HMS Victory es un 104-gun de primer nivel navío de línea de la Armada Real , ordenado en 1758, establecido en 1759 y lanzado en 1765. Ella es mejor conocida por su papel de Lord Nelson 's insignia en la Batalla de Trafalgar el 21 de octubre de 1805.
HMS Victory en Portsmouth, 1900 | |
Historia | |
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Reino Unido | |
Nombre: | Victoria del HMS |
Ordenado: | 14 de julio de 1758 |
Constructor: | Astillero de Chatham |
Acostado: | 23 de julio de 1759 |
Lanzado: | 7 de mayo de 1765 |
Oficial: | 1778 |
Puerto base: | |
Honores y premios: |
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Estado: |
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Características generales [1] | |
Clase y tipo: | Buque de primera clase de 104 cañones |
Desplazamiento: | 3500 toneladas |
Toneladas de carga: | 2,142 bm |
Largo: |
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Haz: | 51 pies 10 pulg (15,80 m) |
Borrador: | 28 pies 9 pulg (8,76 m) |
Profundidad de agarre: | 21 pies 6 pulg (6,55 m) |
Propulsión: | Velas: 6510 yardas cuadradas (5440 m 2 ) |
Plan de vela: | Barco con aparejo completo |
Velocidad: | hasta 11 nudos (20 km / h) |
Complemento: | Aproximadamente 850 |
Armamento: |
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Notas: | Altura desde la línea de flotación hasta la parte superior del palo mayor: 205 pies (62,5 m) |
También se desempeñó como buque insignia de Keppel en Ushant , buque insignia de Howe en Cape Spartel y buque insignia de Jervis en Cape St Vincent . Después de 1824, fue relegada al papel de barco portuario.
En 1922, fue trasladada a un dique seco en Portsmouth , Gran Bretaña , y conservada como barco museo . Ha sido el buque insignia del First Sea Lord desde octubre de 2012 y es el buque naval más antiguo del mundo aún en servicio , con 243 años de servicio en 2021.
Construcción
En diciembre de 1758, Pitt el Viejo , en su papel de jefe del gobierno británico, hizo un pedido para la construcción de 12 barcos, incluido un barco de primera categoría que se convertiría en Victory . [2] Durante el siglo XVIII, el Victory fue uno de los diez barcos de primer nivel que se construyeron. [3] Los planos generales se basaron en el HMS Royal George que se había lanzado en Woolwich Dockyard en 1756, y el arquitecto naval elegido para diseñar el barco fue Sir Thomas Slade , quien en ese momento era el agrimensor de la Armada . [4] Fue diseñada para llevar al menos 100 armas. El comisionado de Chatham Dockyard recibió instrucciones de preparar un dique seco para la construcción. [5] La quilla se colocó el 23 de julio de 1759 en el Viejo Muelle Único (desde entonces renombrado Muelle No. 2 y ahora Muelle de la Victoria), y se eligió un nombre, Victoria , en octubre de 1760. [6] En 1759, los Siete Años “La guerra iba bien para Gran Bretaña; se habían ganado victorias terrestres en Quebec y Minden y se habían ganado batallas navales en Lagos y la bahía de Quiberon . Era el Annus Mirabilis , o Año Maravilloso, y el nombre del barco puede haber sido elegido para conmemorar las victorias [7] [8] o puede haber sido elegido simplemente porque de los siete nombres preseleccionados, Victory fue el único que no estuvo en usar. [9] [10] Hubo algunas dudas sobre si este era un nombre adecuado ya que la Victoria anterior se había perdido con todos a bordo en 1744. [10]
Se asignó un equipo de 150 trabajadores para construir el marco de Victory . [11] En su construcción se utilizaron alrededor de 6.000 árboles, de los cuales el 90% eran robles y el resto olmos , pinos y abetos , junto con una pequeña cantidad de lignum vitae . [12] La madera del casco se mantuvo en su lugar mediante pernos de cobre de seis pies, sostenidos por velas para los accesorios más pequeños. [11] Una vez que se construyó el armazón del barco, era normal taparlo y dejarlo durante varios meses para permitir que la madera se secara o " sazonara ". El final de la Guerra de los Siete Años significó que Victory permaneció en esta condición durante casi tres años, lo que ayudó a su subsiguiente longevidad. [13] [14] El trabajo se reinició en el otoño de 1763 y se puso a flote el 7 de mayo de 1765, [15] con un costo de £ 63,176 y 3 chelines , [16] el equivalente a £ 8,7 millones en la actualidad. [Nota 1]
