciality.
[…]
Naming warships is an inherently political process. The Royal Navy has, particularly in the latter part of the 20th century, tried to pick names that guarantee it support from the important parts of society – see the Hunt-class mine countermeasure vessels, named after the packs of well-off Hooray Henrys who spend their free time galloping around Blighty’s fields in search of foxes. More recently, a Cold War-era frigate was named HMS London, which worked well until she was flogged off to Romania in 2002, complete with a few crates of unwanted L85A1 rifles. Type 23 frigate HMS Westminster continues flying the flag for the RN near the corridors of power, courtesy of a feature wall in Westminster Tube station.
The name Glasgow was officially bestowed to recognise the shipbuilding heritage of the Clyde area. In reality, it’s more of a sop to try and damp down the fires of Scottish nationalism; apparently, patriotic names are all that now stands between the United Kingdom and its breakup.
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July 2, 2017
The US Navy’s WW2 floating drydocks
I’d never heard of these massive mobile drydock facilities before:
USS Iowa (BB-61) in a floating drydock at Manus Island, Admirality Islands, 28 December 1944. (via Wikimedia)
The United States Navy, during World War 2, decided to create a temporary forward base utilizing service stations; these stations meant the United States Navy could operate throughout the huge Pacific Ocean for more sustained amounts of time.
Creating these pretty much meant they could have a major naval base within a short distance of any operation carried out in the area. The base was able to repair; resupply and refit, meaning fewer ships had to make the journey to a facility at a major port, which allowed them to remain in the Pacific for up to a year and beyond.
These stations were officially named Advance Base Sectional Docks (ABSDs) and were put together section by section. Each part was welded to the next once in their correct position.
There were two different sizes of floating docks created, the largest ones were created using ten sections and could lift 10,000 tons each – being 80 feet wide and 256 feet long. Once these sections were welded together, it became a fully assembled dock that was a whopping 133 feet wide, 827 feet long and could lift up to 90,000 tons.
This was more than enough lifting power for any ship within the Fleet.
The post also included this film, showing the USS Idaho being moved into an ABSD at Esperitu Santo in August, 1944:
Published on 7 May 2015
On August 15, 1944 the mighty battleship Idaho arrived at Espiritu Santo in the Pacific and slipped into a floating dry dock so that emergency repairs could be made to the ship’s blisters. This special film — likely made by the crew of the battleship’s observation aircraft — documents the activities as the ship is maneuvered into position. The dry dock shown is likely one of the Large Auxiliary Floating Dry Docks (AFDB), probably AFDB/ABSD-1. This was constructed in sections during 1942 and 1943 at Everett Shipbuilding Co., Everett, WA., by the Chicago Bridge & Iron Co., Eureka, CA., the Pollack-Stockton Shipbuilding Co., Stockton, CA., and Chicago Bridge & Iron Co., Morgan City, LA. During World War II ABSD-1 was assigned to the Asiatic-Pacific Theater and towed to Espiritu Santo in the New Hebrides and assembled for service. Later it was disassembled and towed to Manicani Bay, P.I. and reassembled for service by September 1945.
USS Idaho had been damaged during long days of combat that began with the bombardment of Saipan in June. With the landing assault underway on 15 June, the battleship moved to Guam for bombardment assignments. As the American fleet destroyed Japanese carrier air power in the Battle of the Philippine Sea from 19–21 June, Idaho protected the precious transport area and reserve convoys. After returning to Eniwetok from 28 June to 9 July, the ship began preinvasion bombardment of Guam on 12 July, and continued the devastating shelling until the main assault eight days later. As ground troops battled for the island, Idaho stood offshore providing vital support until anchoring at Eniwetok on 2 August.
After repair, Idaho‘s mighty guns were needed for the next giant amphibious assault on the way to Japan. She sailed from San Diego on 20 January 1945 to join a battleship group at Pearl Harbor. After rehearsals, she steamed from the Marianas on 14 February for the invasion of Iwo Jima. As Marines stormed ashore on 19 February, Idaho was again blasting enemy positions with her big guns, and fired star shells at night to illuminate the battlefield. She remained off Iwo Jima until 7 March, when she underway for Ulithi and the last of the great Pacific assaults – Okinawa.
At the end of the conflict Idaho made her triumphal entry into Tokyo Bay with occupation troops on 27 August, and was anchored there during the signing of the surrender on board the Missouri on 2 September. Four days later she began the long voyage to the East Coast of the United States, steaming via the Panama Canal to arrive at Norfolk on 16 October. She decommissioned on 3 July 1946 and was placed in reserve until sold for scrap on 24 November 1947 to Lipsett, Incorporated, of New York City.
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June 18, 2017
Ottoman Soldiers in Europe – Naval Tactics – Officer PoWs I OUT OF THE TRENCHES
Published on 17 Jun 2017
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Another exciting episode of Out Of The Trenches featuring naval tactics, the treatment of officers as prisoners of war and two questions related to the Ottoman Empire.
