Podcasts about Royal Navy

 This week we continue the fascinating story of Q ships and their role in the war at sea. By 1917, German U-Boat skippers were well aware of the dangers of Q ships, which forced Royal Navy commanders to take ever greater risks to try and destroy their quarry. We examined some of those incredible close range actions in this episode. Join Our Community: ⁠⁠⁠⁠⁠⁠https://not-so-quiet.com/⁠⁠⁠⁠⁠⁠ Use our code: Dugout and get one month free as a Captain. Support via Paypal:⁠⁠⁠⁠⁠⁠ https://battleguide.co.uk/nsq-paypal⁠⁠⁠⁠⁠⁠ Do you like our podcast? Then please leave us a review, it helps us a lot! E-Mail: ⁠nsq@battleguide.co.uk⁠ Battle Guide YouTube Channel:⁠⁠⁠⁠⁠⁠ https://www.youtube.com/@BattleGuideVT⁠⁠⁠⁠⁠⁠ Our WW2 Podcast:⁠⁠⁠⁠⁠⁠ https://battleguide.co.uk/bsow⁠⁠⁠⁠⁠⁠ If you want to keep your finger on the pulse of what the team at Battle Guide have been getting up to, why not sign up to our monthly newsletter:⁠⁠⁠⁠⁠⁠ ⁠https://battleguide.co.uk/newsletter⁠⁠⁠⁠⁠⁠ Twitter: @historian1914 @DanHillHistory @BattleguideVT Credits: - Host: Dr. Spencer Jones & Dan Hill - Production: Linus Klaßen - Editing: Hunter Christensen & Linus Klaßen Learn more about your ad choices. Visit megaphone.fm/adchoices

Rachel Blackman-Rogers and Catherine Scheybeler, both of King's College London, join Alex Stevenson for an in-depth look at one of Horatio Nelson's most famous formative battles. The Royal Navy in the 1790s was always going to do well against the Spanish Navy, but it was Nelson's decisive use of initiative - and then the double-boarding to capture not one but two Spanish ships his Captain had become entangled with - which marked this battle out. This episode also features written contributions by Rif Winfield, co-author of Pen and Sword's Warships In The Age of Sail series. Thank you to Rif for taking part. You can read Rif's contributions in full on Patreon.Help us produce more episodes by supporting the Napoleonic Quarterly on Patreon: patreon.com/napoleonicquarterly

The Royal Navy were issued with their final daily ration of rum - ending a tradition of more than 300 years - on July 31, 1970. The day became known as ‘Black Tot Day'. The demise of the long-standing tradition was mainly due to safety concerns, following fears surrounding the more complex technology now in operation across the Navy. To show their disappointment, some sailors wore black armbands. In this episode, Arion, Rebecca and Olly trace back the origins of this quaint custom; explain why spirits had taken the place of beer on boats; and marvel at footage of sailors who were clearly ‘pissed, in both senses of the word'...  Further Reading: • ‘Black Tot Day: rum rations for sailors abolished 45 years ago today' (Daily Telegraph, 2015): https://www.telegraph.co.uk/foodanddrink/10210966/What-became-of-the-drunken-sailor.html • ‘Black Tot Day: The end of the rum ration' (Forces Net, 2022): https://www.forces.net/services/navy/black-tot-day-end-rum-ration • ‘Black Tot Day (End of the Royal Navy Rum Ration)' (ITN, 1970): https://www.youtube.com/watch?v=5gh5PCghfbs This episode first aired in 2023 Love the show? Support us!  Join 

Am 31. Juli 1970 kippt die Royal Navy eine jahrhundertealte Tradition: die tägliche Rumration für britische Matrosen - das Ende des legendären "Daily Tot". Von Erik Hlacer.

This week, Taylor, Sandy, Doug Jordan and Taddea Richards discuss EmRata and Sebastian Bear-McClard's sexual split, a serial sniffer caught red handed, the Royal Navy's maritime problem, Domino's new ketchup pizza and much, much more! An all new edition of the popular segment Our Week's: Answers! debuts.

You can send me a text if you have a comment or questionWe cover resistance to the French invasion of Catalonia in 1808.  What can a lone frigate do?  And then the battle of the Basque Roads (in Western France near Roquefort) where very unorthodox fireship tactics were used, French loses were high, but it could have been an annihilation victory except for…well, are we looking at the very worst traits of the Royal Navy?Captain Thomas Cochrane has the perfect set of adventures to illustrate this whole issue and what an active Royal Navy frigate could do to help local Spanish, though they might prefer to be called Catalonians, resist the French.Cochrane we have met before (he is Jack Aubrey, but real), as a young master and commander, he and the crew of his 14 gun brig, Speedy, took the 32 gun Spanish xebec frigate the El Gamo.  Boarded her, defeated the 6 times larger crew and captured her, bringing her back to port as a prize.  What should have been a beautiful relationship between the young captain and the senior admiral Jervis, turned bitter and sour as the Admiral's actions were properly correct procedurally rather than warm and generous, as might be expected to reward a once in a millennium level of accomplishment.  

Captain James Cook was a British explorer, navigator, cartographer, and captain in the Royal Navy whose three major voyages of exploration between 1768 and 1779 greatly expanded European knowledge of the Pacific region.  His detailed maps, scientific observations, and interactions with indigenous peoples left a profound impact on geography, ethnography, and natural history.  He left an indelible mark on the region, and in the end, it also killed him. Learn more about Captain Cook, his voyages, and how his impact can still be felt today on this episode of Everything Everywhere Daily. Sponsors Quince Go to quince.com/daily for 365-day returns, plus free shipping on your order! Mint Mobile Get your 3-month Unlimited wireless plan for just 15 bucks a month at mintmobile.com/eed Jerry Compare quotes and coverages side-by-side from up to 50 top insurers at jerry.ai/daily American Scandal Follow American Scandal on the Wondery App or wherever you get your podcasts. Subscribe to the podcast!  https://everything-everywhere.com/everything-everywhere-daily-podcast/ -------------------------------- Executive Producer: Charles Daniel Associate Producers: Austin Oetken & Cameron Kieffer   Become a supporter on Patreon: https://www.patreon.com/everythingeverywhere Update your podcast app at newpodcastapps.com Discord Server: https://discord.gg/UkRUJFh Instagram: https://www.instagram.com/everythingeverywhere/ Facebook Group: https://www.facebook.com/groups/everythingeverywheredaily Twitter: https://twitter.com/everywheretrip Website: https://everything-everywhere.com/  Disce aliquid novi cotidie Learn more about your ad choices. Visit megaphone.fm/adchoices

This episode continues our series on the Cinque Ports, an ancient confederation of towns in southeast England that provided ships and men to the crown in return for special powers and privileges. They have since become rightly dubbed as the cradle of the Royal Navy. This episode brings us to New Romney, one of the original five head ports. New Romney retains its deep maritime heritage and significance despite having lost its proximity to the sea when the Great Storm of 1287 dramatically altered the landscape and rerouted the River Rother. Hosted on Acast. See acast.com/privacy for more information.