El día del lanzamiento, el carpintero Hartly Larkin, designado "capataz a flote" para el evento, de repente se dio cuenta de que el barco podría no pasar por las puertas del muelle. Las mediciones a la primera luz confirmaron sus temores: las puertas eran al menos 9½ pulgadas demasiado estrechas. Le contó la noticia a su superior, el maestro carpintero John Allin, quien consideró abandonar la lancha. Larkin pidió la ayuda de todos los carpinteros de barcos disponibles, y cortaron suficiente madera de las puertas con sus azuelas para que el barco pasara a salvo. [17] Sin embargo, el lanzamiento en sí reveló problemas importantes en el diseño del barco, incluida una escora distinta a estribor y una tendencia a sentarse pesadamente en el agua, de modo que las cañoneras de la cubierta inferior estaban a solo 4 pies 6 pulgadas (1,4 m) por encima de la línea de flotación. . El primero de estos problemas se solucionó después del lanzamiento aumentando el lastre del barco para colocarlo en posición vertical sobre la quilla. El segundo problema, con respecto a la ubicación de los puertos de armas inferiores, no se pudo rectificar. En su lugar se observó en Victory ' instrucciones de regata s que estos portas deberían permanecer cerrado e inutilizable en el mal tiempo. Este tenía potencial para limitar la Victoria ' poder de fuego s, aunque en la práctica ninguna de sus acciones posteriores se libraría en los mares agitados. [18]
Debido a que no había un uso inmediato para ella, la colocaron en un lugar ordinario y la amarraron en el río Medway . [19] El acondicionamiento interno continuó durante los siguientes cuatro años, y las pruebas en el mar se completaron en 1769, después de lo cual fue devuelta a su atracadero en Medway. Permaneció allí hasta que Francia se unió a la Guerra de Independencia de los Estados Unidos en 1778. [20] La victoria ahora se puso en servicio activo como parte de una movilización general contra la amenaza francesa. Esto incluía armarla con un complemento completo de cañón de hierro fundido de ánima lisa . Su armamento estaba destinado a ser treinta y dos cañones de 42 libras (19 kg) en su cubierta inferior, veintiocho cañones largos de 24 libras (11 kg) en su cubierta intermedia y treinta cañones de 12 libras (5 kg) en su cubierta superior. junto con doce cañones de 6 libras en su alcázar y castillo de proa . En mayo de 1778, los de 42 libras fueron reemplazados por los de 32 libras (15 kg), pero los de 42 libras fueron reinstalados en abril de 1779; sin embargo, no había suficientes cañones de 42 libras disponibles y estos fueron reemplazados por cañones de 32 libras nuevamente. [18]
Servicio temprano
Primera batalla de Ushant
La victoria fue encargada (puesta en servicio activo) en marzo de 1778 bajo el mando del capitán John Lindsay . Ocupó ese puesto hasta mayo de 1778, cuando el almirante Augustus Keppel la nombró su buque insignia y nombró al contralmirante John Campbell (primer capitán) y al capitán Jonathan Faulknor (segundo capitán). [16] Keppel se hizo a la mar desde Spithead el 9 de julio de 1778 con una fuerza de alrededor de veintinueve barcos de línea y, el 23 de julio, avistó una flota francesa de aproximadamente la misma fuerza a 100 millas (160 km) al oeste de Ushant . [21] [22] El almirante francés, Louis Guillouet, conde de Orvilliers , que tenía órdenes de evitar la batalla, fue aislado de Brest , pero conservó la meteorología . Las maniobras se vieron dificultadas por los vientos cambiantes y la lluvia torrencial, pero finalmente una batalla se hizo inevitable, con los británicos más o menos en columna y los franceses en cierta confusión. Sin embargo, los franceses lograron pasar a lo largo de la línea británica con sus barcos más avanzados. Aproximadamente a las doce menos cuarto, Victory abrió fuego sobre Bretaña con 110 cañones, seguido por Ville de Paris de 90 cañones. [23] La furgoneta británica escapó con pocas pérdidas, pero la división de retaguardia de Sir Hugh Palliser sufrió considerablemente. Keppel hizo la señal de seguir al francés, pero Palliser no se conformó y la acción no se reanudó. [23] Keppel fue sometido a consejo de guerra y absuelto y Palliser criticado por una investigación antes de que el asunto se convirtiera en una discusión política. [23]
Segunda batalla de Ushant
En marzo de 1780, el casco de Victory se enfundó con 3.923 láminas de cobre por debajo de la línea de flotación para protegerlo contra el gusano de barco . [12] El 2 de diciembre de 1781, la nave, ahora comandado por el capitán Henry Cromwell y teniendo la bandera de Contralmirante Richard Kempenfelt , navegado con otros once navíos de línea, un 50-gun cuarto de tasa , y cinco fragatas , [24 ] para interceptar un convoy francés que había zarpado de Brest el 10 de diciembre. Sin saber que el convoy estaba protegido por veintiún barcos de línea al mando de Luc Urbain de Bouexic, comte de Guichen , Kempenfelt ordenó una persecución cuando fueron avistados el 12 de diciembre y comenzó la batalla. [24] Cuando notó la superioridad francesa, se contentó con capturar quince velas del convoy. Los franceses se dispersaron en un vendaval y se vieron obligados a regresar a casa. [24]