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June 17, 2017
Puerto Rico votes for statehood
Andrew Heaton discusses the recent vote by Puerto Ricans to apply for full statehood within the United States and why that might be a good thing for all concerned:
Puerto Rico voted to become a U.S. state this week. Needless to say, we should all be deeply concerned about the island’s engorged debt, destructive fits of socialism, and terrifying chupacabras.
But Puerto Rican statehood also represents a unique opportunity to reform American federalism. Accepting a new state with markedly different problems and programs means acknowledging that states aren’t interchangeable. We should welcome Puerto Rico and, while we’re redefining what constitutes our union, re-examine the power dynamic between Washington and the states.
Puerto Rico is a test case in one-size-fits-all solutions and federal intervention ruining an economy. The island has significantly lower income and productivity than the continental United States, but it is still subjected to a national minimum wage crafted for the mainland. That disparity squeezes entry-level jobs out of the market and ratchets up unemployment rates. The slumping job market is worsened by the fact that federal programs like food stamps, Social Security benefits, education grants, and disability payments aren’t pegged to local cost of living. In a region poorer than America’s poorest state, it’s not surprising that people would opt for generous federal handouts over scrambling for jobs the minimum wage hasn’t yet outlawed. Puerto Rico would benefit from an opt-out clause on the mininum wage — an option that should be available to all states.
Because Puerto Rico is an unincorporated territory and not a state, it’s more vulnerable to federal intervention. The Jones-Shafroth Act exempted Puerto Rican bonds from local, state, and federal taxes. The feds might as well have sprinkled cocaine and cronuts over the bonds. Investors bought dumpsters full of Puerto Rico’s sovereign debt, leading the island to further lurch into exorbitant deficit spending.
Federal trade laws also hobble Puerto Rican prosperity. The Jones Act prohibits foreign ships from moving goods between American ports. That means a foreign flagged vessel can’t stop at Puerto Rico on its way to or from the mainland, but must instead offload and reload goods at another American port so a more expensive U.S. ship can transport them. Peter Schiff explains: “Even though median incomes in Puerto Rico are just over half that of the poorest U.S. state, thanks to the Jones Act, the cost of living is actually higher than the average state.” The Jones Act would be a great issue to bring up when Congress deliberates on Puerto Rican accession. Abolishing it would benefit everyone, most of all Puerto Rico.
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June 14, 2017
Canada’s Next Auxiliary Oiler Replenishment Ship – Episode 3
Published on Jun 9, 2017
The third episode in a series about the construction and operation of the Royal Canadian Navy’s next naval support ship.
May 20, 2017
Top 10 ugliest Warships (Pre 1930’s)
Published on 31 Jul 2015
WARNING! Ugly lives here! My Top 10 ugliest warships (Pre 1930’s) This video showcases some of the ugliest warships ever made. From a sunken barn with a gun mounted on top, to a Russian UFO…these ships look better sunk then floating.
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May 15, 2017
Geography and Economic Growth
Published on 9 Feb 2016
If you look at the African continent, perhaps the first word to come to mind is “enormous.” And that’s true. You could fit most of the United States, China, India, and a lot of Europe, into Africa. But if you compare Africa to Europe, Europe has two to three times the length of coastline that Africa has.
But what does coastline length have to do with anything?
Well, coasts mean access to water.
As benign as water might seem, it’s a major driver of economic growth. Adam Smith, the father of modern economics, argued that access to water reduced the cost of trade, and gave merchants access to larger markets. These larger markets incentivized specialization and innovation.
These twin processes ultimately spurred trade activity, and consequently, economic growth.
As an end result, civilization tended to grow wherever trade was easiest.
If you want proof of this, think of a few major cities.
Look at Istanbul, New York, Venice, Hong Kong, London, and similar areas. What do they all have in common? They all sit near a major coast or a major river. In contrast, look at some of the poorest areas in the world—places like Kampala, or Pointe-Noire. These places are all landlocked. Since goods are easier to transport over water than over land, trade in landlocked areas is more expensive.
And what happens when trade is more expensive?
It becomes harder to spark economic growth.
What this all means is economic growth is not only affected by a country’s rules and institutions, but by a country’s natural blessings, or natural hindrances, too. The effects of geography on growth cannot be discounted.
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March 30, 2017
How Germany’s Victories weakened the Japanese in World War 2
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.
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March 19, 2017
Crucified Soldier – RMS Olympic – Somme Cavalry I OUT OF THE TRENCHES
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.
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February 10, 2017
Goodbye To A Great Ship (1958)
Published on 13 Apr 2014
Full title reads: “Helensburgh. Goodbye To A Great Ship”.
Helensburgh, Scotland.
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.
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February 3, 2017
Germany Resumes Unrestricted Submarine Warfare I THE GREAT WAR Week 132
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.
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