Last time we spoke about Operation Downfall. The Allies, under General Krueger, initiated a decisive campaign to clear the Japanese from Luzon. As they faced the entrenched Shobu Group, challenges included treacherous terrain and a resilient enemy. Simultaneously, Japan braced for an invasion, mobilizing reinforcements and devising defensive strategies to ward off the impending Allied assault. As July approached, General Yamashita's forces prepared to execute a final breakout, but progress was hampered by relentless guerrilla attacks and adverse weather conditions. With Operation Downfall looming, Allied troops focused on strategic landings in Kyushu and Honshu, driven by a relentless determination to defeat the Japanese militarily. The intense battles of Luzon became a precursor to this monumental operation, marking a turning point in the Pacific War.  This episode is The Siege of Japan Welcome to the Pacific War Podcast Week by Week, I am your dutiful host Craig Watson. But, before we start I want to also remind you this podcast is only made possible through the efforts of Kings and Generals over at Youtube. Perhaps you want to learn more about world war two? Kings and Generals have an assortment of episodes on world war two and much more  so go give them a look over on Youtube. So please subscribe to Kings and Generals over at Youtube and to continue helping us produce this content please check out www.patreon.com/kingsandgenerals. If you are still hungry for some more history related content, over on my channel, the Pacific War Channel you can find a few videos all the way from the Opium Wars of the 1800's until the end of the Pacific War in 1945.  Boy I have been waiting a long time to come to this point. One of the most significant events in human history that deeply affects us to this very day. Nuclear war is as much a threat today as it was during the cold war. The dropping of the Atomic bombs on Hiroshima and Nagasaki were deeply complicated events fraught with issues of morality. It goes without saying whether or not the bombs needed to be dropped, their actual impact on the surrender of Japan and so forth are still issues hotly debated to this very day. I have spoken on the issue countless times on my personal channel and podcast, but I figure to do this subject justice I will create a full episode for it. Thus in this episode we are going to just cover what happened, but rest assured I will come back to this later on. As we last explored, following the successful invasion of Luzon in the Philippines, along with the fall of Iwo Jima and Okinawa, American forces began preparing for the final invasion of the Japanese Home Islands. This operation was codenamed Operation Downfall. One key initiative leading up to this invasion was a comprehensive air-sea blockade and bombardment campaign against Japan itself. Previously, we detailed the extensive firebombing and precision bombing efforts executed by General LeMay's 21st Bomber Command. However, during this crucial period, the B-29 Superfortress bombers undertook a distinct operation under the codename Starvation. This single operation would be one of the largest factors that contributed to the surrender of Japan and its one most people have never heard of. In July 1944, Admiral Chester W. Nimitz proposed a bold plan to use B-29 Superfortress bombers to mine the waterways surrounding the Japanese Home Islands. Although Generals Henry H. Arnold and Walter Hansell expressed concerns that this mining campaign could distract from the B-29's primary role as a strategic bombardment aircraft, they eventually agreed to assign one bomber group to focus on aerial mining when conditions permitted. On December 22, Hansell's 21st Bomber Command was directed to formulate a naval mining program aimed at executing between 150 to 200 sorties each month, which was set to begin in April 1945. However, by this time, General Curtis LeMay had taken command of the 21st Bomber Command. LeMay was notably enthusiastic about the idea and successfully recommended to Washington an upgraded mining program that aimed to deploy up to 1,500 mines each month using a full B-29 wing. LeMay viewed aerial mining in a different light than Arnold or Hansell, seeing it as a vital extension of strategic bombing. He recognized that most of Japan's war production materials, as well as a significant portion of its food supplies, were imported from regions such as China, Southeast Asia, and the Dutch East Indies. Japan's industrial heartland is primarily found on Honshu, its largest and most industrialized island, while Shikoku, another island, also lacks essential resources such as iron ore and high-quality coal. These crucial materials were sourced from Kyushu and Hokkaido, both of which are other Japanese islands. All these resources were transported by sea, so without easy access to raw materials, Japan's industrial output would come to a grinding halt. The only aircraft capable of deploying mines effectively where they were needed were the B-29s. Areas such as the Inland Sea, the Sea of Japan, and the Korean Peninsula were out of reach for other Allied aircraft. Additionally, Allied submarines could only venture into these perilous waters with great risk. Notably, about 80% of Japan's merchant fleet utilized the Shimonoseki Strait, a critical waterway that separates Kyushu from Honshu. Understanding the strategic advantage of closing this strait, LeMay decided to allocate an entire wing of B-29s specifically to mine this vital route. Brigadier General John Davies commanded the 313th Bombardment Wing, tasked with deploying approximately 2,000 naval mines each month into Japanese waters. The primary goals of this operation were to prevent essential raw materials and food supplies from reaching the Home Islands, hinder the supply and mobilization of Japanese military forces, and disrupt transportation routes in the Inland Sea of Japan. Between March 27 and April 12, Davies' bombers targeted key enemy shipping bases located in Kure, Sasebo, and Hiroshima. They also focused on the Shimonoseki Strait, a narrow and strategically important waterway that links the Inland Sea with the Tsushima Strait. Notably, after these attacks, this strait was successfully closed for two weeks. On May 3 and 5, the 313th Bombardment Wing laid down a total of 1,422 mines in the waters surrounding the Shimonoseki Strait, as well as near major urban centers like Tokyo, Nagoya, Kobe, and Osaka. These efforts aimed to severely disrupt maritime commerce between Japan's major industrial areas. Just a week later, the minefields expanded from the Shimonoseki Strait to include Kyushu, the southernmost of Japan's four main islands, and northwest Honshu, the largest island containing Tokyo. By the end of that month, these mines were proving remarkably effective, accounting for the sinking of more ships than Japanese submarines. In fact, within the Shimonoseki Strait alone, 113 ships had been sunk. Between June 7 and July 8, American forces expanded and fortified minefields along the western coast of Japan while also replenishing the existing minefields in the Shimonoseki Strait and the Inland Sea. During this effort, they successfully laid a total of 3,542 mines across 14 missions. The "total blockade" officially commenced on July 9 and continued until the end of the war. Throughout this period, American forces executed 474 sorties, dropping another 3,746 mines that replenished existing minefields and extended coverage to harbors in Korea. In total, Brigadier General Davies conducted 46 missions that laid down 26 minefields containing 12,135 mines. Remarkably, only 15 B-29s were lost during these operations. In turn, the mines accounted for the sinking or damaging of 670 Japanese ships, with a total loss of 1.25 million tons. This mining campaign effectively strangled Japanese industry, as the denial of essential raw materials to factories proved more disruptive than the direct bombing of the plants themselves.  Despite the clear vulnerability of Japan's economy to disruptions in coastal shipping, Japanese authorities were alarmingly unprepared to address the threat posed by air-dropped mines. By August 1945, Japan had committed 349 ships and 20,000 personnel to counter the Starvation campaign, but these efforts were overwhelmingly ineffective. The shipping crisis escalated to such a degree that searchlights and anti-aircraft batteries were redeployed from urban centers to defend expected mining targets. Additionally, suicide boats were employed in desperate attempts to clear the minefields. Royal Navy historian S.W. Roskill commented on the situation, stating, “The blockade had, in fact, been far more successful than we realized at the time. Although submarines initially played a critical role in enforcing the blockade, it was the air-laid mines that ultimately strangled Japan.” Japanese officials shared this assessment. A director from a Tokyo steel company reflected on the situation, noting that the denial of essential raw materials to factories caused far greater disruption than the direct bombing of the plants themselves. This contradicted the views of US Army Air Forces experts back in Washington. In a striking remark after the war, a Japanese minesweeping officer told American forces, “The result of B-29 mining was so effective against shipping that it eventually starved the country. You could have likely shortened the war by starting this campaign earlier.” Meanwhile, General LeMay continued his firebombing campaign against Japan. By the end of May, urban areas around Tokyo Bay had been devastated, prompting the 21st Bomber Command to shift focus westward toward the densely populated industrial complexes lining Osaka Bay. On June 1, 521 B-29s were dispatched to bomb industrial targets situated along the Yodo River, with an escort of 148 P-51 fighters. Unfortunately, an undetected thunderstorm struck en route, which meant only 27 P-51s reached Osaka, while another 27 crashed, and the remaining fighters had to return to Iwo Jima. Despite these complications, the B-29s bombed from altitudes ranging between 18,000 and 28,500 feet, successfully dropping 2,788 tons of incendiary bombs on Osaka. The attack resulted in the burning of 3.15 square miles, destroying 136,107 houses and 4,222 factories. Four days later, on June 3, 530 unescorted B-29 Superfortresses launched a bombing raid on the city of Kobe. Of those, 473 aircraft targeted the city, resulting in the destruction of 4.35 square miles. This devastating strike led to the demolition of 51,399 buildings, while another 928 suffered significant damage. The raid, however, came with losses, as 11 bombers were downed, and 176 were damaged in the operation. On June 7, 449 B-29s returned to Osaka. Despite facing heavy cloud cover that restricted visibility, they managed to burn an additional 2.21 square miles of the city, destroying another 55,333 buildings.  By the conclusion of General Curtis LeMay's maximum-effort area bombing campaign, the six most significant industrial cities in Japan, Tokyo, Nagoya, Kobe, Osaka, Yokohama, and Kawasaki, had been left in ruins. Major factories were either destroyed or severely damaged, while thousands of smaller household and feeder industrial units were consumed by flames. Casualty figures surged into six figures, leaving millions of people homeless. The evacuation of survivors further complicated efforts to secure labor for the factories that remained operational. Japan's air-raid protection system proved woefully inadequate to withstand a protracted siege by very heavy bombers. The system lacked sufficient organization, trained personnel, shelters, fire-fighting equipment, and facilities for relief and evacuation. Additionally, there was a significant deficiency in civilian indoctrination regarding emergency procedures. Under the relentless pressure of repeated major attacks, local Air Raid Precaution organizations collapsed, adding strain to an already overburdened imperial government. Japanese civilians, who had been conditioned by victory propaganda, displayed little of the discipline that helped German citizens endure years of aerial bombardment. As news of military defeats and the impact of B-29 precision strikes filtered into the great cities, residents began to lose confidence in their leaders' ability to protect them or care for the victims of the attacks. Abe Motoki, the Minister of Home Affairs at the time, later remarked, “I believe that after the raids on Tokyo on May 23-24, 1945, civilian defense measures in that city, as well as in other parts of Japan, were considered a futile effort.” Regarding the operational cost of this campaign for the 21st Bomber Command, it was not considered excessively burdensome. Over the course of 17 maximum-effort incendiary attacks, LeMay dispatched a total of 6,960 B-29s, which dropped 41,592 tons of bombs. The losses amounted to 136 B-29s, averaging only 1.9% of the sorties, a rate significantly lower than what had been endured in earlier months, and quite acceptable by the standards of conventional strategic bombing. Meteorologists predicted that the summer monsoon would keep Japan's skies covered with clouds for most of the upcoming months, from June to August. As a result, LeMay shifted strategies under what became known as the Empire Plan. This approach prioritized targeting industrial and military sites during daylight hours when the weather permitted, while secondary cities that had sufficient industrial capability became targets for nighttime area attacks. This change meant that since no single target warranted a full four-wing maximum effort, multiple missions could be scheduled in a single day. Accordingly, on June 9, 110 B-29s attacked three aircraft factories located in Narao, Atsuta, and Akashi. The strikes successfully destroyed the factories in Narao and Atsuta, but an unfortunate miscalculation led to the bombing of the town near Akashi. The following day, June 10, a force of 280 B-29s, escorted by 107 P-51 Mustang fighters, targeted six distinct sites in the Tokyo Bay area. The mission yielded significant results, with all targets sustaining heavy damage. Finally, on June 15, 516 B-29s were dispatched for one last firebombing raid against Osaka and the neighboring city of Amagasaki. In this combined assault, 444 bombers dropped over 1,350 tons of incendiary bombs, incinerating an additional 1.9 square miles in Osaka and more than half a square mile in Amagasaki. Starting on June 17, General Curtis LeMay's firebombing campaigns began to focus on medium-sized secondary cities across Japan. On that day, 477 B-29 Superfortresses targeted the cities of Omuta, Hamamatsu, Yokkaichi, and Kagoshima, burning a combined total of six square miles in these urban areas. The success of this initial multi-target mission ensured the continuation of the program, establishing an operational pattern that would remain standard during the final weeks of the war. In total, multiple incendiary attacks were conducted on sixteen occasions, averaging about two missions per week. Between June 17 and August 14, American forces carried out 8,014 sorties, dropping a staggering 54,184 tons of incendiaries across 58 secondary cities. On June 22, 446 B-29s were dispatched to strike six targets located in southern Honshu, including the crucial Kure Naval Arsenal. In this mission, 382 bombers released 2,103 tons of bombs, inflicting heavy damage to these essential manufacturing facilities. Just four days later, on June 26, a force of 510 B-29s, accompanied by 148 P-51 Mustang escorts, targeted locations in southern Honshu and the nearby island of Shikoku. However, dense clouds over much of the area complicated assembly and forced many aircraft to attack targets of opportunity individually or in small groups. As a result, adverse weather conditions would delay subsequent daytime raids until July 24.  In the coordinated strike program that commenced in June, the decision to focus on either the Empire Plan or urban industrial targets was largely influenced by weather conditions. As the program took shape, the 315th Bombardment Wing (VH) became available for combat operations. This wing operated somewhat independently from the other bomber units, with its activities significantly guided by the specialized equipment of its aircraft. Authorized for deployment in the Pacific in December 1944, the 315th settled at Northwest Field, Guam, during May and June. Its commander, Brigadier General Frank A. Armstrong, Jr., was a seasoned veteran of the strategic air offensive against Germany. The B-29s of the 315th Wing differed in two key respects from those of other units. They were equipped with the AN/APQ-7 (Eagle) radar, a sophisticated radar system designed for bombing, instead of the conventional AN/APQ-13 radar. The latter had primarily served as a navigational aid. While crews had become adept at using the AN/APQ-13 for night or poor-weather bombing, it lacked the precision necessary for accurate strikes. The Eagle radar, however, offered significantly greater definition and, although it required a long bomb run averaging seventy miles, this was not considered a serious hindrance in the tactical context of Japan. To further enhance its night-bombing capabilities, the Superfortresses had been stripped of all armament except for the tail gun. This modification, along with the Eagle radar, clearly marked the 315th as a dedicated night-bombing unit. There were various proposals for the use of these specially equipped B-29s, including high-altitude bombing, area bombing, and aerial mining. However, by the time the 315th Wing was ready for combat, the 313th Bombardment Wing had already gained proficiency in aerial mining, while all wings had become adept at area bombing using the AN/APQ-13. Training for the 315th had focused heavily on night radar tactics, with less emphasis on visual bombing and daytime formation flights. It was evident that if the Eagle radar was to undergo a thorough scientific evaluation, it should be tested against a specific set of targets that were preferably large in size and located along the coastline. In the view of the 21st Bomber Command, the oil industry met these requirements perfectly. The 315th Bombardment Wing initiated its specialized campaign on June 26 with a targeted strike against the Utsube Oil Refinery in Yokkaichi, the top-priority target. By August 14, the wing had conducted 15 additional missions against a total of 10 targets, which included various petroleum refineries and synthetic plants, such as the Maruzen Oil Company in Wakayama, Mitsubishi Oil Company in Kawasaki, and Nippon Oil Company plants spread across Akita, Kansai, Kudamatsu, and Amagasaki, as well as the Imperial Fuel Industry Company in Ube and Toa Fuel Industry in Wakayama. During the campaign, the 315th Wing dispatched a total of 1,200 B-29s, 1,095 of which successfully bombed their primary targets, dropping 9,084 tons of 500-pound general-purpose bombs deemed particularly effective against the scattered installations. The increase in bomb load capacity was made possible by stripping the planes of unnecessary equipment and conducting bombing missions individually at night. As the crews gained experience, they were able to increase the average weight carried from 14,631 pounds during the first mission to 20,684 pounds by August 9. Despite concerns about safety from removing most of the aircraft's armaments, only four planes were lost and 66 sustained damage throughout the campaign. The 20th Air Force estimated that the B-29 attacks led to the destruction of approximately 6 million barrels of tank storage capacity, and the United States Strategic Bombing Survey (USSBS) reported that refining capacity had been reduced from 90,000 barrels a day in December 1941 to around 17,000 barrels. However, the strategic impact was more apparent than real, as many storage tanks were empty and refinery production had fallen to just 4% of capacity before the very heavy bomber campaign began. The lack of precise intelligence regarding the state of Japan's economy had justified the emphasis on the oil program as a form of reinsurance. Nevertheless, the blockade had effectively severed the nation's oil resources, resulting in tankers remaining idle at the docks. On July 1, Admiral Halsey's 3rd Fleet departed San Pedro Bay to initiate the first preliminary strikes in preparation for Operation Olympic. This operation involved battleships and heavy cruisers conducting surface bombardments of industrial targets in eastern Japan, while lighter forces performed anti-shipping sweeps along the coast. Additionally, a fleet of submarines advanced ahead of Admiral McCain's Task Force 38 to eliminate picket boats and establish lifeguard positions. At 18:15 on July 9, the force began its 25-knot approach toward the Home Islands, launching its first strikes against the Tokyo area at 04:00 on July 10. A total of 1,732 sorties were executed, targeting locations from Koriyama to Hamamatsu, dropping 454 tons of bombs and 1,648 rockets over Honshu with negligible opposition. American airmen reported the destruction of 109 enemy aircraft and damage to 231 during these strikes.   Following this, Halsey's fleet moved north to bombard Hokkaido and northern Honshu, which were beyond the effective range of the B-29s and had previously evaded attack. At 05:59 on July 14, Rear-Admiral John Shafroth's Bombardment Group Able, consisting primarily of three battleships and two heavy cruisers, was tasked with attacking the Kamaishi Works of the Japan Iron Company. By midday, Shafroth's forces had opened fire on Kamaishi, marking the first surface bombardment of Japan by a hostile fleet in over 80 years. Between 12:10 and 14:19, a total of 802 16-inch shells, 728 8-inch shells, and 825 5-inch shells were expended, setting the town ablaze as key industrial and residential targets were hit and resulting in the sinking of one oil tanker, two barges, and one small ship in the harbor. Simultaneously, McCain's carriers closed to within 80 nautical miles of Japan, launching 1,391 sorties against Hokkaido and northern Honshu to target railways, shipping, and airfields, again facing only light resistance. In the ensuing strikes, American planes sank over 50,000 tons of shipping and naval craft, including the destroyer Tachibana, four minesweepers, eight naval auxiliaries, and around 20 merchant vessels, with significant losses occurring at Muroran and Hakodate. In addition, 25 enemy planes were destroyed, while American losses totaled 24 aircraft and 17 airmen, about half of whom were lost in combat. Task Force 38 launched another assault on July 15, executing 966 combat sorties that dropped 355 tons of bombs and expended 2,093 rockets. This operation resulted in the sinking of 65 vessels and damaging 128 others, as well as the destruction of 48 locomotives and damage to 28. Widespread destruction was inflicted on several facilities, particularly the Aomori–Hakodate railcar ferry system, which transported 30% of the coal between Hokkaido and Honshu. The strikes devastated the ferry system, sinking eight ferries, beaching eight more, and damaging two. In total, 70 auxiliary sailing colliers were sunk, and 11 were damaged, along with 10 steel freighters lost and 7 damaged. The ferry strikes were the brainchild of Halsey's operations officer, Captain Ralph “Rollo” Wilson. “When the first action reports began to sift in,” Halsey related: He snatched them up and pored over them; the ferries were not mentioned. Later reports also ignored them. Rollo was sulking and cursing when the final reports arrived. I heard him whistle and saw him beam. “Six ferries sunk!” he said. “Pretty soon we'll have ‘em moving their stuff by oxcarts and skiffs!”  Additionally, 20 city blocks in Kushiro were razed. The most significant outcome of these operations was the virtual severance of Hokkaido from Honshu. By the end of the raids, Halsey's 3rd Fleet had achieved the sinking of 140 ships and small craft, damaging 235 others, and destroying 38 planes while damaging 46. Meanwhile, Rear-Admiral Oscar Badger's Bombardment Group Baker, composed of three battleships, two light cruisers, and eight destroyers, was assigned to bombard Muroran. Between 09:36 and 10:25, this group fired 860 16-inch shells at the Nihon Steel Company and the Wanishi Ironworks, targeting both the coal liquefaction plant and coke ovens. This bombardment inflicted severe damage on those facilities and resulted in the destruction or damage of 2,541 houses in Muroran. As Hasley recalled “These sweeps and bombardments accomplished more than destruction. they showed the enemy that we made no bones about playing in his front yard. From now on, we patrolled his channels and shelled his coast almost every night that the weather permitted.” Additionally, Rear-Admiral James Cary Jones' four light cruisers conducted a sweep along the east coast of Honshu to hunt for Japanese shipping; however, they reported no contacts during their mission. Early on July 16, Task Force 38 retired east of Honshu to begin refueling and rendezvoused with Admiral Rawlings' Task Force 37, which agreed to operate closely as an additional task group for Admiral Halsey. At 03:50 on July 17, the two task forces began launching strikes against central Honshu despite adverse weather conditions. The American forces executed 205 sorties targeting the Mito area, while British aircraft flew 87 sorties against airfields and railyards along the northwest coast of Honshu. Despite the bad weather, several small craft and locomotives were destroyed, though the operation resulted in the loss of nine aircraft and four airmen. Later that afternoon, Halsey detached Badger's augmented Bombardment Group to attack Hitachi, a significant industrial and electronics-producing city. The 53-minute bombardment commenced in fog and rain at 23:14, during which 1,207 16-inch shells, 267 14-inch shells, and 292 6-inch rounds were expended against the Tago and Mito Works of the Hitachi Manufacturing Company, as well as the Yamate Plant and copper refining facilities of Hitachi Mine, resulting in severe devastation. On July 18, McCain's two leading carriers launched a total of 592 sorties against Yokosuka, specifically targeting the heavily camouflaged battleship Nagato at the naval base. The attacks resulted in the sinking of one old cruiser, one minesweeper, one submarine, one incomplete destroyer, and three patrol vessels, in addition to damaging one subchaser, one old destroyer, and one old battleship. Although Nagato was hit multiple times and suffered heavy damage, it managed to stay afloat. Meanwhile, three carriers also targeted airfields and other opportunities in Tokyo, while Task Force 37 attacked a seaplane base at Kitaura and airfields at Nobara, Naruto, Chosi, Kanoike, Natori, and Kitakawa. The recent raids resulted in the destruction of 43 enemy planes and damage to 77 others on the ground, along with the destruction of three locomotives and the derailing of four electrified train cars by rockets. However, the American forces incurred losses of 14 aircraft and 18 aircrew, as the 3rd Fleet flyers reported encountering the fiercest anti-aircraft fire they had yet experienced. Additionally, Rear-Admiral Carl Holden's four light cruisers were detached during the night to sweep shipping off Sagami Bay and to target the radar site at Cape Nojima. On July 21, Captain Thomas Hederman's Destroyer Squadron 61, consisting of nine destroyers, was assigned to conduct another anti-shipping sweep off Sagami Bay. Pursuing four radar contacts, the destroyers engaged targets at midnight on July 22, firing guns and torpedoes from 7,000 yards. This action resulted in the sinking of the 800-ton freighter No.5 Hakutetsu Maru and damaging the 6,919-ton Enbun Maru. In response, Japanese coastal artillery, the minesweeper W-1, and subchaser Ch-42 returned fire, but Hederman's squadron successfully retired without damage. Although minor in scale, the Battle of Sagami Bay would ultimately be the last surface action of the war. Meanwhile, as part of Operation Barney, a planned submarine penetration of the Sea of Japan, nine submarines succeeded in sinking 27 Japanese merchant vessels and one submarine, totaling 54,786 tons.  On June 8, the submarine Barb commenced her twelfth patrol, tasked with terrorizing the Sea of Okhotsk using her newly installed 5-inch rocket launchers. Over the following weeks, Skipper Commander Eugene “Luckey” Fluckey executed successful rocket bombardments on Shari, Hokkaido, and targets in Shikuka, Kashiho, and Shiritoru on Karafuto (southern Sakhalin), also employing the submarine's deck guns to destroy 35 sampans in the town of Kaihyo To. Observing Karafuto trains transporting military supplies to ports, Fluckey devised a plan to intercept these trains. Engineman Third Class Billy Hatfield recalled how, as a child, he had placed nuts on railroad ties and watched as the weight of passing trains cracked them between rail and tie. Realizing this principle could be adapted, he suggested rigging an automatic detonator. Fluckey had many volunteers for the mission, including a Japanese POW, and carefully selected Hatfield and seven others, deciding against leading the shore party himself. Just after midnight on July 23, 1945, Fluckey maneuvered Barb to within 950 yards of the Karafuto coast. Led by Lieutenant William Walker, the team launched two rubber rafts at 00:30. Before they left, Fluckey instructed them, “Boys, if you get stuck, head for Siberia, 130 miles north, following the mountain ranges. Good luck.” Upon reaching the shore, the Americans located the tracks and buried a 55-pound scuttling charge and battery beneath the rails, positioning it under a water tower they planned to use as a lookout. As Motor Machinist's Mate First Class John Markuson climbed up, he unexpectedly found he was scaling a sentry tower, causing him to retreat without alerting the sleeping guard. When a train passed, the team dove for cover before resuming their work after it had gone by. Shortly after 01:30, Walker's team signaled their return to Barb, which was now just 600 yards offshore. Fifteen minutes later, while the boats were halfway back, Fluckey heard the rumble of an approaching train. He hoisted a megaphone and urged the crew to “Paddle like the devil, boys!” At 01:47, a 16-car Japanese train struck Hatfield's detonator, resulting in a massive explosion that sent debris soaring 200 feet into the air and reportedly killed 150 Japanese. Minutes later, all eight Americans were safely aboard Barb, which then slipped back into the night, having successfully executed the only amphibious invasion of Japan during World War II. Returning to the main action, Halsey aimed to eliminate the remnants of the Combined Fleet at the heavily fortified Kure Naval Base. Consequently, Task Force 38 began launching the first of 1,363 sorties against ships and airfields in Kyushu, Shikoku, and Honshu, ringing the Inland Sea at 04:40 on July 24. A total of 599 tons of bombs and 1,615 rockets were unleashed over Kure, resulting in the sinking or damaging of 22 warships, which totaled 258,000 tons. Among the affected vessels were the battleships Hyuga, Ise, and Haruna; fleet carriers Amagi and Katsuragi; the escort carrier Kaiyo; heavy cruisers Tone and Aoba; as well as light cruisers Oyodo and Kitakami. In addition, another 53 vessels amounting to 17,000 tons were sunk at various locations, including Hiroshima Bay, Niihama, Bungo Channel, and Kii Channel. At Kobe, the incomplete fleet carrier Aso was also attacked and damaged. American Hellcats and Corsairs effectively swept aside Japanese aerial opposition, shooting down 18 enemy planes while destroying 40 aircraft and damaging another 80 on the ground. Furthermore, around the Inland Sea, 16 locomotives were destroyed and five were damaged, while 20 hangars sustained damage. Three oil tanks were set ablaze at Kure and one at Tano. Additionally, four electric trains and a roundhouse were strafed at Hamamatsu, and various military installations, including barracks, warehouses, power plants, and factories around the airfields, received significant damage. Simultaneously, Rear-Admiral Rawlings' Task Force 37 conducted 257 sorties against targets in Japan and the surrounding offshore areas, sinking the escort carrier Shimane Maru in Shido Bay, along with a number of destroyers, small escorts, and coasters. Meanwhile, Jones' light cruisers swept through the Kii Channel before bombarding the Kushimoto seaplane base and airfields at Cape Shionomisaki during the night. Supporting these efforts, General LeMay dispatched 625 B-29s against seven targets in the Nagoya and Osaka areas, successfully inflicting heavy damage on all of them despite the spotty weather, marking this as the last major attack on the Japanese mainland during the war, as two weeks of cloudy weather ensued. In the early hours of July 25, McCain's aircraft carriers resumed launching strikes against airfields and shipping in the Inland Sea and the Nagoya-Osaka areas. During this operation, they executed a total of 655 sorties, expending 185 tons of bombs and 1,162 rockets, successfully sinking nine ships totaling 8,000 tons and damaging another 35 vessels. The strikes also resulted in the downing of 21 Japanese planes, with an additional 61 aircraft destroyed on the ground and 68 damaged. After refueling on July 27, Halsey's carrier forces moved to launch points located 96 nautical miles off Shikoku. At 04:43 on July 28, they resumed strikes over the Inland Sea, focusing on targets from northern Kyushu to Nagoya, as well as airfields across Honshu along the Sea of Japan. This resulted in McCain flying a total of 1,602 sorties, dropping 605 tons of bombs and expending 2,050 rockets. These attacks sank 27 ships, amounting to 43,000 tons, including the battleships Ise and Haruna, the fleet carrier Amagi, and the Combined Fleet flagship Oyodo. Additionally, 78 vessels totaling 216,000 tons were reported damaged, among them the fleet carrier Katsuragi, heavy cruiser Tone, and light cruiser Kitakami. American pilots reported the destruction of 21 Japanese aircraft in the air and claimed 115 destroyed on the ground across 30 area airfields. They also successfully destroyed 14 locomotives, four oil cars, two roundhouses, three oil tanks, three warehouses, one hangar, and a transformer station. In support of these efforts, Task Force 37 conducted 260 sorties against the eastern Inland Sea, targeting the dockyard at Harima and sinking or severely damaging four corvettes at Maizuru. Meanwhile, the 7th Air Force's 11th and 494th Bombardment Groups carried out a day-long raid on Kure, successfully sinking the heavy cruiser Aoba. By sunset that evening, the Imperial Japanese Navy had effectively ceased to exist, though the cost for the Americans was steep, with losses amounting to 101 planes and 88 men since July 24. As Halsey moved east to target the Osaka-Nagoya area, Shafroth's reinforced Bombardment Group was detached on July 29 to bombard Hamamatsu. During the night, they successfully unloaded 810 16-inch shells, 265 14-inch shells, and 1,035 8-inch shells, damaging the Imperial Government Railway locomotive works, igniting a blaze at the Japanese Musical Instrument Company, and wreaking havoc on infrastructure along the critical Tokaido main line. The following day, McCain's carriers conducted 1,224 sorties against airfields in Osaka, Kobe, Maizuru, and Nagoya, expending 397 tons of bombs and 2,532 rockets. These strikes resulted in the sinking of 20 vessels totaling 6,000 tons and damaging another 56 ships. The pilots also claimed destruction of 115 enemy aircraft on the ground, while inflicting severe damage on numerous industrial targets, including aircraft factories and naval docks in Maizuru. In Miyazu Bay, the destroyer Hatsushino struck an air-dropped naval mine, marking the final loss of 129 Japanese destroyers sunk during the war. That night, seven destroyers advanced deep into Suruga Bay, unleashing 1,100 5-inch shells on Shimizu within seven minutes, successfully destroying or damaging 118 industrial buildings. Typhoon weather would impede the operations of the 3rd Fleet for the next two weeks, as Admiral Nimitz ordered Halsey to steer clear of southern Japan, which was set to become the target of a new and deadly weapon: the atomic bomb. The U.S. Army had begun its project to develop an atomic bomb on August 16, 1942, under the auspices of the Manhattan Project. The project was directed by Major-General Leslie Groves and involved renowned scientists such as Robert Oppenheimer, Enrico Fermi, Niels Bohr, Richard Feynman, and Albert Einstein. Over time, it expanded to include a design center at Los Alamos and two production facilities at Hanford and Clinton. By August 1945, the teams at Los Alamos had successfully designed, developed, and built a gun-type atomic bomb capable of forcing five pounds of uranium-235 against another 17 pounds at high speed, thereby achieving critical mass and releasing immense heat, light, blast, and radiation. The team was also experimenting with an even more powerful device: the plutonium bomb, which utilized an implosion method whereby a sphere of plutonium was compressed by conventional explosives to reach criticality. By early August, scientists had managed to produce enough nuclear material to create only one uranium device, known as Little Boy, and one plutonium bomb, referred to as Fat Man. Each weapon had the potential to annihilate an entire city, and American leaders were prepared to use them if it could compel the Japanese Empire to surrender without necessitating an invasion of Japan. A Targeting Committee led by Groves, consisting of Manhattan Project and Air Force personnel, recommended Hiroshima, Niigata, Kokura, and Nagasaki as primary targets.  Groves' Targeting Committee employed several criteria to select sites for atomic bomb targets. The chosen targets had to possess strategic value to the Japanese and be situated between Tokyo and Nagasaki. Additionally, the target needed to feature a large urban area with a minimum diameter of three miles and must be relatively untouched by previous bombings, ironically spared for potential atomic destruction at a later stage. A crucial condition was that, to the best of their knowledge, these areas should harbor no concentrations of Allied prisoners of war. However, this requirement was challenging to ascertain accurately due to a lack of reliable information about the locations of prisoners. Initially, the committee considered 17 candidates and selected five primary targets: Hiroshima, Yokohama, Kokura, Niigata, and Kyoto. On May 28, they narrowed the list to three: Kyoto, Niigata, and Hiroshima. Hiroshima was significant as it housed Hata's 2nd General Army headquarters and featured a large shipyard, while Niigata was a major industrial city with an important port. Moreover, Kyoto held considerable cultural and religious significance for the Japanese. Secretary of War Stimson, having previously cautioned General Arnold about the humanitarian consequences of targeting cities with incendiary bombings, insisted on removing Kyoto from the list after intense discussions with Groves. On July 21, President Truman concurred with Stimson during their meetings in Potsdam, deciding that Kyoto should be spared. Subsequently, Kokura, known for its large arsenal and ordnance works, replaced Kyoto. Additionally, LeMay's staff reportedly included Nagasaki as an alternate target due to potential weather issues, as it was home to Mitsubishi's arms factories, electric production facilities, ordnance works, and extensive dockyards, making it a valuable target. Meanwhile, a high-level civilian Interim Committee, under Secretary of War Henry Stimson, ultimately advised President Truman on the use of nuclear weapons, reasoning that their deployment would be no worse than the current incendiary bombing campaigns against Japan. The committee also recommended that an atomic bomb be deployed as soon as possible, without warning, to maximize shock value and target a "war plant… surrounded by workers' houses." Following a successful operational test of the experimental plutonium bomb conducted at Trinity on July 16, President Truman authorized General Spaatz to prepare for the bomb drops before August 3. Colonel Paul Tibbets' 509th Composite Group had been specially organized in secret since September 1944 to deliver nuclear weapons, and by June, it had arrived at Tinian under the command of LeMay's 21st Bomber Command. General Twinning replaced LeMay as commander of the 21st on August 1, and he would ultimately issue the direct orders for Tibbets to drop the atomic bomb. The atomic bomb mission had a convoluted command structure. The Joint Chiefs of Staff were largely left out of the chain of command. LeMay was Tibbet's nominal commander; however, Groves still had extensive control over the operation through his deputy Brigadier General Thomas Farrell on Tinian. The 21st Bomber Command would determine when the atomic bomb mission was launched, based on suitable weather conditions. Even at this stage, General of the Air Force Henry "Hap" Arnold and LeMay were still skeptical about the Manhattan Project; they thought B-29 incendiary and high-explosive bombing operations would suffice to end the war soon. LeMay even questioned the 509th CG pilots' ability to conduct the mission; he wanted seasoned Pacific B-29 veteran crews to drop the nuclear cargo. While the Imperial Japanese Army (IJA) and Imperial Japanese Navy (IJN) prepared for an impending invasion, the U.S. Army Air Forces (USAAF) continued its bombing campaign against Japan. The crews of the 509th Composite Group needed to acclimate to the navigational challenges, varied weather conditions, extensive distances, and the geography of the region, all while becoming accustomed to combat situations. Training commenced at Tinian on June 30, with conventional operational missions over Japan beginning on July 20. To prepare for their atomic missions, the crews trained with "pumpkins," which were specially constructed bombs designed to mimic the appearance and weight of nuclear weapons. This allowed them to practice handling and releasing the bombs. They also rehearsed navigational procedures, visual bomb release techniques, and dropping the weapon at an altitude of approximately 30,000 feet. Following the drop, the crew conducted high-speed, radical turns to evade the nuclear effects after detonation. During their first mission, a B-29 from the 509th sought an alternative target in Tokyo. The crew aimed to drop their 10,000-pound "pumpkin" on the Imperial Palace, but unfortunately, they missed their target. Had they succeeded in killing the emperor, it could have significantly impacted Japan's decision-making process, potentially fortifying the Japanese people's resolve to continue the war. Military leaders might have seized control in the aftermath, pushing their forces to keep fighting. Throughout their training, the units of the 21st Bomber Command intentionally avoided targeting Hiroshima, Niigata, Kokura, and Nagasaki during these practice runs. In total, Tibbets directed his crews on numerous combat missions that targeted 28 cities and involved the dropping of 49 "pumpkins." Remarkably, the 509th lost no aircraft during these operations. While Tibbets focused on perfecting the delivery method, the weapons Little Boy and Fat Man were being transported to Tinian. Some weapon assemblies were delivered by C-54 and B-29 aircraft from Kirtland Field near Albuquerque, while the cruiser Indianapolis delivered the fissionable material for Little Boy from San Francisco on July 26. Four days later, the submarine I-58 unexpectedly attacked the Indianapolis with six torpedoes while the cruiser was en route to Guam, successfully sinking it. Of the crew, 850 Americans survived the sinking, and another 316 were belatedly rescued by August 8. By July 31, most of the assembly of Little Boy had been completed. However, a detonation expert would need to emplace the cordite charges to fire the uranium "bullet" through the gun device to the uranium core after take-off, minimizing the risk of an inadvertent nuclear explosion in the event of a B-29 crash. Additionally, the crew carrying the atomic bomb had to exercise caution when descending once Little Boy was armed because the primary radar or a backup barometric fuse could potentially trigger an explosion if the aircraft descended too rapidly with the fuses in place. On August 2, B-29 crews arrived at Tinian with the assemblies for Fat Man. On that same day, General Twinning and President Truman approved the plan to bomb Hiroshima. Two days later, Colonel Tibbets briefed the crews about the mission, confirming that he would pilot the aircraft carrying the atomic bomb. Tibbets' B-29 No. 82, later named Enola Gay, was supported by three weather reconnaissance aircraft that reported conditions at Hiroshima, Kokura, and Nagasaki, as well as two additional B-29s assigned to conduct scientific and photographic missions. At 02:45 on August 6, Enola Gay took off from Tinian, with diversionary attacks by 604 B-29s throughout Japan also scheduled for that day, as coordinated by Twinning. After passing through Iwo Jima at approximately 05:55, Captain William Parsons and Second-Lieutenant Morris Jeppson armed the bomb at 07:30. Throughout the journey, the B-29s ascended slowly, reaching an altitude of over 30,000 feet as they crossed Shikoku and Honshu, finally reaching Hiroshima at 31,060 feet. At 09:12, Tibbets executed his final approach from the 'initial point', flying east-west over the city towards the intersection of the Ota and Motoyasu Rivers. Approximately at 09:15, Little Boy was released, and Enola Gay immediately began its turn away to escape the impending explosion. However, the bomb mistakenly descended towards the Shima Surgical Hospital rather than the intended target, the Aioi Bridge. At 09:16, Little Boy detonated at an altitude of 1,890 feet, just as Tibbets was about six miles away from the blast point. As a result of the atomic blast, the immediate area around the epicenter was heated to an astonishing 1 million degrees Celsius, instantly incinerating or vaporizing all people, animals, buildings, and other items within that zone. Hiroshima police officials estimated that immediate casualties amounted to 71,379 individuals who were either killed or reported missing. In the surrounding areas, the blast effects crushed unreinforced structures before igniting them, resulting in an additional 68,023 wounded, with 19,691 of those injuries classified as serious. Subsequent assessments, potentially incorporating the impacts of radiation sickness or more precise accounting, recorded 30,524 individuals as seriously wounded and 48,606 as slightly wounded. Just two minutes after detonation, a growing mushroom cloud of highly radioactive dust and debris soared to a height of 20,000 feet. Within eight minutes, Tibbets' crew could observe the mushroom cloud from 390 miles away. Ultimately, the dust cloud peaked at approximately 60,000 feet in altitude. Soon after, a thick, black, radioactive rain fell upon the areas beneath the cloud. The center of the city was utterly devastated; over four square miles of the urban center, which encompassed seven square miles in total, were completely flattened, resulting in about 60% of the city's area being destroyed. An additional 0.6 square miles suffered damage, while more than 75% of the city's 90,000 buildings were obliterated. The ensuing fires compounded the devastation, contributing to countless deaths and injuries. Tragically, some American prisoners of war were present in Hiroshima and lost their lives in the explosion. Meanwhile, Enola Gay safely returned to Tinian at 14:58, where Tibbets was awarded the Distinguished Service Cross, while the rest of the crew received Distinguished Flying Crosses for their participation in the mission. I would like to take this time to remind you all that this podcast is only made possible through the efforts of Kings and Generals over at Youtube. Please go subscribe to Kings and Generals over at Youtube and to continue helping us produce this content please check out www.patreon.com/kingsandgenerals. If you are still hungry after that, give my personal channel a look over at The Pacific War Channel at Youtube, it would mean a lot to me. Japan was broken. To be perfectly honest she had been broken long ago. Her leadership had been spending months trying to figure out the best possible way to surrender, while the civilians and troops were suffering horribly. Aerial mining strangled her of food, high explosive and incendiary bombs, killed untold scores of people, and then the Atomic weapons were let loose upon her. It was over.

