Crippled but unconquered: this is the story of HMS Belleisle, the only British ship to be completely dismasted at Trafalgar. 👇🧵 (1/8) HMS Belleisle was originally a French third-rate ship of the line (74 guns) of the Téméraire class. The Téméraire-class ships comprised 120 74-gun vessels ordered between 1782 and 1813 for the French Navy and its allied or occupied territories. Although a few were later cancelled, the class remains the most numerous series of capital ships ever built to a single design. The lines of the ship were originally drawn by Jacques-Noël Sané in 1782.

On this day in 1741, HMS Wager was wrecked off the coast of Chile. The crew’s tales of survival and betrayal would later become the stuff of legend.
Read more 👇🧵 (1/8) HMS Wager was built around 1734 as an East Indiaman for the East India Company. She was armed with 30 guns and designed to carry large amounts of cargo. She was crewed by 98 men.

Between 1896 and 1899, Lord Kitchener’s Anglo-Egyptian army reconquered Sudan from the Mahdist forces. To support the campaign along the Nile, a small flotilla of gunboats was established.
Find out more 👇🧵 (1/11) The Mahdist State was established by the Islamist and nationalist Mahdist movement, led by the charismatic Muhammad al-Mahdi. It overthrew the Egyptian Khedivate in 1884-85—an Ottoman tributary state that had ruled Sudan since 1821 and was, at the time, under strong British influence.

The Royal Navy’s Longest Battle in History: The Four Days’ Battle, 11-14 June 1666:
(1/14) The year was 1666, and the Second Anglo-Dutch War was in its second year. Between 11 and 14 June (1-4 June O.S.), the southern North Sea became the stage for an epic encounter between two of the greatest naval powers of the time: England and the Dutch Republic. Over four days, a fleet of 60 ships under George Monck clashed with 86 vessels commanded by Michiel de Ruyter, the scourge of Stuart England. Around 7,000 men were killed, wounded, or captured in the aftermath. Over a dozen warships were lost, multiple admirals perished, and one was even taken prisoner. This is the story of the longest battle ever fought by the Royal Navy. (2/14) By the time England declared war on the Dutch in March 1665, conflict had already been looming on the horizon for quite some time. The capture of New Amsterdam—renamed New York afterwards—and commercial rivalry had steered England and the Dutch Republic on a collision course. The conflict at sea started out favourably for the English, as they inflicted a defeat on the Dutch fleet off Lowestoft in June 1665. London, for now, controlled the North Sea, but the swift and decisive action by Vice Admiral Cornelis Tromp prevented their defeat from spiralling out of control and halted the English momentum.

The Tragic Loss of the Amphion, 22 September 1796:

(1/11) Heroic, brilliant, and even fortunate though Captain Sir Edward Pellew was, such attributes could not be said to have attended his younger brother, Israel. Having been posted captain after serving as a volunteer at his brother’s capture of the French frigate Cléopâtre in the early months of the French Revolutionary War in 1793, Israel’s lot had been to hang on to the coat tails of Sir Edward’s fame. By April 1795 this strategy had secured him the command of the crack fifteen-year-old frigate Amphion (32), and following tedious employment off Newfoundland and in the North Sea, he had received the much-coveted orders in September 1796 to join his brother’s elite squadron which was scooping up prize after prize on the French coast. (2/11) On Monday 19 September the Amphion arrived in Plymouth Sound from the North Sea for repairs to her foremast and bowsprit, and to re-victual prior to joining Sir Edward’s squadron. Next morning at 7 a.m. she went up into the Hamoaze, where on the Wednesday she was lashed to a sheer hulk, the Princesa, and a receiving ship, the Yarmouth.

Crime and Punishment: Maintaining Discipline in the Navy

(1/18) “In this country it is considered useful now and again to shoot an admiral, to encourage the others”
- Voltaire -

The French philosopher Voltaire famously wrote these words when news of Admiral Byng’s execution in 1757 arrived from across the Channel. The event highlighted Britain’s relentless expectations of its naval personnel. Not even a man of aristocratic stock like Byng was spared the ultimate punishment when he failed to fulfill his duty. By the time of Byng’s demise, an ethos of invincibility on the seas had become ingrained in the British spirit. When Vice Admiral Nelson raised the signal “England expects that every man will do his duty” at Trafalgar, he meant that he expected nothing less than absolute victory. Unwavering discipline was considered a central pillar upon which this naval success rested. The downside of such a mentality was that severe punishment awaited those who failed to perform their duty. This article aims to briefly address the topic of discipline and punishment in the Royal Navy during the 18th century. (2/18) The 18th century was a harsh society. According to English law, over 200 offenses were punishable by death. Harsh punishment was regarded as the most effective deterrent to crime, often favored over policing. Humanist views—such as those expressed in Thomas More’s Utopia, which emphasized addressing the root causes of societal problems—remained marginal. By 18th-century standards, punishments in the Royal Navy were not as severe as they might seem to us today, but were consistent with the prevailing mentality of the time.