Asedio de Gibraltar
Victoria ' armamento s se mejoró ligeramente en 1782 con la sustitución de la totalidad de sus 6 libras con cañones de 12 libras. Más tarde, también llevó dos pistolas de carronade , disparando balas redondas de 68 libras (31 kg). [25]
En octubre de 1782, el Victory al mando del almirante Richard Howe era el buque insignia de una poderosa flotilla de escolta para un convoy de transportes que reabastecía Gibraltar en caso de bloqueo de las armadas francesa y española. No se encontró resistencia al entrar en el estrecho y los suministros se descargaron con éxito. Hubo un compromiso menor en el momento de la salida, en el que Victory no disparó un solo tiro. Los barcos británicos tenían la orden de regresar a casa y lo hicieron sin mayores incidentes. [26] [27]
Batalla del Cabo San Vicente
En 1796, el Capitán Robert Calder (Primer Capitán) y el Capitán George Gray (Segundo Capitán), comandaron Victory bajo la bandera del Almirante Sir John Jervis . [16] [28] A finales de 1796, la posición británica en el Mediterráneo se había vuelto insostenible. Jervis había estacionado su flota frente al cabo de San Vicente para evitar que los españoles navegaran hacia el norte, mientras que Horatio Nelson supervisaría la evacuación de Elba . [29] [30] Una vez realizada la evacuación, Nelson, en el HMS Minerve , zarpó hacia Gibraltar . Al enterarse de que la flota española había pasado unos días antes, Nelson partió para reunirse con Jervis el 11 de febrero. [31] La flota española, que había sido desviada de su rumbo por los vendavales del este, estaba esa noche abriéndose camino hacia Cádiz. [30] La oscuridad y una densa niebla significaron que Nelson pudo atravesar la flota enemiga sin ser visto y unirse a Jervis el 13 de febrero. [32] Jervis, cuya flota había sido reforzada el 5 de febrero por cinco barcos de Gran Bretaña al mando del contraalmirante William Parker , ahora tenía 15 barcos de línea. [33] A la mañana siguiente, habiendo formado su flota en dos columnas, Jervis recalcó a los oficiales en el alcázar del Victory que "una victoria para Inglaterra es muy esencial en este momento". Jervis no era consciente del tamaño de la flota a la que se enfrentaba, pero alrededor de las 06.30 horas recibió la noticia de que cinco buques de guerra españoles estaban al sureste. [28] Por 0900 horas el primer naves enemigas eran visibles desde Victory ' de tope s, y a las 1100 horas, Jervis dieron la orden de línea de forma de batalla. [34] Cuando los barcos españoles se hicieron visibles para él, Calder informó los números a Jervis, pero cuando llegó a 27, Jervis respondió: "Suficiente, señor. No más de eso. La suerte está echada y si hay 50 velas, yo pasará por ellos ". [35] Los españoles fueron tomados por sorpresa, navegando en dos divisiones con una brecha que Jervis pretendía explotar. [28] entradas de registro de la nave cómo Victoria detuvo la división española, rastrillar las naves marcha avante y atrás, mientras Jervis' memorias privadas recuerdan cómo la Victoria ' andanada s tan aterrado Príncipe de Asturias que "cuadró yardas, corrió clara fuera de la batalla y no volvió ". [36] Jervis, al darse cuenta de que la mayor parte de la flota enemiga ahora podía cruzar a popa y reunirse, ordenó a sus barcos que cambiaran de rumbo, pero Sir Charles Thompson , al frente de la división de retaguardia, no cumplió. Los siguientes barcos estaban ahora en un dilema sobre si obedecer la señal del Almirante o seguir a su comandante de división. Nelson, que se había transferido al HMS Captain , fue el primero en separarse y atacar a la flota principal como Jervis había querido y otros barcos pronto siguieron su ejemplo. [37] [38] La flota británica no solo logró su principal objetivo, el de evitar que los españoles se unieran a sus aliados franceses y holandeses en el canal, sino que también capturó cuatro barcos. [38] Los muertos y heridos de estos cuatro barcos solos ascendieron a 261 y 342, respectivamente; más que el número total de bajas británicas de 73 muertos y 327 heridos. [39] Hubo una muerte a bordo del Victory ; una bala de cañón no alcanzó a Jervis y decapitó a un marinero cercano. [38]