In this episode, Neil shares valuable insights on how to confidently hand over your hosting duties while taking a well-deserved holiday. Drawing from his extensive experience, Neil discusses the importance of maintaining your business's income and visibility during your absence. KEY TAKEAWAYS Instead of shutting down your Airbnb business while on holiday, think about how to keep it running. Blocking your calendar can lead to lost income and missed opportunities for regular guests. You can hire a professional management company for a hands-off approach or find a trusted co-host to manage your property. Both options allow you to maintain your business operations while you're away. Create a detailed list of everything you do as a host, including specific instructions for tasks. This documentation helps others understand how to manage your property in your absence and ensures consistency in guest experience. Use automated messages and smart technology, like smart locks, to streamline guest communication and access. This reduces the need for your direct involvement while still providing a high level of service. BEST MOMENTS "If you allow guests to book a year ahead, there might never be a clear window for you to take time off and shut the business down because somebody's booked." "You're not just hiring help, you're entrusting your home and your guests and ultimately your income." "If it's not written down, no one else can read your mind. You can't expect someone to do a job well if they don't know how you define done well." "If you want to take off for a spell, but still have your hosting run well, then write what you do, step by step, clear and true, so your newbie can do it as well." CONTACT DETAILS Visit Neil's Airbnb https://bit.ly/SuperhostNeil Instagram: https://www.instagram.com/superhostneil/ Facebook: https://www.facebook.com/SuperhostNeil TikTok: https://www.tiktok.com/@superhostneil Email: SuperhostNeil@gmail.com ABOUT THE HOST Neil has led a fulfilled and unconventional life, navigating an extraordinary journey from the Royal Navy to prop-making in London's West End theatres. Born into a military family, it was a twist of fate which led him to the theatre, where he contributed to iconic productions such as Phantom of the Opera. Eventually, Neil transitioned to Corporate Event Team Building, eventually founding his own venture in 1999. Financial challenges in 2017 are what prompted a strategic shift to Airbnb hosting, proving a reliable backup income. By 2021, Neil and his business partner triumphed over significant debt, fuelled by their resilience and the success of Neil's Airbnb venture. Now, Neil has left the corporate world behind, thriving solely through his flourishing Airbnb endeavours. ABOUT THE SHOW Welcome to "The Airbnb Superhost," your ultimate guide to mastering the art of hosting on Airbnb. In each concise 15-minute episode, Neil will reveal the secrets to creating unforgettable guest experiences and maximizing the potential of your property, drawing on over 9 consecutive years as a qualifying Airbnb Superhost. With a focus on 3 specific aspects of running an Airbnb business; the host, the property, and Airbnb itself, Neil provides step-by-step guidance on everything from ambience creation to effective communication. In each episode, a Superhost Secret will help you elevate your hosting game and keep guests coming back for more. Whether you're a seasoned host or just starting out, Neil's actionable tips and tricks will help you become a hospitality superstar. Disclaimer: The Airbnb Superhost is in no way affiliated with Airbnb. All ideas, thoughts, concepts and data presented in this podcast are entirely Neil's own and do not represent the views of Airbnb. This Podcast has been brought to you by Disruptive Media. https://disruptivemedia.co.uk/