How the Royal Navy helped defeat the Boxer Rebellion (1899-1901):

(1/11) The Boxer Rebellion was a Chinese nationalist movement that aimed to remove all christian and foreign influence from China. This prompted the formation of the Eight-Nation Alliance, with the British Empire as one of its members. The alliance sought to suppress the rebellion and restore the Western-dictated order in China. Britain sent its most lethal weapon to the war zone: the Royal Navy. (2/11) The armored cruiser HMS Terrible was one of the ships Britain deployed to China. However, Captain Percy Scott persuaded the Admiralty to allow him to first pass through South Africa, where war against the Boer republics seemed imminent. Indeed, war broke out in the same year as the start of the Boxer Rebellion.

Lord Nelson in Quotes: 🧵
Who was Lord Horatio Nelson? What did he stand for? What did he believe in? Answering these questions in full would require lengthy biographies—and rightly so. One effective way to provide a legitimate short answer is to highlight a selection of quotes attributed to the man himself. So here they are … 1) “You must consider every man your enemy who speaks ill of your king: and…you must hate a Frenchman as you hate the devil.” Robert Southey Life of Nelson (1813) ch. 3

Despite his infamous affair with Lady Hamilton, Lord Nelson was a devout Christian. He was also a proud Englishman who firmly believed in Britain’s rightful place as a global superpower. He saw it as every Briton’s duty to sacrifice their life for their country if necessary. Additionally, he upheld the traditional social order, with the king’s unalienable authority at its pinnacle.

The Birth of a Legend: The Construction of HMS Victory

The year is 1758, and the Seven Years' War has been raging around the world for nearly two years with no clear victor in sight. The Royal Navy was working tirelessly to deliver a decisive victory for king and country. On 14 July, Prime Minister William Pitt the Elder ordered the construction of 12 additional ships of the line to bolster the fleet, including one first-rater. A few days later, at Chatham Dockyard, construction began on a leviathan destined to change the course of history. When the keel of the Victory was laid down, no one could have predicted the name she would eventually bear—a name once marred by tragedy. The previous Victory, launched in 1737, was also a first-rate ship of the line. Unlike her successor, however, this Victory had a brief and ill-fated career. On the night of October 4–5, 1744, the massive battleship foundered during a violent storm in the English Channel.

The Silent Lifeline: Unveiling the Indispensable Role of the British Merchant Marine in World War I:
(1/11) The narrative of the Great War at sea often conjures images of dreadnoughts clashing in the North Sea, the relentless menace of U-boats, and the heroic, albeit ultimately tragic, saga of Jutland. While the Royal Navy's combatant fleet undeniably played a pivotal role in maintaining Britain's maritime supremacy, a less heralded yet equally vital component of its wartime structure was the Naval Transport Service. (2/11) This often-overlooked arm, largely comprised of commandeered merchant vessels, formed the silent lifeline that sustained the Allied war effort, transporting millions of troops, wounded personnel, and essential supplies across vast distances. To truly comprehend the scale and impact of the Royal Navy’s contribution, we must delve into the crucial and multifaceted role of its merchant fleet force during World War I.

One of Britain’s Worst Maritime Disasters Ever: The Scilly Disaster of 1707:
(1/13) "Of the Association not a Man was sav’d ... The Captain and 24 Men of the Firebrand Fire-Shop were saved, as were also all the Crew of the Phoenix. 'Tis said the Rumney and Eagle, with their Crews, were lost with the Association"
 – the Daily Courant reporting the disaster on 1 November - (2/13) After the failed Siege of Toulon, which lasted from July to August 1707, Sir Cloudesley Shovell headed back home with his men-of-war. The British admiral was due to make a port call at Portsmouth after leaving Gibraltar with 21 ships on 29 September. On his way to England, storm clouds gathered over the Bay of Biscay, spelling trouble. Typical Atlantic autumnal gales and squalls rocked Shovell’s vessels. The bad weather sometimes made it even impossible for Shovell to determine his latitude. With no friendly port to take refuge in, Shovell pressed on past the hostile French shores.