Reconstrucción
— Naval architect Sir Robert Seppings, describing defects aboard Victory, September 1796[40]
On her return to England, Victory was examined for seaworthiness and found to have significant weaknesses in her stern timbers. She was declared unfit for active service and left anchored off Chatham Dockyard. In December 1796 she was ordered to be converted to a hospital ship to hold wounded French and Spanish prisoners of war.[16][41]
However, on 8 October 1799, HMS Impregnable was lost off Chichester, having run aground on her way back to Portsmouth after escorting a convoy to Lisbon.[41] She could not be refloated and so was stripped and dismantled. Now short of a three-decked ship of the line, the Admiralty decided to recondition Victory. Work started in 1800, but as it proceeded, an increasing number of defects were found and the repairs developed into a very extensive reconstruction.[41] The original estimate was £23,500, but the final cost was £70,933.[9] Extra gun ports were added, taking her from 100 guns to 104, and her magazine lined with copper. The open galleries along her stern were removed;[40] her figurehead was replaced along with her masts and the paint scheme changed from red to the black and yellow seen today. Her gun ports were originally yellow to match the hull, but later repainted black, giving a pattern later called the "Nelson chequer", which was adopted by most Royal Navy ships in the decade following the Battle of Trafalgar.[42][43] The work was completed in April 1803, and the ship left for Portsmouth the following month under her new captain, Samuel Sutton.[16][44]
Nelson y Trafalgar
Vice-Admiral Nelson hoisted his flag in Victory on 18 May 1803, with Samuel Sutton as his flag captain.[16] The Dispatches and Letters of Vice Admiral Lord Nelson (Volume 5, page 68) record that "Friday 20 May a.m. ... Nelson ... came on board. Saturday 21st (i.e.the afternoon of the 20th) Unmoored ship and weighed. Made sail out of Spithead ... when H.M.Ship Amphion joined, and proceeded to sea in company with us" – Victory's Log. Victory was under orders to meet up with Cornwallis off Brest, but after 24 hours of searching failed to find him. Nelson, anxious to reach the Mediterranean without delay, decided to transfer to Amphion off Ushant. The Dispatches and Letters (see above) record on page 71 "Tuesday 24 May (i.e. 23 May p.m.) Hove to at 7.40, Out Boats. The Admiral shifted his flag to the Amphion. At 7.50 Lord Nelson came on board the Amphion and hoisted his flag and made sail – Log."
On 28 May, Captain Sutton captured the French Ambuscade of 32 guns, bound for Rochefort.[45] Victory rejoined Lord Nelson off Toulon, where on 31 July, Captain Sutton exchanged commands with the captain of Amphion, Thomas Masterman Hardy and Nelson raised his flag in Victory once more.[46]
Victory was passing the island of Toro, near Majorca, on 4 April 1805, when HMS Phoebe brought the news that the French fleet under Pierre-Charles Villeneuve had escaped from Toulon. While Nelson made for Sicily to see if the French were heading for Egypt, Villeneuve was entering Cádiz to link up with the Spanish fleet.[47] On 9 May, Nelson received news from HMS Orpheus that Villeneuve had left Cadiz a month earlier. The British fleet completed their stores in Lagos Bay, Portugal and, on 11 May, sailed westward with ten ships and three frigates in pursuit of the combined Franco-Spanish fleet of 17 ships.[48] They arrived in the West Indies to find that the enemy was sailing back to Europe, where Napoleon Bonaparte was waiting for them with his invasion forces at Boulogne.[49]
The Franco-Spanish fleet was involved in the indecisive Battle of Cape Finisterre in fog off Ferrol with Admiral Sir Robert Calder's squadron on 22 July, before taking refuge in Vigo and Ferrol.[50] Calder on 14 August and Nelson on 15 August joined Admiral Cornwallis's Channel Fleet off Ushant.[51] Nelson continued on to England in Victory, leaving his Mediterranean fleet with Cornwallis[52] who detached twenty of his thirty-three ships of the line and sent them under Calder to find the combined fleet at Ferrol. On 19 August came the worrying news that the enemy had sailed from there, followed by relief when they arrived in Cádiz two days later. On the evening of Saturday, 28 September, Lord Nelson joined Lord Collingwood's fleet off Cádiz, quietly, so that his presence would not be known.[53]
Battle of Trafalgar