En su lección de historia semanal, Eloy Morera nos presenta a este vecino de Los Monegros que en el siglo XVI se convirtió en una figura fundamental para las flotas inglesas sin haber si quiera subido a un barco.

Recordamos las escenas que marcaron el verano de 1996 y buscamos una profesión oculta con la ayuda de los oyentes. Tomamos el vermú explorando la figura de Benigno Rebullido, homenajeado en su ciudad natal: La Ginebrosa. Además, Eloy Morera repasa la figura de Martín Cortés, el aragonés que revolucionó la Royal Navy.

There has been quite a bit of news about AUKUS Pillar One based on the visit to Australia of a Royal Navy aircraft carrier and a couple of Ministers. Apparently there's going to be a 50-year treaty about the AUKUS submarine between our two countries, with the document soon to be tabled in Parliament. This is probably because we can't get a treaty with the US, so let's have one with the UK instead - but it's strategic nonsense and all of the talk of industrial cooperation are just empty words. We buy a lot from the UK and in return they buy nothing from us. Turning to the US, in testimony to the Senate, incoming Chief of Naval Operations, Admiral Daryl Caudle has expressed doubts about the ability of industry to produce enough Virginia class submarines for their own needs, let alone Australia's. This information will of course be ignored by our government because it doesn't suit their warped view of reality. And SEA 3000 is reaching a crucial point with the possibility of a winner being selected in the next few days. Assuming that the competition is genuine, it's not helpful that plenty of Australian commentators are telling Japan that they have it in the bag. Hosted on Acast. See acast.com/privacy for more information.

For full show notes, bonus content, and ad-free experience go to wickedproblems.earth! The Intersection of Climate Change and National Security with Rear Admiral Neil: A Deep DiveIn this episode of 'Wicked Problems,' host Richard Delevan speaks with Rear Admiral Neil, former Royal Navy officer and current Professor of Climate and Resource Security at UCL, about the growing recognition that climate change is a strategic challenge impacting national security. They discuss the expanded definition of national security to include climate adaptation, various international and interdisciplinary efforts to mitigate climate impact, and how the military is adapting its strategies. The conversation covers past and present policies, the importance of societal involvement, and the role of technological advancements. Rear Admiral Neil emphasizes the need for strategic, long-term solutions, cooperation across sectors, and raises concerns about the potential for a significant crisis to wake global leadership from complacency.00:00 Introduction to Climate Change and Security00:26 Guest Introduction: Rear Admiral Neil00:57 National Security and Climate Change02:06 Impact of Climate Change on Society03:49 Military's Role and Adaptation04:44 Evolving Conversations on Climate Policy09:48 Technological Innovations in the Military19:02 International Cooperation and Policy24:49 Challenges and Future Prospects31:52 Conclusion and Final Thoughts Hosted on Acast. See acast.com/privacy for more information.

In a second live poolcast from Tales of the Cocktail Greg and Phil return to talk to Alexandre Gabriel and Matt Pietrek about their new book "The Rum Never Sets - 300 Years of Royal Navy & London Dock Rum," and the rum spinoff it inspired. They discuss common misconceptions about navy strength rum, how the British navy came to be rum's biggest consumer, and what a former programmer is doing researching rum in the first place. Pour yourself a nice big glass of rum and jump in the pool for this one!LINKSListener SurveyFor resources on dealing with ICE agents in your community visit nouswithoutyou.la/ and @thenycallianceThe Speakeasy is now on YouTube! Tune in to “see” what we're talking about at youtube.com/@Speakeasy.PodcastLove The Speakeasy but wish there was more? Check out Bottled in Bond, our new Patreon podcast exclusively for you, our best regulars! Join now for sponsor-free listening, drink recipes from all our guests, and free kits every month from our friends at Shaker & Spoon. Higher proof and aged to perfection, check it out now at patreon.com/BottledinBondCheck out Quiote Imports at quioteimports.com and use promo code “Speakeasy” to get free shipping at checkout.Get your hands on some Buddha's Hand Bitters at kingfloyds.comSee Privacy Policy at https://art19.com/privacy and California Privacy Notice at https://art19.com/privacy#do-not-sell-my-info.

Send us a textToday, I'm joined by my longtime friend Mike Mizrahi—yes, we go way back. Mike's career took him from an undergraduate degree in journalism to a Master's in corporate communication. He had a career as a corporate spokesperson, but his real passion found its home in writing historical fiction. And his latest novel, The Weight of Loyalty, is a great achievement. I read it with great interest; a powerful, rich exploration of the perils of wartime on the Greek Isles.It's a sweeping story of love, sacrifice, and moral conflict, set against the backdrop of World War II on the Greek island of Kefalonia. Inspired by the real-life survival story of Royal Navy seaman John Capes, Mike weaves the tale of Oliver Graham, a British submariner, and Natalía Giannatos, a Greek woman whose life is touched by war, love, and spiritual searching. Think James Michener meets Ernest Hemingway—with a splash of Greek wine and Orthodox mysticism.We discuss why historical fiction matters, what drew Mike to this particular time and place, and how personal research—a research tour on the island of Kefalonia—shaped every detail from the rugged landscape to the local cuisine to miracle-working monks.But this isn't just a war story. It's a love story on many levels—and a deeply reflective one at that. Mike wrestles with big questions: the cost of conscience, the meaning of faith, and what it really means to be loyal.If you've ever wondered how fiction can serve as therapy—or how an author channels personal values into imagined worlds—this conversation's for you. So stay tuned, and enjoy this rich, thoughtful dive into The Weight of Loyalty with my good friend, Mike Mizrahi. SHOW NOTESSupport the showBecome a Patron - Click on the link to learn how you can become a Patron of the show. Thank you! Ken's Substack Page The Podcast Official Site: TheBeachedWhiteMale.com

Josh Provan is joined by Charles Esdaile and Alex Mikaberidze, with Alex Stevenson and Clemens Bemmann along for the ride, to discuss some military topics in this Q&A episode. Including: [2:00] - The Royal Navy PR machine[10:11] - Elite units of the Napoleonic Wars[22:30] - Suvorov in 1799[34:00] - Feedback on our battle episodes

EI's Paul Lay joins historian Andrew Lambert to discuss his book ‘No More Napoleons: How Britain Managed Europe from Waterloo to World War One', Lambert's provocative new study of how Britain maximised its naval and diplomatic prestige to maintain a stable, post-Napoleonic Europe. Image: 'A squadron of the Royal Navy running down the Channel' by Samuel Atkins (c. 1760-1810). Credit: Pictorial Press Ltd

This episode of _History of the Second World War_ dives deep into the pivotal role of the Royal Navy during the Battle of Britain, exploring how its strength served as a critical counterbalance to the Luftwaffe's air campaign . As the podcast traces the evolving strategies of both sides, it highlights the tense interplay between Germany's aerial ambitions and Britain's maritime defenses, setting the stage for the dramatic air battles that would define the conflict. With insights into the strategic mind games and the looming threat of _Aldertag_ (Eagle Day), this episode offers a gripping look at the high-stakes clash that shaped the course of WWII. Don't miss the untold stories behind the skies and seas! Contact advertising@airwavemedia.com to advertise on History of the Second World War. History of the Second World War is part of the Airwave Media podcast network. Learn more about your ad choices. Visit megaphone.fm/adchoices

A former soldier named Hugh phoned in to LBC with a story that says everything about Prince William's approach to leadership. During a freezing, 3AM training exercise on Salisbury Plain, it wasn't an officer barking orders—it was William brewing tea. “NATO milk and two sugars,” the soldier requested. “Yes please boss.” That boss? The future king.From the trenches to the tropics: another old story has resurfaced about William's quieter heroism. In 2008, just days into his Royal Navy stint, the prince played a key role in a £40 million drug bust near Barbados. Alongside a sniper and pilot aboard a Lynx helicopter, William helped intercept a boat smuggling 2,000 pounds of cocaine.Also today: a Big Issue vendor credits a 2022 meeting with Prince William as the turning point that got him off drugs. The vendor, now clean and thriving, is set to speak at Lambeth Palace. Meanwhile, William's Homewards project is already helping hundreds escape homelessness—with 300 new homes in the pipeline.Then there's Catherine Masters, who politely turned down a meeting with Queen Elizabeth II—because she wanted Prince William instead. The 109-year-old even gave him potato-mashing tips during a surprise visit in 2009. No fork, no respect.And finally, while Princess Catherine will one day be queen consort, her parents Carole and Michael Middleton are unlikely to receive any royal titles. Unlike Camilla's family, they may be offered ceremonial roles—but nothing more.Follow our new series Crown and Controversy! Follow now. The full Season 1 is available now for premium subscribers. Episodes come out every Sunday on the normal feed.To become a premium subscriber (no ads and no feed drops) visit caloroga.com/plus. For Apple users, hit the banner on your Apple podcasts app which says UNINTERRUPTED LISTENING. For Spotify or other players, visit caloroga.com/plus. You also get 25+ other shows on the network ad-free!Subscribe to Deep Crown's free newsletter at https://deepcrown.substack.comThanks to our sponsor  https://www.booksamillion.com/p/Happiness-Experiment/Carl-B-Barney/9798886452891

Mary Lacy (1740-1801) was a British sailor, shipwright and memoirist who defied 18th century gender norms by disguising herself as a man to join the Royal Navy. Her memoir, The Female Shipwright, is a great glimpse into maritime life and women’s roles in naval history. For Further Reading: The History of the Female Shipwright eBook Mary Lacy: The History of The Female Shipwright by Lucy Inglis Mary Lacy posing as William Chandler. An illustration on page 159 in “Female Tars: Women Aboard Ships in the Age of Mary Lacy | National Park Service This month, we’re talking about Maritime Madams. Whether through scientific study, aquatic exploration, or legendary prowess, they harnessed the power of the bodies of waters that cover our earth. History classes can get a bad rap, and sometimes for good reason. When we were students, we couldn’t help wondering... where were all the ladies at? Why were so many incredible stories missing from the typical curriculum? Enter, Womanica. On this Wonder Media Network podcast we explore the lives of inspiring women in history you may not know about, but definitely should. Every weekday, listeners explore the trials, tragedies, and triumphs of groundbreaking women throughout history who have dramatically shaped the world around us. In each 5 minute episode, we’ll dive into the story behind one woman listeners may or may not know–but definitely should. These diverse women from across space and time are grouped into easily accessible and engaging monthly themes like Educators, Villains, Indigenous Storytellers, Activists, and many more. Womanica is hosted by WMN co-founder and award-winning journalist Jenny Kaplan. The bite-sized episodes pack painstakingly researched content into fun, entertaining, and addictive daily adventures. Womanica was created by Liz Kaplan and Jenny Kaplan, executive produced by Jenny Kaplan, and produced by Grace Lynch, Maddy Foley, Brittany Martinez, Edie Allard, Carmen Borca-Carrillo, Taylor Williamson, Sara Schleede, Paloma Moreno Jimenez, Luci Jones, Abbey Delk, Adrien Behn, Alyia Yates, Vanessa Handy, Melia Agudelo, and Joia Putnoi. Special thanks to Shira Atkins. Original theme music by Brittany Martinez. Follow Wonder Media Network: Website Instagram Twitter See omnystudio.com/listener for privacy information.