The Destruction of the French Mediterranean Fleet: The Siege of Toulon (29 July – 21 August 1707)
(1/17) After the victory at Barcelona, all remained quiet on the naval front in the Mediterranean. Despite the pressing need for a naval base, no further action was taken until 1707. By the summer of that year, momentum resumed for the Royal Navy as the Allies plotted their next major strike against France: Toulon. (2/17) Situated along the southeastern coast of France, Toulon boasted an excellent, naturally protected harbor and had long served as the base for the French Mediterranean Fleet—a role it continues to fulfill today. Capturing this strategic port would not only resolve the Allies' need for a naval base but could also bring the naval war in the Mediterranean to a decisive end. If executed correctly, an operation against Toulon could, in fact, result in the destruction of the French Mediterranean Fleet stationed there. Moreover, its capture would cripple Louis XIV’s ability to rearm his fleet, as Toulon housed crucial shipbuilding infrastructure and vital naval stores.

Admiral of the Fleet Sir John Leake (1656-1720) 🧵
(1/9) After the fierce Battle of Málaga on 24 August 1704, Admiral Rooke sailed home with much of his fleet, desperately in need of repairs. Consequently, Sir John Leake assumed command of the Anglo-Dutch naval forces off the Iberian Peninsula. He would go on to make a name for himself, playing a crucial role in the Grand Alliance's subsequent naval operations during the war. (2/9) John Leake was born in 1656 at Rotherhithe, South London, into a family with ties to the navy. His father, Richard, served as a master gunner. Envisioning a future for his son in His Majesty’s navy, Richard instructed John in mathematics and the art of gunnery.

The Biggest Naval Battle of the War of the Spanish Succession: The Battle of Málaga (1704) 🧵
(1/10) The conquest of "the Rock" by Admiral Sir George Rooke and Gerard Callenburgh’s fleet, and Prince George’s marines deeply worried and humiliated King Philip V of Spain and his grandfather, Louis XIV. The Sun King, however, had the means to mount an appropriate response. Shortly after the Siege of Gibraltar, the naval squadrons of Brest and Toulon successfully united to form a single formidable battle fleet, reinforced by the remnants of the Spanish navy. The combined French and Spanish warships set sail toward the Anglo-Dutch squadron with all haste, aiming to challenge its dominance of the Strait of Gibraltar and support a future Spanish counterattack against "the Rock." (2/10) The combined fleet was commanded by the Sun King’s naturalized bastard son, the Comte de Toulouse, with the guidance of his mentor, Victor-Marie d'Estrées. As the illegitimate son of the French monarch, the Comte de Toulouse likely endured considerable scorn from the traditional aristocracy — a burden that may have fueled his desire to prove himself. Now, he had his chance.

The Siege of Gibraltar, August 1704: How "The Rock" Became English 🧵
(1/15) After the Battle of Vigo Bay, Portuguese King Pedro II defected to the Allied cause. He and the Portuguese government realized that their overseas trade would be much safer if they aligned with the side that controlled the ocean. Despite the French fleet at Brest still looming large in the background, the English and Dutch navies had become the dominant force in the Atlantic after the destruction of Châteaurenault’s squadron. Pedro agreed to open his ports to the English and Dutch in exchange for naval and military support against a likely Franco-Spanish invasion of his kingdom. (2/15) His betrayal of Louis XIV marked a significant strategic shift for the Allies, who aspired to enter the Mediterranean in force. Through a strengthened naval presence, they hoped to encourage other Mediterranean powers to join their ranks. Additionally, the English and Dutch sought to secure their valuable Levant trade with the Ottoman Empire, which required navigating hundreds of miles along enemy coastlines before reaching home ports safely. With Lisbon now open to Allied warships, the fleets of England and the Netherlands gained better access to the waters beyond the Strait of Gibraltar.

HM Sloop-of-War Diamond Rock was a thorn in Napoleon's side, effectively placing the lucrative French-held Martinique under blockade for 18 months with minimal resources. However, Diamond Rock was no ordinary warship...🧵
(1/9) In 1804, with Britain at war with France, most of the Royal Navy was blockading French ports to protect against Napoleon's invasion plans. In the Caribbean, Commodore Sir Samuel Hood led a small British force tasked with defending British interests in the region. (2/9) To maximize his limited resources, Hood occupied Diamond Rock, a small uninhabited island near Martinique. This rugged 200m high rock, while barren and populated only by seabirds and snakes, held a valuable strategic position along French shipping routes. It was situated along the southern approach to Fort-de-France, the capital of Martinique—one of France's most valuable islands in the West Indies.