After learning he was to be removed from command, Villeneuve put to sea on the morning of 19 October and when the last ship had left port, around noon the following day, he set sail for the Mediterranean.[54] The British frigates, which had been sent to keep track of the enemy fleet throughout the night, were spotted at around 1900 hours and the order was given to form line of battle.[55] On the morning of 21 October, the main British fleet, which was out of sight and sailing parallel some 10 miles away, turned to intercept.[56] Nelson had already made his plans: to break the enemy line some two or three ships ahead of their commander-in-chief in the centre and achieve victory before the van could come to their aid.[57] At 0600 hours, Nelson ordered his fleet into two columns. Fitful winds made it a slow business, and for more than six hours, the two columns of British ships slowly approached the French line before Royal Sovereign, leading the lee column, was able to open fire on Fougueux. Around 30 minutes later, Victory broke the line between Bucentaure and Redoutable firing a treble shotted broadside into the stern of the former from a range of a few yards.[58] At a quarter past one, Nelson was shot, the fatal musket ball entering his left shoulder and lodging in his spine.[59] He died at half past four.[60] Such killing had taken place on Victory's quarter deck that Redoutable attempted to board her, but they were thwarted by the arrival of Eliab Harvey in the 98-gun HMS Temeraire, whose broadside devastated the French ship.[61] Nelson's last order was for the fleet to anchor, but this was countermanded by Vice Admiral Cuthbert Collingwood.[62] Victory suffered 57 killed and 102 wounded.[63]
Victory had been badly damaged in the battle and was not able to move under her own sail. HMS Neptune therefore towed her to Gibraltar for repairs.[64] Victory then carried Nelson's body to England, where, after lying in state at Greenwich, he was buried in St. Paul's Cathedral on 9 January 1806.[65]
Después de Trafalgar
Final years afloat
The Admiralty Board considered Victory too old, and in too great a disrepair, to be restored as a first-rate ship of the line. In November 1807 she was relegated to second-rate, with the removal of two 32-pounder cannon and replacement of her middle deck 24-pounders with 18-pounders obtained from other laid-up ships. She was recommissioned as a troopship between December 1810 and April 1811.[66] In 1812 she was relocated to the mouth of Portsmouth Harbour off Gosport, for service as a floating depot and, from 1813 to 1817, as a prison ship.[67][66]
Major repairs were undertaken in 1814, including the fitting of 3 ft 10 in (1.2 m) metal braces along the inside of her hull, to strengthen the timbers. This was the first use of iron in the vessel structure, other than small bolts and nails.[68] Active service was resumed from February 1817 when she was relisted as a first-rate carrying 104 guns. However, her condition remained poor, and in January 1822 she was towed into dry dock at Portsmouth for repairs to her hull. Refloated in January 1824, she was designated as the Port admiral's flagship for Portsmouth Harbour, remaining in this role until April 1830.[66]
Victorian era
In 1831 the Admiralty issued orders for Victory to be broken up and her timbers reused in other vessels.[66] A public outcry against the destruction of so famous a ship led to the order being held in abeyance and Victory was left, largely forgotten, at a Portsmouth mooring.[66] The Admiralty officially designated the ageing vessel as a tender for the port admiral's flagship HMS Wellington, and permitted civilian visitors to come aboard for tours.[69] The ship briefly returned to the public gaze on 18 July 1833 when the queen in waiting, Princess Victoria, and her mother, the Duchess of Kent, made a visit to her quarterdeck to meet with veterans of the Trafalgar campaign.[67] This generated a surge of interest in the vessel, and an increase in civilian visitor numbers to between 10,000 and 12,000 a year. Victoria returned for a second visit on 21 October 1844, creating a further burst of interest that lifted annual visitors to more than 22,000.[69] In late April 1854, Victory sprang a leak and sank. All on board were rescued[70] and the boat was subsequently raised.[71] In 1887 she sprang a catastrophic leak and it was only with some difficulty that she was prevented from sinking at her mooring.[69] The Admiralty thereafter provided a small annual subsidy for maintenance, and in 1889 Victory became the home of a signal school in addition to being a tender.