Morse code transcription: vvv vvv Gaza UK and 27 other nations condemn Israel over civilian suffering Reform UKs Nigel Farage proposes sending prisoners overseas Officer convicted in Breonna Taylor raid gets 33 month sentence Ibiza Rocks pauses events after British men die at venue Man who dumped remains in suitcases is guilty of double murder Water bill rises needed after years of low investment, says report Divers find lost Royal Navy warship 109 years after WW1 sinking Weak password allowed hackers to sink a 158 year old company Ulrika Jonsson hits back at people offended by ageing face Rule breaking ministers to lose exit pay outs

Morse code transcription: vvv vvv Divers find lost Royal Navy warship 109 years after WW1 sinking Gaza UK and 27 other nations condemn Israel over civilian suffering Reform UKs Nigel Farage proposes sending prisoners overseas Ulrika Jonsson hits back at people offended by ageing face Weak password allowed hackers to sink a 158 year old company Man who dumped remains in suitcases is guilty of double murder Water bill rises needed after years of low investment, says report Ibiza Rocks pauses events after British men die at venue Officer convicted in Breonna Taylor raid gets 33 month sentence Rule breaking ministers to lose exit pay outs

Morse code transcription: vvv vvv Weak password allowed hackers to sink a 158 year old company Man who dumped remains in suitcases is guilty of double murder Officer convicted in Breonna Taylor raid gets 33 month sentence Rule breaking ministers to lose exit pay outs Ulrika Jonsson hits back at people offended by ageing face Gaza UK and 27 other nations condemn Israel over civilian suffering Divers find lost Royal Navy warship 109 years after WW1 sinking Water bill rises needed after years of low investment, says report Ibiza Rocks pauses events after British men die at venue Reform UKs Nigel Farage proposes sending prisoners overseas

Morse code transcription: vvv vvv Reform UKs Nigel Farage proposes sending prisoners overseas Ibiza Rocks pauses events after British men die at venue Officer convicted in Breonna Taylor raid gets 33 month sentence Man who dumped remains in suitcases is guilty of double murder Rule breaking ministers to lose exit pay outs Weak password allowed hackers to sink a 158 year old company Gaza UK and 27 other nations condemn Israel over civilian suffering Ulrika Jonsson hits back at people offended by ageing face Divers find lost Royal Navy warship 109 years after WW1 sinking Water bill rises needed after years of low investment, says report

My guests today are Jerry Parker, Moritz Seibert, Richard Liddle and Gareth Abbot. Jerry Parker, the founder of Chesapeake Capital Corporation, a global investment manager headquartered in Richmond, Virginia, in 1988. He was an original TurtleTrader, the most successful TurtleTrader. Moritz Seibert, Founder & CEO at Takahē Capital, a systematic investment manager targeting absolute returns through resilient trading strategies. He is also the co-host at Top Traders Unplugged. Richard Liddle is the CEO of Bowmoor Capital. Richard is also a former military officer with 21 years of experience serving in both the Royal Navy and Royal Air Force as a helicopter and fast jet pilot. Gareth Abbot is the Investment Manager of Bowmoor Capital. He is a mathematician by profession and passion and is a Fellow of the Institute of Mathematics and its Applications (FIMA). The topic is Trend Following. In this episode of Trend Following Radio we discuss: Evolution and historical context of trend following and the TurtleTraders Challenges of trend following in volatile 2025 markets Applications and limitations of AI in trading and operations Trend following system design (diversification, rebalancing, psychology, volatility) Future adoption, perception, and positioning of trend following strategies Jump in! --- I'm MICHAEL COVEL, the host of TREND FOLLOWING RADIO, and I'm proud to have delivered 10+ million podcast listens since 2012. Investments, economics, psychology, politics, decision-making, human behavior, entrepreneurship and trend following are all passionately explored and debated on my show. To start? I'd like to give you a great piece of advice you can use in your life and trading journey… cut your losses! You will find much more about that philosophy here: https://www.trendfollowing.com/trend/ You can watch a free video here: https://www.trendfollowing.com/video/ Can't get enough of this episode? You can choose from my thousand plus episodes here: https://www.trendfollowing.com/podcast My social media platforms: Twitter: @covel Facebook: @trendfollowing LinkedIn: @covel Instagram: @mikecovel Hope you enjoy my never-ending podcast conversation!

In our final episode on the U-Boat we look at how the Allies struck back against the U-Boat menace. How did the Royal Navy turn the tide of the war and why did the U-Boat arm go from hunters to the hunted? Join Our Community: ⁠⁠⁠⁠⁠https://not-so-quiet.com/⁠⁠⁠⁠⁠ Use our code: Dugout and get one month free as a Captain. Support via Paypal:⁠⁠⁠⁠⁠ https://battleguide.co.uk/nsq-paypal⁠⁠⁠⁠⁠ Do you like our podcast? Then please leave us a review, it helps us a lot! E-Mail: ⁠nsq@battleguide.co.uk⁠ Battle Guide YouTube Channel:⁠⁠⁠⁠⁠ https://www.youtube.com/@BattleGuideVT⁠⁠⁠⁠⁠ Our WW2 Podcast:⁠⁠⁠⁠⁠ https://battleguide.co.uk/bsow⁠⁠⁠⁠⁠ If you want to keep your finger on the pulse of what the team at Battle Guide have been getting up to, why not sign up to our monthly newsletter:⁠⁠⁠⁠⁠ ⁠https://battleguide.co.uk/newsletter⁠⁠⁠⁠⁠ Twitter: @historian1914 @DanHillHistory @BattleguideVT Credits: - Host: Dr. Spencer Jones & Dan Hill - Production: Linus Klaßen - Editing: Hunter Christensen & Linus Klaßen Learn more about your ad choices. Visit megaphone.fm/adchoices

Tune in as Matt Pietrek returns to the podcast to chat with Bryan and Constantine on the history of Royal Navy Rum. We'll learn how it evolved over the years, how they blended it and have a special toast just like the days of old! The book can be found here: https://www.wonkpress.com/products/the-rum-never-sets

My guests today are Jerry Parker, Moritz Seibert, Richard Liddle and Gareth Abbot. Jerry Parker, the founder of Chesapeake Capital Corporation, a global investment manager headquartered in Richmond, Virginia, in 1988. He was an original TurtleTrader, the most successful TurtleTrader. Moritz Seibert, Founder & CEO at Takahē Capital, a systematic investment manager targeting absolute returns through resilient trading strategies. He is also the co-host at Top Traders Unplugged. Richard Liddle is the CEO of Bowmoor Capital. Richard is also a former military officer with 21 years of experience serving in both the Royal Navy and Royal Air Force as a helicopter and fast jet pilot. Gareth Abbot is the Investment Manager of Bowmoor Capital. He is a mathematician by profession and passion and is a Fellow of the Institute of Mathematics and its Applications (FIMA). The topic is Trend Following. In this episode of Trend Following Radio we discuss: Evolution and historical context of trend following and the TurtleTraders Challenges of trend following in volatile 2025 markets Applications and limitations of AI in trading and operations Trend following system design (diversification, rebalancing, psychology, volatility) Future adoption, perception, and positioning of trend following strategies Jump in! --- I'm MICHAEL COVEL, the host of TREND FOLLOWING RADIO, and I'm proud to have delivered 10+ million podcast listens since 2012. Investments, economics, psychology, politics, decision-making, human behavior, entrepreneurship and trend following are all passionately explored and debated on my show. To start? I'd like to give you a great piece of advice you can use in your life and trading journey… cut your losses! You will find much more about that philosophy here: https://www.trendfollowing.com/trend/ You can watch a free video here: https://www.trendfollowing.com/video/ Can't get enough of this episode? You can choose from my thousand plus episodes here: https://www.trendfollowing.com/podcast My social media platforms: Twitter: @covel Facebook: @trendfollowing LinkedIn: @covel Instagram: @mikecovel Hope you enjoy my never-ending podcast conversation!

Our guest this evening is John from the UK. At sixteen, a young Navy serviceman aboard a military vessel in open waters saw something extraordinary that reshaped his view of reality. A silent, glowing, eye-shaped object hovered above the calm sea, detected by radar and verified by scrambled jets. The true shock was a "mental download" he received from the craft, along with other experiences that have shaped John's life.More information on this episode on the podcast website:https://ufochroniclespodcast.com/ep-343-we-werent-alone-on-watch/Hidden Cults (Promo)It is a documentary-style podcast that digs deep into the world's most extreme, elusive, and explosive fringe groups. Listen on all podcast apps: Spotify: https://open.spotify.com/show/4Q0kbgXrdzP0TvIk5xylx1Apple Podcasts: https://podcasts.apple.com/us/podcast/hidden-cults/id1816362029If you enjoy this podcast, please support the show with a virtual coffee:https://ko-fi.com/ufochroniclespodcastFollow and Subscribe on X to get ad free episodesX: https://x.com/UFOchronpodcast/Want to share your encounter on the show?Email: UFOChronicles@gmail.comOr Fill out Guest Form:https://forms.gle/uGQ8PTVRkcjy4nxS7Podcast Merchandise:https://www.teepublic.com/user/ufo-chronicles-podcastHelp Support UFO CHRONICLES by becoming a Patron:https://patreon.com/UFOChroniclespodcastAll Links for Podcast:https://linktr.ee/UFOChroniclesPodcastThank you for listening!Like share and subscribe it really helps me when people share the show on social media, it means we can reach more people and more witnesses and without your amazing support, it wouldn't be possible.Become a supporter of this podcast: https://www.spreaker.com/podcast/ufo-chronicles-podcast--3395068/support.

Our guest this evening is John from the UK. At sixteen, a young Navy serviceman aboard a military vessel in open waters saw something extraordinary that reshaped his view of reality. A silent, glowing, eye-shaped object hovered above the calm sea, detected by radar and verified by scrambled jets. The true shock was a "mental download" he received from the craft, along with other experiences that have shaped John's life.More information on this episode on the podcast website:https://ufochroniclespodcast.com/ep-343-we-werent-alone-on-watch/Hidden Cults (Promo)It is a documentary-style podcast that digs deep into the world's most extreme, elusive, and explosive fringe groups. Listen on all podcast apps: Spotify: https://open.spotify.com/show/4Q0kbgXrdzP0TvIk5xylx1Apple Podcasts: https://podcasts.apple.com/us/podcast/hidden-cults/id1816362029If you enjoy this podcast, please support the show with a virtual coffee:https://ko-fi.com/ufochroniclespodcastFollow and Subscribe on X to get ad free episodesX: https://x.com/UFOchronpodcast/Want to share your encounter on the show?Email: UFOChronicles@gmail.comOr Fill out Guest Form:https://forms.gle/uGQ8PTVRkcjy4nxS7Podcast Merchandise:https://www.teepublic.com/user/ufo-chronicles-podcastHelp Support UFO CHRONICLES by becoming a Patron:https://patreon.com/UFOChroniclespodcastAll Links for Podcast:https://linktr.ee/UFOChroniclesPodcastThank you for listening!Like share and subscribe it really helps me when people share the show on social media, it means we can reach more people and more witnesses and without your amazing support, it wouldn't be possible.Become a supporter of this podcast: https://www.spreaker.com/podcast/ufo-chronicles-podcast--3395068/support.

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In 1795 the Admiralty established the Royal Navy's Hydrography office, which became the world leader in charting the waters of the globe, as ships of the line sailed the oceans, pursuing their traditional enemy, the French. Treacherous waters were navigated with a skill that is quite breathtaking, and laid the groundwork, along with Trafalgar, for a century of domination of the waves. Joining today is historian and Royal Navy veteran Michael Barritt, author of Nelson's Pathfinders, himself a hydrographer, as he explains the growth of the discipline, and how it was used to help the great admirals of the navy including Collingwood and Nelson. Episode Links Nelson's Pathfinders: A Forgotten Story in the Triumph of British Sea Power Michael Barritt on The Battle of Trafalgar Aspects of History Links Latest Issue out - Annual Subscription to Aspects of History Magazine only $9.99/£9.99 Ollie on X Aspects of History on Instagram Get in touch: history@aspectsofhistory.com Learn more about your ad choices. Visit podcastchoices.com/adchoices

07-16-25 The Bizarre File #1856 Roughly 1,500 baby tarantulas found stuffed in boxes meant for chocolate sponge cake after smuggling bust. Sex toy heist at Walmart: man steals adult toys, like vibrators and strokers, along with ice cream from Walmart in Florida’s Pinellas County. Shoppers at a California convenience store called 911 after seeing a teddy bear that appeared to be made from filleted human flesh. It turned out to be a very realistic toy, there was no real human tissue found in the bear. Royal Navy sailor arrested over bomb hoax on nuclear submarine that sent naval base 'into lockdown.' All that and more in the Bizarre File!

Agradece a este podcast tantas horas de entretenimiento y disfruta de episodios exclusivos como éste. ¡Apóyale en iVoox! es el verano de 1940. Tras la caída de Francia y la evacuación de Dunkerque, la Alemania nazi se siente imparable. Hitler, en la cima de su poder, tiene un objetivo claro: invadir Gran Bretaña. La Operación León Marino no era solo un plan, era la materialización de la ambición alemana de someter a la última gran potencia europea que se le oponía. Pero, ¿cómo planeaba Alemania cruzar el Canal de la Mancha y superar la legendaria Royal Navy? ¿Qué factores hicieron que esta monumental operación nunca llegara a ejecutarse? En este episodio, desglosaremos los planes militares alemanes, desde los desafíos logísticos de transportar cientos de miles de soldados y miles de vehículos a través de un canal infestado de minas, hasta las complejas estrategias navales y aéreas que se idearon. Hablaremos del papel crucial de la Luftwaffe en la Batalla de Inglaterra, la contienda aérea que debía allanar el camino para la invasión. Analizaremos cómo la tenaz resistencia británica en el aire, liderada por la Royal Air Force, se convirtió en el primer gran obstáculo insalvable para los planes de Hitler. También exploraremos la preparación británica para defender su isla, desde la movilización civil hasta la construcción de defensas costeras. La Operación León Marino es un fascinante estudio de estrategia, ambición y los límites del poder militar. ¿Fue una fantasía inviable desde el principio, o hubo un momento en que estuvo realmente cerca de convertirse en una terrible realidad? Acompáñanos para descubrir los detalles de una de las invasiones más planeadas, pero nunca ejecutadas, de la historia. Prepara tus auriculares, porque en unos instantes, navegaremos por las aguas turbulentas de la Operación León Marino. ----------------------------------------------------------------------------------------------------------------- Antena Historia te regala 30 días PREMIUM, para que lo disfrutes https://www.ivoox.com/premium?affiliate-code=b4688a50868967db9ca413741a54cea5 ---------------------------------------------------------------------------------------- Produce Antonio Cruz Edita ANTENA HISTORIA Antena Historia (podcast) forma parte del sello iVoox Originals ---------------------------------------------------------------------------------------- web……….https://antenahistoria.com/ YOUTUBE Podcast Antena Historia - YouTube correo..... antenahistoria@gmail.com Facebook…..Antena Historia Podcast | Facebook Twitter…...https://twitter.com/AntenaHistoria Telegram…...https://t.me/foroantenahistoria DONACIONES PAYPAL...... https://paypal.me/ancrume ---------------------------------------------------------------------------------------- ¿QUIERES ANUNCIARTE en ANTENA HISTORIA?, menciones, cuñas publicitarias, programas personalizados, etc. Dirígete a Antena Historia - AdVoices https://advoices.com/antena-historia Escucha el episodio completo en la app de iVoox, o descubre todo el catálogo de iVoox Originals

Before the Spanish Armada threatened England in 1588, an even more dangerous invasion loomed, just across the Channel in France. The Battle of the Solent—470 years ago in July 1545—is chiefly known for the sinking of Henry VIII's beloved warship Mary Rose. But this epic confrontation between the Royal Navy and the French invasion fleet of more than 200 ships and 30,000 troops could have changed England's future. Professor Suzannah Lipscomb is joined by Dr. Dominic Fontana to explore this pivotal moment in Tudor military history and address the still unsolved mystery: why did the Mary Rose sink?MORE:The Sinking of the Mary Rose >The Spanish Armada >Presented by Professor Suzannah Lipscomb. The researcher is Max Wintle, edited and produced by Rob Weinberg. The senior producer is Anne-Marie Luff.All music courtesy of Epidemic Sounds.Not Just the Tudors is a History Hit podcast.Sign up to History Hit for hundreds of hours of original documentaries, with a new release every week and ad-free podcasts. Sign up at https://www.historyhit.com/subscribe. You can take part in our listener survey here: https://insights.historyhit.com/history-hit-podcast-always-on