Capturing the Spanish Treasure Fleet: The Battle of Vigo Bay (1702) 🧵
(1/16) As Rooke’s vessels slipped past the Portuguese coastline in early October 1702, disappointment and low morale must have gripped the commanders and their men. The failed expedition to Cadiz, which lasted from August to September, had brought nothing but shame and squandered time. (2/16) However, an opportunity for redemption arose when the English admiral caught wind of the arrival of the Spanish treasure fleet. The Spanish galleons, laden with silver, were escorted by a formidable force of 18 French and Spanish ships of the line, commanded by the Marquis de Châteaurenault. Spurred on by his eager Dutch colleague, Philips van Almonde, Rooke ordered his Anglo-Dutch force to intercept the enemy. At last, England had a chance to open its account of naval victories during the War of the Spanish Succession with a resounding triumph. This is the story of the Battle of Vigo Bay.

Operation Musketeer: Retaking the Suez Canal, 1956 🧵
(1/15) In July 1956, the anti-imperialist Egyptian leader Gamal Abdel Nasser ordered the nationalization of the Suez Canal Company, a joint British-French enterprise that had controlled this vital link between East and West since its construction in 1869. Britain had extensively used the canal to build and maintain its vast empire. The Egyptian president, however, sought to completely expel British and French influence from the region. The two European powers, fearing that this move might encourage other anti-imperialist movements in the Middle East, decided to intervene militarily. A vast Anglo-French task force was assembled to counter Nasser. (2/15) When Prime Minister Anthony Eden’s government decided to act, several challenges arose. Since the Korean War, the Royal Navy had scaled down its power. The navy’s amphibious capabilities, the state of the Royal Fleet Auxiliary, and the equipment of the Fleet Air Arm had all been largely neglected. To mount a proper response, Britain had to reacquire sold equipment and press ships destined for the scrapyard back into active service. British reserves were also mobilized to ensure enough troops were available for the task ahead.

The Carpenter Aboard a Ship of the Line 🧵

(1/15) The ships of the line were true technological marvels of their time. These wooden leviathans, which roamed the seas in protection of the British Empire and trade, were exceedingly complex. Many things could go wrong—not only in battle but also during storms. To keep the vessel shipshape and Bristol fashion, a special officer was appointed by warrant: the carpenter. His job was of the utmost importance, as clearly reflected by the high standards imposed on those eligible for the position. His title, "the wooden artist," sometimes bestowed upon him, demonstrates the reverence the ship’s crew had for him. He was not a mere handyman; he was considered an artist... and rightly so. This is the story of the carpenter. (2/15) No one could aspire to become a carpenter unless he had first served as an apprentice to a shipwright ashore and then worked as a shipwright or carpenter himself before entering or being impressed into the navy. Many British carpenters had a background in one of the navy’s royal dockyards or had served as carpenters’ mates aboard merchantmen. The service was only interested in those who knew the ins and outs of a sailing vessel. In most cases, the apprenticeship of a future navy carpenter lasted seven years, followed by another seven years working as a carpenter or shipwright.

The Man who Defeated the German U-Boats:
This man was as crucial to the Allied victory as Field Marshal Montgomery. Between 1942 and 1945, he developed aggressive tactics to combat Germany’s U-boat menace. A modest yet confident man, he always maintained a professional distance from his employees. Nevertheless, all who worked for him came to respect and trust his decisions. This is the life of Max Horton. Born in 1883 in Rhosneigr, Anglesey, he was the second of four sons of a stockbroker and a Jewish mother. His family encountered financial troubles early in his life. With their remaining money, his parents bought a hotel in Rhosneigr, North Wales. It was there that the young Max developed a love for the sea. His biographer, Rear Admiral W.S. Chalmers, claims that he was already an adept sailor as a boy.

The Master in the Age of Sail 🧵:
(1/12) Today, I will briefly discuss the position and duties of a master aboard a ship-of-the-line ...

In the Royal Navy during the Age of Sail, warrant officers were a diverse group of officers appointed by a warrant from the Navy Board. They included surgeons, gunners, pursers, and carpenters—positions that required a relatively high degree of practical skill. (2/12) While their appointments were not as prestigious as commissions from the Admiralty, these warrants nevertheless protected them from being disrated or transferred to another ship at the captain’s discretion. All warrant officers were quartered together in the wardroom and held more or less equal rank, except for the master, who clearly stood at the top of their hierarchy.