The impact of so much human traffic also left her increasingly decrepit, particularly in the absence of Admiralty funding for repairs. Sir Edward Seymour visited the vessel in 1886 as Flag Captain to the Commander-in-Chief, Portsmouth and recalled in 1911 "a more rotten ship than she had become probably never flew the pennant. I could literally run my walking stick through her sides in many places."[72]
The school remained on Victory until 1904, when training was transferred temporarily to HMS Hercules.[73]
Despite her reuse as a school, Victory continued to deteriorate at her mooring. In 1903 she was accidentally rammed by HMS Neptune, a successor to the vessel that had towed her to Gibraltar. Emergency repairs prevented her from sinking, but Admiralty again proposed that she be scrapped and it was only the personal intervention of Edward VII that prevented this from occurring.[74] Interest in the ship revived in 1905 when, as part of the centenary celebrations of the Battle of Trafalgar, she was decorated with electric lights powered by a submarine moored alongside.[74] In 1910, the Society for Nautical Research was created to try to preserve her for future generations, but Admiralty was unable to help, having become embroiled in an escalating arms race; thus by the time Frank H. Mason published The Book of British Ships in 1911, Victory's condition was described as "..nothing short of an insult".[75][76] A few glimpses of the ship in 1918 are to be seen towards the end of Maurice Elvey's biopic of Nelson created in that year.[77]
In dry dock
By 1921 the ship was in a very poor state, and a public Save the Victory campaign was started, with shipping magnate Sir James Caird as a major contributor.[78] On 12 January 1922, her condition was so poor that she would no longer stay afloat, and had to be moved into No. 2 dock at Portsmouth, the oldest dry dock in the world still in use.[79][78] A naval survey revealed that between a third and a half of her internal fittings required replacement. Her steering equipment had also been removed or destroyed, along with most of her furnishings.[69]
The relocation to No. 2 dock sparked public discussion about Victory's future location. Suggestions in contemporary newspapers included the creation of a floating plinth atop which she could be preserved as a monument, either in Portsmouth or adjacent to the Royal Naval College, Greenwich. Others proposed a berth beside Cleopatra's Needle on the Thames, or as land-based structure in Trafalgar Square. Despite popular support, these options were not seriously entertained by Admiralty. The naval architects who had surveyed the ship reported that she was too damaged to be moved; Admiralty formally adopted their advice and No. 2 dock thereafter became Victory's permanent home.[69]
During the initial restoration period from 1922 to 1929, a considerable amount of structural repair work was carried out above the waterline and mainly above the middle deck. On 8 April 1925, Victory was temporarily refloated within Portsmouth's No.2 dock, to adjust the supporting cradle and so that Victory's waterline would be at the a same level with the top of the dry dock.[80] This last refloating of HMS Victory was recorded by Pathé news cameras.[81][82] In 1928, King George V was able to unveil a tablet celebrating the completion of the work, although restoration and maintenance still continued under the supervision of the Society for Nautical Research.[78] Restoration was suspended during the Second World War, and in 1941, Victory sustained further damage when a 500 lb. bomb[83] dropped by the Luftwaffe broke her keel, as can be seen in Plate 1 in The Anatomy of Nelsons Ships by C Nepean Longridge (1955), destroyed one of the steel cradles and part of the foremast. On one occasion, German radio propaganda claimed that the ship had been destroyed by a bomb, and the Admiralty had to issue a denial.[84]
In the 1950s, a number of preventive measures were instigated, including the removal of bulkheads to increase airflow and the fumigating of the ship against the deathwatch beetle. The following decade saw the replacement of much of the decayed oak with oily hardwoods such as teak and Iroko, which were believed to be more resistant to fungus and pests.[85] The decision to restore Victory to her Battle of Trafalgar configuration was taken in 1920, but the need to undertake these important repairs meant this was not achieved until 2005, in time for the Trafalgar 200 celebrations.[86] Victory's fore topsail was severely damaged during the Battle of Trafalgar, perforated by upwards of 90 cannonballs and other projectiles. It was replaced after the battle, but was preserved and eventually displayed in the Royal Naval Museum.[87]