Skip the Queue is brought to you by Rubber Cheese, a digital agency that builds remarkable systems and websites for attractions that helps them increase their visitor numbers. Your host is Paul Marden.If you like what you hear, you can subscribe on iTunes, Spotify, and all the usual channels by searching Skip the Queue or visit our website SkiptheQueue.fm.If you've enjoyed this podcast, please leave us a five star review, it really helps others find us. And remember to follow us on Twitter  or Bluesky for your chance to win the books that have been mentioned in this podcast.Competition ends on 23rd July 2025. The winner will be contacted via Bluesky. Show references:  Sam Mullins, Trustee at SS Great Britainhttps://www.linkedin.com/in/sammullins/https://www.ssgreatbritain.org/ Transcriptions:  Paul Marden: What an amazing day out here. Welcome to Skip the Queue. The podcast for people working in and working with visitor attractions, I'm your host, Paul Marden, and today you join me for the last episode of the season here in a very sunny and very pleasant Bristol Dockyard. I'm here to visit the SS Great Britain and one of their trustees, Sam Mullins, who until recently, was the CEO of London Transport Museum. And I'm going to be talking to Sam about life after running a big, family friendly Museum in the centre of London, and what comes next, and I'm promising you it's not pipes and the slippers for Sam, he's been very busy with the SSGreat Britain and with other projects that we'll talk a little more about. But for now, I'm going to enjoy poodling across the harbour on boat number five awaiting arrival over at the SS Great Britain. Paul Marden: Is there much to catch in the water here?Sam Mullins: According to some research, there's about 36 different species of fish. They catch a lot of cream. They catch Roach, bullet, bass car. Big carpet there, maybe, yeah, huge carpet there. And then your European great eel is here as well, right? Yeah, massive things by the size of your leg, big heads. It's amazing. It goes to show how receipt your life is. The quality of the water is a lot better now. Paul Marden: Oh yeah, yeah, it's better than it used to be years ago. Thank you very much. All right. Cheers. Have a good day. See you later on. So without further ado, let's head inside. So where should we head? Too fast. Sam Mullins: So we start with the stern of the ship, which is the kind of classic entrance view, you know. Yeah, coming up, I do. I love the shape of this ship as you as you'll see.Paul Marden: So lovely being able to come across the water on the boat and then have this as you're welcome. It's quite a.Sam Mullins: It's a great spot. Isn't it?Paul Marden: Really impactful, isn't it? Sam Mullins:  Because the amazing thing is that it's going this way, is actually in the dry dock, which was built to build it. Paul Marden: That's amazing. Sam Mullins: So it came home. It was clearly meant to be, you know,Paul Marden:  Quite the circular story.Sam Mullins:  Yeah, yeah. Thank you. Paul Marden:  Thank you. Wow. Look at that view.Sam Mullins: So that's your classic view.Paul Marden:  So she's in a dry dock, but there's a little bit of water in there, just to give us an idea of what's going on. Sam Mullins: Well, what's actually going on in here is, preserving the world's first iron ship. So it became clear, after he'd come back from the Falklands, 1970 came back to Bristol, it became clear that the material of the ship was rusting away. And if something wasn't done, there'd be nothing left, nothing left to show. So the innovative solution is based on a little bit of science if you can reduce the relative humidity of the air around the cast iron hull of the ship to around about 20% relative humidity, corrosion stops. Rusting stops. It's in a dry dock. You glaze over the dock at kind of water line, which, as you just noticed, it gives it a really nice setting. It looks like it's floating, yeah, it also it means that you can then control the air underneath. You dry it out, you dehumidify it. Big plant that dries out the air. You keep it at 20% and you keep the ship intact. Paul Marden: It's interesting, isn't it, because you go to Mary Rose, and you go into the ship Hall, and you've got this hermetically sealed environment that you can maintain all of these beautiful Tudor wooden pieces we're outside on a baking hot day. You don't have the benefit of a hermetically sealed building, do you to keep this? Sam Mullins: I guess the outside of the ship is kind of sealed by the paint. That stops the air getting to the bit to the bare metal. We can go down into the trigger, down whilst rise up.Paul Marden:  We're wondering. Sam, yeah, why don't you introduce yourself, tell listeners a little bit about your background. How have we ended up having this conversation today.Sam Mullins: I'm Sam Mullins. I'm a historian. I decided early on that I wanted to be a historian that worked in museums and had an opportunity to kind of share my fascination with the past with museum visitors. So I worked in much Wenlock in Shropshire. I worked created a new museum in market Harbour, a community museum in Leicestershire. I was director of museums in St Albans, based on, you know, great Roman Museum at Verulamium, okay. And ended up at London Transport Museum in the 90s, and was directed there for a long time.Paul Marden: Indeed, indeed. Oh, we are inside now and heading underground.Sam Mullins: And you can hear the thrumming in the background. Is the dehumidification going on. Wow. So we're descending into thevery dry dock.Paul Marden: So we're now under water level. Yes, and the view of the ceiling with the glass roof, which above looked like a lovely little pond, it's just beautiful, isn't it?Sam Mullins: Yes, good. It sets it off both in both directions, really nicely.Paul Marden: So you've transitioned now, you've moved on from the Transport Museum. And I thought that today's episode, we could focus a little bit on what is, what's life like when you've moved on from being the director of a big, famous, influential, family friendly Museum. What comes next? Is it pipe and slippers, or are there lots of things to do? And I think it's the latter, isn't it? Sam Mullins: Yes. Well, you know, I think people retire either, you know, do nothing and play golf, or they build, you know, an interesting portfolio. I wanted to build, you know, something a bit more interesting. And, you know, Paul, there's that kind of strange feeling when you get to retire. And I was retiring from full time executive work, you kind of feel at that point that you've just cracked the job. And at that point, you know, someone gives you, you know, gives you a card and says, "Thank you very much, you've done a lovely job." Kind of, "Off you go." So having the opportunity to deploy some of that long term experience of running a successful Museum in Covent Garden for other organisations was part of that process of transition. I've been writing a book about which I'm sure we'll talk as well that's been kind of full on this year, but I was a trustee here for a number of years before I retired. I think it's really good career development for people to serve on a board to see what it's like, you know, the other side of the board. Paul Marden: I think we'll come back to that in a minute and talk a little bit about how the sausage is made. Yeah, we have to do some icebreaker questions, because I probably get you already. You're ready to start talking, but I'm gonna, I'm just gonna loosen you up a little bit, a couple of easy ones. You're sat in front of the telly, comedy or drama?Sam Mullins: It depends. Probably.Paul Marden: It's not a valid answer. Sam Mullins: Probably, probably drama.Paul Marden: Okay, if you need to talk to somebody, is it a phone call or is it a text message that you'll send?Sam Mullins:  Face to face? Okay, much better. Okay, always better. Paul Marden: Well done. You didn't accept the premise of the question there, did you? Lastly, if you're going to enter a room, would you prefer to have a personal theme tune played every time you enter the room. Or would you like a personal mascot to arrive fully suited behind you in every location you go to?Sam Mullins: I don't know what the second one means, so I go for the first one.Paul Marden: You've not seen a football mascot on watching American football or baseball?Sam Mullins: No, I try and avoid that. I like real sport. I like watching cricket. Paul Marden: They don't do that in cricket. So we are at the business end of the hull of the ship, aren't we? We're next to the propeller. Sam Mullins: We're sitting under the stern. We can still see that lovely, gilded Stern, saying, Great Britain, Bristol, and the windows and the coat of arms across the stern of the ship. Now this, of course, was the biggest ship in the world when built. So not only was it the first, first iron ship of any scale, but it was also third bigger than anything in the Royal Navy at the time. Paul Marden: They talked about that, when we were on the warrior aim the other day, that it was Brunel that was leading the way on what the pinnacle of engineering was like. It was not the Royal Navy who was convinced that it was sail that needed to lead. Sam Mullins: Yeah, Brunel had seen a much smaller, propeller driven vessel tried out, which was being toured around the country. And so they were midway through kind of design of this, when they decided it wasn't going to be a paddle steamer, which its predecessor, the world's first ocean liner, the Great Western. A was a paddle steamer that took you to New York. He decided that, and he announced to the board that he was going to make a ship that was driven by a propeller, which was the first, and this is, this is actually a replica of his patent propeller design. Paul Marden: So, this propeller was, is not the original to the show, okay?Sam Mullins: Later in its career, it had the engines taken out, and it was just a sailing ship. It had a long and interesting career. And for the time it was going to New York and back, and the time it was going to Australia and back, carrying migrants. It was a hybrid, usually. So you use the sails when it was favourable when it wasn't much wind or the wind was against. You use the use the engines. Use the steam engine.Paul Marden: Coming back into fashion again now, isn't it? Sam Mullins: Yeah, hybrid, yeah.Paul Marden: I can see holes in the hull. Was this evident when it was still in the Falklands?Sam Mullins: Yeah, it came to notice in the 60s that, you know, this world's first it was beached at Sparrow Cove in the Falkland Islands. It had lost its use as a wool warehouse, which is which it had been for 30 or 40 years. And a number of maritime historians, you and call it. It was the kind of key one realised that this, you know, extraordinary, important piece of maritime heritage would maybe not last too many war winters at Sparrow cope had a big crack down one side of the hull. It would have probably broken in half, and that would have made any kind of conservation restoration pretty well impossible as it was. It was a pretty amazing trick to put it onto a to put a barge underneath, to raise it up out of the water, and to tow it into Montevideo and then across the Atlantic, you know, 7000 miles, or whatever it is, to Avon mouth. So it's a kind of heroic story from the kind of heroic age of industrial and maritime heritage, actually.Paul Marden: It resonates for me in terms of the Mary Rose in that you've got a small group of very committed people that are looking to rescue this really valuable asset. And they find it and, you know, catch it just in time. Sam Mullins: Absolutely. That was one of the kind of eye openers for me at Mary rose last week, was just to look at the kind of sheer difficulty of doing conventional archaeology underwater for years and years. You know, is it 50,000 dives were made? Some immense number. And similarly, here, you know, lots of people kind of simply forget it, you know, it's never gonna, but a few, stuck to it, you know, formed a group, fund, raised. This is an era, of course, you know, before lottery and all that jazz. When you had to, you had to fundraise from the public to do this, and they managed to raise the money to bring it home, which, of course, is only step one. You then got to conserve this enormous lump of metal so it comes home to the dry dock in which it had been built, and that has a sort of fantastic symmetry, you know about it, which I just love. You know, the dock happened to be vacant, you know, in 1970 when the ship was taken off the pontoon at Avon mouth, just down the river and was towed up the curving Avon river to this dock. It came beneath the Clifton Suspension Bridge, which, of course, was Brunel design, but it was never built in his time. So these amazing pictures of this Hulk, in effect,  coming up the river, towed by tugs and brought into the dock here with 1000s of people you know, surrounding cheering on the sidelines, and a bit like Mary Rose in a big coverage on the BBC.Paul Marden: This is the thing. So I have a very vivid memory of the Mary Rose being lifted, and that yellow of the scaffolding is just permanently etched in my brain about sitting on the carpet in primary school when the TV was rolled out, and it was the only TV in the whole of school that, to me is it's modern history happening. I'm a Somerset boy. I've been coming to Bristol all my life. I wasn't alive when Great Britain came back here. So to me, this feels like ancient history. It's always been in Bristol, because I have no memory of it returning home. It was always just a fixture. So when we were talking the other day and you mentioned it was brought back in the 70s, didn't realise that. Didn't realise that at all. Should we move on? Because I am listening. Gently in the warmth.Sam Mullins: Let's move around this side of the as you can see, the dry dock is not entirely dry, no, but nearly.Paul Marden: So, you're trustee here at SS Great Britain. What does that mean? What do you do?Sam Mullins: Well, the board, Board of Trustees is responsible for the governance of the charity. We employ the executives, the paid team here. We work with them to develop the kind of strategy, financial plan, to deliver that strategy, and we kind of hold them as executives to account, to deliver on that.Paul Marden: It's been a period of change for you, hasn't it? Just recently, you've got a new CEO coming to the first anniversary, or just past his first anniversary. It's been in place a little while.Sam Mullins: So in the last two years, we've had a, we've recruited a new chairman, new chief executive, pretty much a whole new leadership team.One more starting next month, right? Actually, we're in July this month, so, yeah, it's been, you know, organisations are like that. They can be very, you know, static for some time, and then suddenly a kind of big turnover. And people, you know, people move.Paul Marden: So we're walking through what is a curved part of the dry dock now. So this is becoming interesting underfoot, isn't it?Sam Mullins: This is built in 1839 by the Great Western Steamship Company to build a sister ship to the Great Western which was their first vessel built for the Atlantic run to New York. As it happens, they were going to build a similar size vessel, but Brunel had other ideas, always pushing the edges one way or another as an engineer.Paul Marden: The keel is wood. Is it all wood? Or is this some sort of?Sam Mullins: No, this is just like, it's sort of sacrificial.So that you know when, if it does run up against ground or whatever, you don't actually damage the iron keel.Paul Marden: Right. Okay, so there's lots happening for the museum and the trust. You've just had a big injection of cash, haven't you, to do some interesting things. So there was a press release a couple of weeks ago, about a million pound of investment. Did you go and find that down the back of the sofa? How do you generate that kind of investment in the charity?Sam Mullins: Unusually, I think that trust that's put the bulk of that money and came came to us. I think they were looking to do something to mark their kind of, I think to mark their wind up. And so that was quite fortuitous, because, as you know at the moment, you know, fundraising is is difficult. It's tough. Paul Marden: That's the understatement of the year, isn't it?Sam Mullins: And with a new team here and the New World post COVID, less, less visitors, income harder to gain from. Pretty well, you know, all sources, it's important to keep the site kind of fresh and interesting. You know, the ship has been here since 1970 it's become, it's part of Bristol. Wherever you go in Bristol, Brunel is, you know, kind of the brand, and yet many Bristolians think they've seen all this, and don't need, you know, don't need to come back again. So keeping the site fresh, keeping the ideas moving on, are really important. So we've got the dockyard museum just on the top there, and that's the object for fundraising at the moment, and that will open in July next year as an account of the building of the ship and its importance. Paul Marden: Indeed, that's interesting. Related to that, we know that trusts, trusts and grants income really tough to get. Everybody's fighting for a diminishing pot income from Ace or from government sources is also tough to find. At the moment, we're living off of budgets that haven't changed for 10 years, if we're lucky. Yeah, for many people, finding a commercial route is the answer for their museum. And that was something that you did quite successfully, wasn't it, at the Transport Museum was to bring commercial ideas without sacrificing the integrity of the museum. Yeah. How do you do that?Sam Mullins: Well, the business of being an independent Museum, I mean, LTM is a to all sets of purposes, an independent Museum. Yes, 81% of its funding itself is self generated. Paul Marden: Is it really? Yeah, yeah. I know. I would have thought the grant that you would get from London Transport might have been bigger than that.  Sam Mullins: The grant used to be much bigger proportion, but it's got smaller and smaller. That's quite deliberate. Are, you know, the more you can stand on your own two feet, the more you can actually decide which direction you're going to take those feet in. Yeah. So there's this whole raft of museums, which, you know, across the UK, which are independently governed, who get all but nothing from central government. They might do a lottery grant. Yes, once in a while, they might get some NPO funding from Ace, but it's a tiny part, you know, of the whole. And this ship, SS Great Britain is a classic, you know, example of that. So what do you do in those circumstances? You look at your assets and you you try and monetise them. That's what we did at London Transport Museum. So the museum moved to Covent Garden in 1980 because it was a far sighted move. Michael Robbins, who was on the board at the time, recognised that they should take the museum from Scion Park, which is right on the west edge, into town where people were going to be, rather than trying to drag people out to the edge of London. So we've got that fantastic location, in effect, a high street shop. So retail works really well, you know, at Covent Garden.Paul Marden: Yeah, I know. I'm a sucker for a bit of moquette design.Sam Mullins: We all love it, which is just great. So the museum developed, you know, a lot of expertise in creating products and merchandising it. We've looked at the relationship with Transport for London, and we monetised that by looking at TFL supply chain and encouraging that supply chain to support the museum. So it is possible to get the TFL commissioner to stand up at a corporate members evening and say, you know, you all do terribly well out of our contract, we'd like you to support the museum as well, please. So the corporate membership scheme at Transport Museum is bigger than any other UK museum by value, really, 60, 65 members,. So that was, you know, that that was important, another way of looking at your assets, you know, what you've got. Sometimes you're talking about monetising relationships. Sometimes it's about, you know, stuff, assets, yeah. And then in we began to run a bit short of money in the kind of middle of the teens, and we did an experimental opening of the Aldwych disused tube station on the strand, and we're amazed at the demand for tickets.Paul Marden: Really, it was that much of a surprise for you. And we all can talk. Sam Mullins: We had been doing, we've been doing some guided tours there in a sort of, slightly in a one off kind of way, for some time. And we started to kind of think, well, look, maybe should we carry on it? Paul Marden: You've got the audience that's interested.Sam Mullins: And we've got the access through TFL which, you know, took a lot of work to to convince them we weren't going to, you know, take loads of people underground and lose them or that they jump out, you know, on the Piccadilly line in the middle of the service, or something. So hidden London is the kind of another really nice way where the museum's looked at its kind of assets and it's monetised. And I don't know what this I don't know what this year is, but I think there are now tours run at 10 different sites at different times. It's worth about half a million clear to them to the museum.Paul Marden: It's amazing, and they're such brilliant events. So they've now opened up for younger kids to go. So I took my daughter and one of her friends, and they were a little bit scared when the lights got turned off at one point, but we had a whale of a time going and learning about the history of the tube, the history of the tube during the war. It was such an interesting, accessible way to get to get them interested in stuff. It was brilliant.Sam Mullins: No, it's a great programme, and it was doing well before COVID, we went into lockdown, and within three weeks, Chris Nix and the team had started to do kind of zoom virtual tours. We all are stuck at home looking at our screens and those hidden London hangouts the audience kind of gradually built yesterday TV followed with secrets of London Underground, which did four series of. Hidden London book has sold 25,000 copies in hardback, another one to come out next year, maybe.Paul Marden: And all of this is in service of the museum. So it's almost as if you're opening the museum up to the whole of London, aren't you, and making all of that space you're you. Museum where you can do things.Sam Mullins: Yeah. And, of course, the great thing about hidden London programme is it's a bit like a theatre production. We would get access to a particular site for a month or six weeks. You'd sell the tickets, you know, like mad for that venue. And then the run came to an end, and you have to, you know, the caravan moves on, and we go to, you know, go to go to a different stations. So in a sense, often it's quite hard to get people to go to an attraction unless they've got visitors staying or whatever. But actually, if there's a time limit, you just kind of have to do it, you know.Paul Marden: Yeah, absolutely. Everybody loves a little bit of scarcity, don't they? Sam Mullins: Should we go up on the deck? Paul Marden: That sounds like fun to me.Sam Mullins: Work our way through.Paul Marden: So Hidden London was one of the angles in order to make the museum more commercially sound. What are you taking from your time at LTM and bringing to the party here at the SS Great Britain?Sam Mullins: Well, asking similar, you know, range of questions really, about what assets do we have? Which of those are, can be, can be monetised in support of the charity? Got here, Paul, so we're, we've got the same mix as lots of middle sized museums here. There's a it's a shop, paid admission, hospitality events in the evening, cafe. You know that mix, what museums then need to do is kind of go, you know, go beyond that, really, and look at their estate or their intellectual property, or the kind of experiences they can offer, and work out whether some of that is monetisable.Paul Marden: Right? And you mentioned before that Brunel is kind of, he's the mascot of Bristol. Almost, everything in Bristol focuses on Brunel. Is there an opportunity for you to collaborate with other Brunel themed sites, the bridge or?Sam Mullins: Yeah. Well, I think probably the opportunity is to collaborate with other Bristol attractions. Because Bristol needs to. Bristol's having a hard time since COVID numbers here are nowhere near what they were pre COVID So, and I think it's the same in the city, across the city. So Andrew chief executive, is talking to other people in the city about how we can share programs, share marketing, that kind of approach.Paul Marden: Making the docks a destination, you know, you've got We the Curious. Where I was this morning, having coffee with a friend and having a mooch around. Yeah, talking about science and technology, there must be things that you can cross over. This was this war. This feels like history, but it wasn't when it was built, was it? It was absolutely the cutting edge of science and technology.Sam Mullins: Absolutely, and well, almost beyond, you know, he was Brunel was pushing, pushing what could be done. It is the biggest ship. And it's hard to think of it now, because, you know, you and I can walk from one end to the other in no time. But it was the biggest ship in the world by, you know, some way, when it was launched in 1845 so this was a bit like the Great Western Railway. It was cutting edge, cutting edge at the time, as we were talking about below. It had a propeller, radical stuff. It's got the bell, too,Paul Marden: When we were on, was it Warrior that we were on last week at the AIM conference for the first. And warrior had a propeller, but it was capable of being lifted, because the Admiralty wasn't convinced that this new fangled propeller nonsense, and they thought sail was going to lead. Sam Mullins: Yeah. Well, this ship had, you could lift a you could lift a propeller, because otherwise the propeller is a drag in the water if it's not turning over. So in its earlier configurations, it was a, it was that sort of a hybrid, where you could lift the propeller out the way, right, set full sail.Paul Marden:  Right, and, yeah, it's just, it's very pleasant out here today, isn't it? Lovely breeze compared to what it's been like the last few days. Sam Mullins: Deck has just been replaced over the winter. Paul Marden:  Oh, has it really. So say, have you got the original underneathSam Mullins: The original was little long, long gone. So what we have replaced was the deck that was put on in the in the 70s when the ship came back.Paul Marden: Right? You were talking earlier on about the cafe being one of the assets. You've done quite a lot of work recently, haven't you with the team at Elior to refurbish the cafe? What's the plan around that?Sam Mullins: Yeah, we're doing a big reinvestment. You always need to keep the offer fresh anyway, but it was time to reinvest. So the idea is to use that fantastic space on the edge of the dock. It's not very far down to where the floating harbour is really well populated with kind of restaurants and bars and an offer, we're just that 200 meters further along the dock. So perhaps to create an offer here that draws people up here, whether they visit the ship, you know, or not. So it's money, it's monetising your assets. So one of the great assets is this fabulous location on the on the dockside. So with early or we're reinvesting in the restaurant, it's going to go in the auto into after some trial openings and things, Paul, you know, it's going to have an evening offer as well as a daytime offer. And then it's been designed so the lights can go down in the evening. It becomes, you know, an evening place, rather than the museum's all day cafe, yes, and the offer, and obviously in the evenings would similarly change. And I think our ambition is that you should, you should choose this as the place to go out in the evening. Really, it's a great spot. It's a lovely, warm evening. We're going to walk along the dockside. I've booked a table and in the boardwalk, which is what we're calling it. And as you pay the bill, you notice that actually, this is associated with Asus, Great Britain. So, you know, the profit from tonight goes to help the charity, rather than it's the museum cafe. So that's the,Paul Marden: That's the pitch.Sam Mullins: That's the pitch in which we're working with our catering partners, Eli, or to deliver.Paul Marden: Andrew, your CEO and Claire from Eli, or have both kindly said that I can come back in a couple of months time and have a conversation about the restaurant. And I think it would be rude to turn them down, wouldn't it?Sam Mullins: I think you should test the menu really fully.Paul Marden: I will do my best. It's a tough job that I have. Sam Mullins: Somebody has to do this work. Paul Marden: I know, talking of tough jobs, the other thing that I saw when I was looking at the website earlier on was a press release talking about six o'clock gin as being a a partnership that you're investigating, because every museum needs its own tipple, doesn't it?Sam Mullins: Absolutely And what, you know, I think it's, I think what people want when they go to an attraction is they, they also want something of the offer to be locally sourced, completely, six o'clock gym, you know, Bristol, Bristol beers. You can't always do it, but I think, I think it's where you've got the opportunity. And Bristol's a bit of a foodie centre. There's quite a lot going on here in that respect. So, yes, of course, the museum ought to be ought to be doing that too.Paul Marden: I was very kindly invited to Big Pit over in the Welsh Valleys about 8 or 12 weeks ago for the launch, relaunch of their gift shop offering. And absolutely, at the core of what they were trying to do was because it's run by Museums Wales, they found that all of their gift shops were just a bland average of what you could get at any of the museums. None of them spoke of the individual place. So if you went to big pit, the gift shop looked the same as if you were in the centre of Cardiff, whereas now when you go you see things that are naturally of Big Pit and the surrounding areas. And I think that's so important to create a gift shop which has things that is affordable to everybody, but at the same time authentic and genuinely interesting.Sam Mullins: Yeah, I'm sure that's right. And you know I'm saying for you is for me, when I when I go somewhere, you want to come away with something, don't you? Yes, you know, you're a National Trust member and you haven't had to pay anything to get in. But you think I should be supporting the cause, you know, I want to go into that shop and then I want to, I want to buy some of the plants for my garden I just seen, you know, on the estate outside. Or I want to come away with a six o'clock gin or, you know, whatever it might be, there's and I think, I think you're more likely to buy if it's something that you know has engaged you, it's part of that story that's engaged you, right, while you're here. That's why everyone buys a guidebook and reads it afterwards.Paul Marden: Yeah, it's a reminder, isn't it, the enjoyable time that you've had? Yeah, I'm enjoying myself up on the top deck. Sam Mullins:  But should we go downstairs? The bow is a great view. Oh, let's do that. I think we might. Let's just work our way down through.Paul Marden: Take a sniff. Could you travel with these smelly passengers? Oh, no, I don't think I want to smell what it's like to be a cow on board shit. Sam Mullins: Fresh milk. Just mind yourself on these companion, ways are very steep now. This is probably where I get completely lost.Paul Marden: You know what we need? We need a very good volunteer. Don't we tell a volunteer story? COVID in the kitchen. Wow. Sam Mullins: The Gabby.Paul Marden: Generous use of scent. Sam Mullins: Yeah, food laid out pretty much based on what we know was consumed on the ship. One of the great things about the ship is people kept diaries. A lot of people kept diaries, and many have survived, right? You know exactly what it was like to be in first class or in steerage down the back.Paul Marden: And so what was the ship used for? Sam Mullins: Well, it was used, it was going to be an ocean liner right from here to New York, and it was more like the Concord of its day. It was essentially first class and second class. And then it has a founders on a bay in Northern Ireland. It's rescued, fitted out again, and then the opportunity comes take people to Australia. The Gold Rush in the 1850s. Migration to Australia becomes the big kind of business opportunity for the ships. Ships new owners. So there's more people on board that used to it applies to and fro to Australia a number of times 30 odd, 40 times. And it takes, takes passengers. It takes goods. It does bring back, brings back gold from because people were there for the gold rush. They were bringing their earnings, you know, back with them. It also brings mail, and, you know, other. Kind of car goes wool was a big cargo from. Paul Marden: Say, people down and assets back up again.Sam Mullins: People both directions. Paul Marden: Okay, yeah. How long was it taking?Sam Mullins: Well, a good trip. I think it did it in 50 odd days. Bit slower was 60 odd. And the food was like this. So it was steerage. It was probably a bit more basic. Paul Marden: Yeah, yes, I can imagine. Sam Mullins: I think we might. Here's the engines. Let's do the engines well.Paul Marden: Yes. So now we're in the engine room and, oh, it's daylight lit, actually. So you're not down in the darkest of depths, but the propeller shaft and all of the mechanism is it runs full length, full height of the ship.Sam Mullins: Yeah, it runs off from here, back to the propeller that we're looking at. Okay, down there a guy's stoking the boilers, putting coal into into the boilers, 24 hour seven, when the engines are running. Paul Marden: Yes, that's going to be a tough job, isn't it? Yeah, coal is stored in particular locations. Because that was something I learned from warrior, was the importance of making sure that you had the coal taken in the correct places, so that you didn't unbalance the ship. I mean,Sam Mullins: You right. I mean loading the ship generally had to be done really carefully so, you know, sort of balanced out and so forth. Coal is tends to be pretty low down for yes, for obvious reasons.Paul Marden: So let's talk a little bit about being a trustee. We're both trustees of charities. I was talking to somebody last week who been in the sector for a number of years, mid career, interested in becoming a trustee as a career development opportunity. What's the point of being a trustee? What's the point of the trustees to the CEO, and what's the benefit to the trustees themselves? Sam Mullins: Well, let's do that in order for someone in the mid part of their career, presumably looking to assume some kind of leadership role. At some point they're going to be dealing with a board, aren't they? Yes, they might even be doing, you know, occasional reporting to a board at that at their current role, but they certainly will be if they want to be chief executive. So getting some experience on the other side of the table to feel what it's like to be a trustee dealing with chief executive. I think he's immensely useful. I always recommended it to to my gang at the Transport Museum, and they've all been on boards of one sort or another as part of their career development.Sam Mullins: For the chief executive. What's the benefit? Well, the board, I mean, very directly, hold the chief executive to account. Yes, are you doing what we asked you to do? But also the wise chief executive recruits a board that's going to be helpful in some way or another. It's not just there to catch them out. Yeah, it's it's there to bring their experience from business, from IT, from marketing, from other museums into the business of running the place. So here we've got a range of Trustees. We've been we've recruited five or six in the last couple of years qquite deliberately to we know that a diverse board is a good board, and that's diverse in the sense not just a background, but of education, retired, still, still at work, young, old, male, female, you know, you name in.Paul Marden: In all of the directionsSam Mullins:  Yeah. So a diverse board makes better decisions than one that just does group think all the time. It's, you know, it's a truism, isn't it? I think we all kind of, we all understand and understand that now and then, for the trustee, you know, for me, I particularly last couple of years, when the organization has been through huge changes, it's been really interesting to deploy my prior experience, particularly in governance, because governance is what it all comes down to in an organisation. You do learn over the course of your career to deploy that on behalf, you know, this is a great organisation, the story of Brunel and the ship and and, you know, his influence on the railways. And I travel down on the Great Western railways, yeah, the influence of Brunel is, you know, is enormous. It's a fantastic story. It's inspiring. So who wouldn't want to join? You know what in 2005 was the Museum of the year? Yes, I think we'll just go back there where we came. Otherwise, I never found my way.Paul Marden: Back through the kitchen. Sam Mullins: Back through the kitchen. It looks like stew is on the menu tonight. You've seen me at the mobile the rat.Paul Marden: And also the cat up on the shelf. He's not paying a lot of attention to the ratSam Mullins: Back on deck. Paul Marden: Wonderful. Yeah. So the other great endeavor that you've embarked on is writing, writing a book. Tell us a little bit about the book.Sam Mullins: Yeah, I've written a history of transport in London and its influence on London since 2000 since the mayoralty, elected mayoralty was, was started, you know, I was very lucky when I was running the museum where I had kind of one foot in TfL and one foot out. I knew lots of people. I was there for a long time, yes, so it was, it was easy to interview about 70 of them.Paul Marden: Right? I guess you've built trust levels, haven't you? Yeah, I don't mean that you don't look like a journalist walking in from the outside with an ax to grind. Sam Mullins: And I'm not going to kind of screw them to the Evening Standard, you know, tomorrow. So it's a book based on interviews, oral reminiscences. It's very much their story. So it's big chunks of their accounts of, you know, the big events in London. So what was it like to be in the network control room on the seventh of July, 2005 when the bombs went off? What was it like to be looking out for congestion charge the day it started? Yep. What was it like to kind of manage the Olympics?Paul Marden: You know? So you're mentioning these things. And so I was 10 years at British Airways. I was an IT project manager, but as well, I was a member of the emergency planning team. Yeah. So I got involved in the response to September the 11th. I got involved in some of the engagement around seven, seven, there's seminal moments, and I can, I can vividly remember myself being there at that time. But similarly, I can remember being there when we won the Olympics, and we were all sat in the staff canteen waiting to hear whether we'd won the Olympics, and the roar that erupted. There's so many of those things that have happened in the last 25 years where, you know, you've got, it's recent history, but it's real interesting events that have occurred that you can tell stories of.Sam Mullins: Yeah. So what I wanted to get in the book was a kind of sense of what it was like to be, really at the heart of those, those stories. And there are, you know, there are, there are people in TfL who made those big things happen? Yes, it's not a big, clumsy bureaucracy. It's a place where really innovative leadership was being exercised all the way through that 25 years. Yes, so it runs up to COVID, and what was it like when COVID struck? So the book's called Every Journey Matters, and it comes out in November.Paul Marden: Amazing, amazing. So we have, we've left the insides of the ship, and we are now under, what's this part of the ship? Sam Mullins: We're under the bow. There we go, and a bow spread that gets above our heads. So again, you've got this great, hulking, cast iron, black hull, beautifully shaped at the bow. Look the way it kind of tapers in and it tapers in and out.Paul Marden: It's a very three dimensional, isn't it? The curve is, is in every direction. Sam Mullins: Yeah,it's a great, great shape. So it's my sort of, I think it's my favourite spot. I like coming to look at this, because this is the kind of, this is the business, yeah, of the ship.Paul Marden: What have we got running along the front here? These these images in in gold.Sam Mullins: This is a figurehead with Victoria's Coat of Arms only sua Kim Ali points on top with it, with a lion and a unicorn.Paul Marden: It's a really, it's not a view that many people would have ever seen, but it is such an impressive view here looking up, yeah, very, very cool. And to stand here on the on the edge of the dry dock. Sam Mullins: Dry Docks in to our right, and the floating harbor is out to our left. Yeah.Paul Marden: And much going on on that it's busy today, isn't it? Sam Mullins: Yeah, it's good. Paul Marden: So we've done full loop, haven't we? I mean, it has been a whistle stop tour that you've taken me on, but I've loved every moment of this. We always ask our guests a difficult question. Well, for some it's a difficult question, a book recommendation, which, as we agreed over lunch, cannot be your own book. I don't think, I think it's a little unfair Sam Mullins: Or anything I've ever written before.Paul Marden: Yes, slightly self serving, but yeah.Sam Mullins: It would be, wouldn't it look the first thing that comes to mind is, I've actually been reading my way through Mick Herron's Slow Horses series, okay, which I'm a big fan of detective fiction. I love Ian Rankin's Rebus. Okay, I read through Rebus endlessly when I want something just to escape into the sloughhouse series Slow Horses is really good, and the books all have a sort of similar kind of momentum to them. Something weird happens in the first few chapters, which seems very inconsequential and. Suddenly it turns into this kind of roller coaster. Will they? Won't they? You know, ending, which is just great. So I recommend Mick Herron's series. That's that's been the best, not best, fiction I've read in a long time.Paul Marden: You know, I think there's something, there's something nice, something comforting, about reading a series of books where the way the book is structured is very similar. You can, you can sit down and you know what's going to happen, but, but there's something interesting, and it's, it's easy. Sam Mullins: It's like putting on a pair of old slippers. Oh, I'm comfortable with this. Just lead me along. You know, that's what, that's what I want. I enjoy that immensely.Paul Marden: And should we be? Should we be inviting our listeners to the first book in the series, or do they need to start once, once he's got his, got his, found his way? Sam Mullins: Well, some people would have seen the television adaptation already. Well, that will have spoilt the book for them. Gary Oldman is Jackson lamb, who's the lead character, okay, but if you haven't, or you just like a damn good read, then you start with the first one, which I think is called Sloughhouse. They're all self contained, but you can work your way through them. Paul Marden: Well, that sounds very good. So listeners, if you'd like a copy of Sam's book, not Sam's book, Sam's book recommendation, then head over to Bluesky and repost the show notice and say, I want a copy of Sam's book, and the first one of you lovely listeners that does that will get a copy sent to you by Wenalyn. Sam This has been delightful. I hope listeners have enjoyed this as much as I have. This is our first time having a @skipthequeue in real life, where we wandered around the attraction itself and hopefully narrated our way bringing this amazing attraction to life. I've really enjoyed it. I can now say that as a West Country lad, I have actually been to the SS Great Britain. Last thing to say for visitor, for listeners, we are currently midway through the Rubber Cheese Annual Survey of visitor attraction websites. Paul Marden: If you look after an attraction website and you'd like to share some information about what you do, we are gathering all of that data together to produce a report that helps people to understand what good looks like for an attraction website. This is our fourth year. Listeners that are interested, head over to RubberCheese.com/survey, and you can find out a little bit more about the survey and some of the some of the findings from the past and what we're looking for for this year. Sam, thank you so very much.Sam Mullins: Enjoyed it too. It's always good to rabbit on about what you do every day of the week, and being here and part of this really great organisation is huge privilege.Paul Marden: Thanks for listening to Skip the Queue. If you've enjoyed this podcast, please leave us a five star review. It really helps others to find us. Skip The Queue is brought to you by Rubber Cheese, a digital agency that builds remarkable systems and websites for attractions that helps them to increase their visitor numbers. You can find show notes and transcripts from this episode and more over on our website, skipthequeue fm. The 2025 Visitor Attraction Website Survey is now LIVE! Dive into groundbreaking benchmarks for the industryGain a better understanding of how to achieve the highest conversion ratesExplore the "why" behind visitor attraction site performanceLearn the impact of website optimisation and visitor engagement on conversion ratesUncover key steps to enhance user experience for greater conversionsTake the Rubber Cheese Visitor Attraction Website Survey Report

At the outbreak of war in 1914, most still believed that the key sea battles would be fought above the waves. But beneath the surface, a revolution was beginning. Germany's U-boats, small, cramped but lethal, would soon challenge the mighty Royal Navy and the rules of war itself. From prize law to the sinking of the Lusitania, this episode charts the U-boat's rise - and the controversy it left in its wake. Join Our Community: ⁠⁠⁠⁠https://not-so-quiet.com/⁠⁠⁠⁠ Use our code: Dugout and get one month free as a Captain. Support via Paypal:⁠⁠⁠⁠ https://battleguide.co.uk/nsq-paypal⁠⁠⁠⁠ Do you like our podcast? Then please leave us a review, it helps us a lot! E-Mail: ⁠nsq@battleguide.co.uk⁠ Battle Guide YouTube Channel:⁠⁠⁠⁠ https://www.youtube.com/@BattleGuideVT⁠⁠⁠⁠ Our WW2 Podcast:⁠⁠⁠⁠ https://battleguide.co.uk/bsow⁠⁠⁠⁠ If you want to keep your finger on the pulse of what the team at Battle Guide have been getting up to, why not sign up to our monthly newsletter:⁠⁠⁠⁠ ⁠https://battleguide.co.uk/newsletter⁠⁠⁠⁠ Twitter: @historian1914 @DanHillHistory @BattleguideVT Credits: - Host: Dr. Spencer Jones & Dan Hill - Production: Linus Klaßen - Editing: Hunter Christensen & Linus Klaßen Learn more about your ad choices. Visit megaphone.fm/adchoices