21st century
In November 2007, Victory's then commanding officer, Lieutenant Commander John Scivier, paid a visit to USS Constitution of the US Navy, which is the world's oldest commissioned naval vessel still afloat. He met Constitution's commanding officer, Commander William A. Bullard III, and discussed the possibility of arranging an exchange programme between the two ships.[88]
Listed as part of the National Historic Fleet, Victory has been the flagship of the First Sea Lord since October 2012. Prior to this, she was the flagship of the Second Sea Lord.[89][90] She is the oldest commissioned warship in the world and attracts around 350,000 visitors per year in her role as a museum ship.[91] The current and 101st commanding officer is Lieutenant Commander Brian Smith, who assumed command in May 2015.[92]
In December 2011, Defence Equipment and Support awarded an initial five-year project management contract to BAE Systems, with an option to extend to ten years. The restoration is worth £16 million over the life of the contract and will include work to the masts and rigging, replacement side planking, and the addition of fire control measures. It is expected to be the most extensive refit since the ship returned from Trafalgar. In her current state she has no upper masts and minimum rigging. It is expected that it will be over 12 years before these are replaced.[93][94]
Since this contract was placed, the most significant change has been on 5 March 2012, when ownership of the ship was transferred from the Ministry of Defence to a dedicated HMS Victory Preservation Trust, established as part of the National Museum of the Royal Navy.[95] According to the Royal Navy website, the move was "heralded by the announcement of a £25 million capital grant to support the new Trust by the Gosling Foundation—a donation which has been matched by a further £25 million from the MOD".[96]
Victory has also undergone emergency repair works to prevent the hull decaying and sagging. The hull is moving at a rate of half a centimetre each year, about 20 cm over the last 40 years although there are plans to create new hydraulic supports that will better fit the ship.[97] The ship will benefit from a £35 million restoration project, utilising Scottish elm and oak trees as wood for the restoration project.[98][99]
Almirantes que izaron su bandera en Victoria
Over the two centuries since Victory's launch, numerous admirals have hoisted their flag in her:
List of Admirals | ||
---|---|---|
Admiral | From | Until |
Admiral The Viscount Keppel | 16 May 1778 | 28 October 1778 |
Admiral Sir Charles Hardy | 19 March 1779 | 14 May 1780 |
Admiral Sir Francis Geary | 24 May 1780 | 28 August 1780 |
Rear Admiral Francis William Drake | 26 September 1780 | 29 December 1780 |
Vice Admiral Sir Hyde Parker | 20 March 1781 | 31 May 1781 |
Commodore John Elliott | June 1781 | August 1781 |
Rear Admiral Richard Kempenfelt | 10 September 1781 | 11 March 1782 |
Admiral The Earl Howe | 20 April 1782 | 14 November 1782 |
Admiral The Earl Howe | July 1790 | August 1790 |
Admiral The Lord Hood | August 1790 | August 1791 |
Rear Admiral Sir Hyde Parker | 6 February 1793 | May 1793 |
Admiral The Lord Hood | 6 May 1793 | 15 December 1794 |
Rear Admiral Robert Mann | 8 July 1795 | 27 September 1795 |
Vice Admiral Robert Linzee | October 1795 | November 1795 |
Admiral Sir John Jervis | 3 December 1795 | 30 March 1797 |
Vice Admiral The Viscount Nelson | 8 May 1803 | 21 October 1805 |
Admiral Sir James Saumarez | 18 March 1808 | 9 December 1808 |
Admiral Sir Graham Moore | December 1808 | 23 January 1809 |
Admiral Sir James Saumarez | 8 April 1809 | December 1809 |
Admiral Sir James Saumarez | 11 March 1810 | 3 December 1810 |
Rear Admiral Sir Joseph Yorke | December 1810 | March 1811 |
Admiral Sir James Saumarez | 2 April 1811 | 25 December 1811 |
Admiral Sir James Saumarez | 14 April 1812 | 15 October 1812 |
In Ordinary | 18 December 1812 | 31 January 1824 |
Commissioner Sir Michael Seymour, 1st Baronet | 1824 | |
Paid off | 30 April 1827 | 21 October 1831 |
became flagship of Port Admiral | ||
Rear Admiral Sir Frederick Lewis Maitland | 1832 | |
Rear Admiral Duncombe Pleydell-Bouverie | 1837 | |
Rear Admiral Hyde Parker | 1842 | |
Admiral Sir Charles Ogle | 20 March 1848 | 19 December 1848 |
Admiral Sir Thomas Capel | 20 December 1848 | 19 December 1851 |
Admiral Sir Thomas Briggs | 20 December 1851 | 19 March 1853 |
Vice Admiral Sir Thomas Cochrane | 20 March 1854 | 19 March 1856 |
Vice Admiral Sir George Seymour | 20 March 1856 | 19 March 1859 |