Morse code transcription: vvv vvv Oasis sounding huge as comeback tour launches Zambia elephant attack kills British and New Zealand tourists The curious case of the Royal Navy jet stuck in India Keir Starmer told me hed met every challenge. But things look bad right now very bad Katy Perry and Orlando Bloom split six years after engagement Gaza aid contractor tells BBC he saw colleagues fire on hungry Palestinians Zarah Sultana quits Labour to start new party with Jeremy Corbyn Kyiv hit by barrage of drone strikes as Putin spurns Trumps truce bid Home Office unaware if foreign workers leave UK after visas end, MPs say The illegal cigarettes trade in the UK signals a deeper problem

Morse code transcription: vvv vvv Home Office unaware if foreign workers leave UK after visas end, MPs say The curious case of the Royal Navy jet stuck in India Zarah Sultana quits Labour to start new party with Jeremy Corbyn Katy Perry and Orlando Bloom split six years after engagement Oasis sounding huge as comeback tour launches Gaza aid contractor tells BBC he saw colleagues fire on hungry Palestinians Zambia elephant attack kills British and New Zealand tourists The illegal cigarettes trade in the UK signals a deeper problem Kyiv hit by barrage of drone strikes as Putin spurns Trumps truce bid Keir Starmer told me hed met every challenge. But things look bad right now very bad

Morse code transcription: vvv vvv The illegal cigarettes trade in the UK signals a deeper problem Gaza aid contractor tells BBC he saw colleagues fire on hungry Palestinians Zambia elephant attack kills British and New Zealand tourists Zarah Sultana quits Labour to start new party with Jeremy Corbyn Home Office unaware if foreign workers leave UK after visas end, MPs say Oasis sounding huge as comeback tour launches Keir Starmer told me hed met every challenge. But things look bad right now very bad Kyiv hit by barrage of drone strikes as Putin spurns Trumps truce bid The curious case of the Royal Navy jet stuck in India Katy Perry and Orlando Bloom split six years after engagement

Last week, the Pentagon unveiled a jaw-dropping $47.3 billion plan to supercharge its fleet with 19 brand-new battleships. That's right—nineteen. Up from a paltry five last year. And let's not kid ourselves: this isn't just about flexing maritime muscle, it's a direct message to China—loud and clear.Enter Commander Tom Sharpe, a man who's not only been there and done it, but practically wrote the manual. A retired Royal Navy heavyweight who's commanded four warships and earned an OBE for saving HMS Endurance from a catastrophic flood, Sharpe joins us to tear into what this seismic shift really means.Are we gearing up for World War Sea? Has the age of battleship brinkmanship returned? Expect sharp analysis, no-nonsense truth bombs, and a few jaw-dropping tales from the frontlines of naval warfare.https://linktr.ee/BattleLinesContact us with feedback or ideas:battlelines@telegraph.co.uk @venetiarainey@RolandOliphant Hosted on Acast. See acast.com/privacy for more information.

The Mystery of Royal Navy F-35 in Kerala | Fighter Aircraft vs Missiles | Group Capt Dr MJA Vinod

Morse code transcription: vvv vvv Reeves tearful moment raises big questions at top of Labour PM says new plan will fundamentally rewire the NHS Search teams find boys body in the River Waveney in Beccles Tibet is silent as Dalai Lama turns 90, BBC finds Dramatic moment Sean Diddy Combs fell to his knees after learning his fate Sean Diddy Combs Secret world revealed in voice notes and videos Scorching European heatwave turns deadly in Spain and France Rachel Reeves going nowhere, says No 10 after Commons tears County Durham women fall ill as fake Botox beautician apologises Former head of Royal Navy sacked over behaviour

Morse code transcription: vvv vvv Former head of Royal Navy sacked over behaviour Tibet is silent as Dalai Lama turns 90, BBC finds Scorching European heatwave turns deadly in Spain and France County Durham women fall ill as fake Botox beautician apologises Sean Diddy Combs Secret world revealed in voice notes and videos Reeves tearful moment raises big questions at top of Labour PM says new plan will fundamentally rewire the NHS Search teams find boys body in the River Waveney in Beccles Dramatic moment Sean Diddy Combs fell to his knees after learning his fate Rachel Reeves going nowhere, says No 10 after Commons tears

This episode forms part of a new strand of our podcast: Seapower Past and Present which explores seapower as it is understood and practised in the modern world whilst offering a historical perspective on the themes we explore. Each episode is chosen according to a theme or a location – a hotspot in the modern world where seapower has a major influence on geopolitics. So if you enjoy this episode do please seek out others in this strand – you will shortly be able to find episodes on economic warfare, critical national infrastructure, how technology is changing the nature of warfare at sea; and on hugely significant locations in the modern maritime world – the Black Sea, South China Sea, Middle East and Arctic.To make this series come alive we've teamed up with the Royal Navy Strategic Studies centre. In each episode you will hear from at least one historian and from at least one practitioner, a member of the armed forces who has direct first hand, personal experience of the topic being discussed.This episode explores the relationship between technology and sea power. In an age in which we read in the news about unmanned drones attacking warships at sea and the threat of hypersonic missiles it is particular important that we get to grips with the changes that are happening in our modern world and the historical pathway that has got us to this point.To find out more Dr Sam Willis spoke with Lieutenant Commander Kit Perry, a serving officer in the Royal Navy who is also studying for a PhD at King's College in London. Kit's expertise lies in how new weapon systems, which are underpinned by different types of technological advancements, will change naval warfare. We also hear fromAndrew Lambert, Laughton Professor of Naval History in the Department of War Studies at King's College and recent recipient of the Hattendorf Prize for Distinguished Original Research in Maritime History. As an example of technology dramatically altering naval warfare Andrew explores the development of precision fire on board HMS Excellent in 1850. Hosted on Acast. See acast.com/privacy for more information.

June 2025 In May 1945 the Royal Navy fought its last surface action against the Japanese fleet, sinking the cruiser Haguro in the Mallaca Strait, off the coast of Malaya. The successful location of the enemy ship was the result of signals intelligence. It was also a product of the sophisticated network built up by Britain, the USA and Australia after 1943 to intercept, decipher and distribute intelligence around the Pacific and Indian Oceans. In this ‘It Happened Here' episode, we are joined by Bletchley Park's Research Historian Dr David Kenyon to discuss the role of the Codebreakers in this milestone on the road to ultimate victory over Japan in 1945. This episode features Veteran Edward Simpson from our Oral History archive. Our thanks go to Dr Ben Thompson and Owen Moogan for voicing our historical documents. Image: Public Domain #BPark, #Bletchleypark, #WW2, #Enigma,

We look more closely at the ship that will be taking Cook and his crew into the Pacific for his first voyage, such as how she was acquired by the Royal Navy, her overall physical characteristics and how she was modified to be fit for this expedition.Check out the website and shownotes!Become a Patron! Hosted on Acast. See acast.com/privacy for more information.

This episode forms part of a new strand of our podcast: Seapower Past and Present which explores seapower as it is understood and practised in the modern world whilst offering a historical perspective on the themes we explore. Each episode is chosen according to a theme or a location – a hotspot in the modern world where seapower has a major influence on geopolitics. So if you enjoy this episode do please seek out others in this strand – you will shortly be able to find episodes on economic warfare, critical national infrastructure, how technology is changing the nature of warfare at sea; and on hugely significant locations in the modern maritime world – the Black Sea, South China Sea, Middle East and Arctic.To make this series come alive we've teamed up with the Royal Navy Strategic Studies Centre. In each episode you will hear from at least one historian and from at least one practitioner, a member of the armed forces who has direct first hand, personal experience of the topic being discussed.For this episode our host Dr Sam Willis is joined by Dr Ziya Meral Senior Associate Fellow of the Royal United Services Institute and lecturer at the International oriental studies. He is an expert on global trends shaping defence and security, climate change and security, Turkey and Middle Eastern countries, and intersection of religion with global affairs. The second guest in this episode is Commander Edward Black of the Royal Navy. He is the First Sea Lord's Visiting Fellow at Royal United Services. As a Mine Clearance Diving Officer Commander Black has served extensively abroad including Operational Tours in Afghanistan and Bahrain; Loan Service with the Royal Navy of Oman; as Defence Attaché in Mali and Deputy Defence Advisor in Kenya. Hosted on Acast. See acast.com/privacy for more information.

From abandoned palaces to Revolutionary executions, this Q&A dives into five gripping questions from the community! Why didn't Louis XVI flee during the October Days of 1789? What became of Versailles after the royal family moved to Paris? Why didn't the Royal Navy intervene during the 1793 Siege of Dunkirk? Were there more “polite” versions of Republican marriages and baptisms? Why did the Jacobins bother with the show trials of 1793? What was the purpose behind prosecuting the Girondins and Marie Antoinette? Submit Your Questions! Keen to have your questions answered? Either post them on Patreon or submit a question in the community chat on Discord! As always, thank you for your support of the show! The Grey History Community Help keep Grey History on the air! Every revolution needs its supporters, and we need you! With an ad-free feed, a community discord, and tonnes of exclusive bonus content, you're missing out! Do your part for as little as half a cup of coffee per episode! It's the best value on the internet, with the best people too! ⁠⁠Join Now And Support the Show⁠⁠ ⁠⁠Make a one-off donation⁠⁠ Early Access Don't wait! Support the show and listen to Episode 1.89 ⁠⁠⁠"The Republic Strikes Back!"⁠⁠⁠ now! Available for all True Revolutionaries and above! Contact Me Send your questions, praise, and scorn ⁠⁠here⁠⁠ Newsletter ⁠⁠Sign Up⁠⁠ for Free Bonus Episode Follow on Social Media: ⁠⁠Facebook⁠⁠ ⁠⁠Instagram⁠⁠ ⁠⁠X⁠⁠ Advertising Please contact ⁠⁠sales@advertisecast.com⁠⁠ if you would like to advertise on Grey History: The French Revolution and Napoleon. All members of the Grey History Community have an ad-free version of the show. Support the show ⁠⁠here⁠⁠. About Grey History: The French Revolution and Napoleon is a podcast dedicated to exploring the complexities of our history. By examining both the experiences of contemporaries and the conclusions of historians, Grey History seeks to unpack the ambiguities and nuances of the past. Understanding the French Revolution and the age of Napoleon Bonaparte is critical to understanding the history of the world, so join us on a journey through a series of events that would be almost unbelievable if it weren't for the fact that it's true! If you're looking for a binge-worthy history podcast on the Revolution and Napoleon, you're in the right place! Learn more about your ad choices. Visit megaphone.fm/adchoices