Admiral Sir William Bowles | 20 March 1859 | 19 March 1860 |
Vice Admiral Sir Henry Bruce | 20 March 1860 | 19 December 1864 |
Vice Admiral Sir Michael Seymour | 20 December 1864 | 19 March 1866 |
Vice Admiral Sir Thomas Pasley | 20 March 1866 | 20 March 1869 |
Tender to HMS Duke of Wellington | 20 December 1869 | 1 September 1891 |
Admiral The Earl of Clanwilliam | 1 August 1891 | 17 September 1894 |
Admiral Sir Nowell Salmon VC | 18 September 1894 | 31 August 1897 |
Admiral Sir Michael Culme-Seymour | 1 September 1897 | 17 November 1900 |
Admiral Sir Charles Hotham | 18 November 1900 | 30 September 1903 |
Admiral Sir John Fisher | 1 October 1903 | 18 March 1904 |
The Port Admiral's flag moved to HMS Hercules and on 1 February 1905, to Firequeen | ||
Admiral Sir Archibald Douglas | 18 March 1905 | 1 March 1907 |
Admiral Sir Day Bosanquet | 2 March 1907 | 17 March 1908 |
Admiral Sir Arthur Fanshawe | 18 March 1908 | 30 April 1910 |
Admiral Sir Assheton Curzon-Howe | 1 May 1910 | 17 March 1911 |
Admiral Sir Arthur Moore | 18 March 1911 | 31 July 1912 |
Admiral of the Fleet Sir Hedworth Meux | 1 August 1912 | 17 February 1916 |
Admiral The Hon Sir Stanley Colville | 18 February 1916 | 17 April 1919 |
Admiral Sir Cecil Burney | 18 April 1919 | 17 June 1920 |
Admiral Hon Sir Somerset Gough-Calthorpe | 18 June 1920 | 31 May 1923 |
Admiral Sir Sydney Fremantle | 1 June 1923 | 1 April 1926 |
Admiral Sir Osmond Brock | 18 May 1926 | 30 April 1929 |
Admiral of the Fleet Sir Roger Keyes | 1 May 1929 | 17 June 1931 |
Admiral Sir Arthur Waistell | 18 June 1931 | 17 February 1934 |
Admiral of the Fleet Sir John Kelly | 18 February 1931 | 31 August 1936 |
Admiral of the Fleet The Earl of Cork and Orrery | 18 August 1937 | 30 June 1939 |
Admiral Sir William James | 1 July 1939 | 30 September 1942 |
Admiral Sir Charles Little | 1 October 1942 | 28 September 1945 |
Admiral Sir Geoffrey Layton | 29 September 1945 | 29 June 1947 |
Admiral The Lord Fraser of North Cape | 30 June 1947 | 18 April 1949 |
Admiral of the Fleet Sir Algernon Willis | 19 April 1949 | 17 October 1950 |
Admiral of the Fleet Sir Arthur Power | 18 October 1950 | 17 October 1952 |
Admiral Sir John Edelsten | 18 October 1952 | 17 October 1954 |
Admiral of the Fleet Sir George Creasy | 18 October 1954 | 17 July 1957 |
Admiral Sir Guy Grantham | 18 July 1957 | 17 July 1959 |
Admiral Sir Manley Power | 18 July 1959 | 17 January 1962 |
Admiral Sir Alexander Bingley | 18 January 1962 | 17 January 1963 |
Admiral Sir Wilfrid Woods | 18 January 1963 | 9 September 1965 |
Admiral Sir Varyl Begg | 10 September 1965 | 9 June 1966 |
Admiral Sir Frank Hopkins | 10 June 1966 | 30 October 1967 |
Admiral Sir John Frewen | 31 October 1967 | 27 February 1970 |
Admiral Sir Horace Law | 28 February 1970 | 28 February 1972 |
Admiral Sir Andrew Lewis | 29 February 1972 | 29 June 1974 |
Admiral Sir Derek Empson | 30 June 1974 | 30 October 1975 |
Admiral Sir Terence Lewin | 31 October 1975 | 30 October 1976 |
Admiral Sir David Williams | 31 October 1976 | 30 October 1978 |
Admiral Sir Richard Clayton | 31 October 1978 | 30 June 1981 |
Admiral Sir James Eberle | 1 July 1981 | 31 December 1983 |
Admiral Sir Desmond Cassidi | 1 January 1983 | 30 October 1984 |
Admiral Sir Peter Stanford | 31 October 1984 | 30 October 1987 |
Admiral Sir John "Sandy" Woodward | 31 October 1987 | 30 October 1989 |
Admiral Sir Jeremy Black | 31 October 1989 | 30 March 1991 |
Admiral Sir John Kerr | 31 March 1991 | 30 March 1993 |
Admiral Sir Michael Layard | 31 March 1993 | 30 March 1994 |
Admiral Sir Michael Boyce | 31 March 1994 | 30 March 1997 |
Admiral Sir John Brigstocke | 31 March 1997 | 18 January 2000 |
Vice Admiral Sir Peter Spencer | 19 January 2000 | 28 January 2003 |
Vice-Admiral Sir James Burnell-Nugent | 29 January 2003 | 25 October 2005 |
Vice-Admiral Sir Adrian Johns | 25 October 2005 | 15 July 2008 |
Vice-Admiral Sir Alan Massey | 15 July 2008 | 19 July 2010 |
Vice-Admiral Sir Charles Montgomery | 19 July 2010 | 9 October 2012 |
Admiral Sir Mark Stanhope | 9 October 2012 | 9 April 2013 |
Admiral Sir George Zambellas | 9 April 2013 | 8 April 2016 |
Admiral Sir Philip Jones | 8 April 2016 | 19 June 2019 |
Admiral Tony Radakin | 19 June 2019 | Present |
Ver también
- Tenants Harbor Light in Maine, US, which contains a replica of Lord Nelson's cabin
Notas
Footnotes
- ^ UK Retail Price Index inflation figures are based on data from Clark, Gregory (2017). "The Annual RPI and Average Earnings for Britain, 1209 to Present (New Series)". MeasuringWorth. Retrieved 2 February 2020.
Citations
- ^ Lavery, Ships of the Line, vol. 1, p. 175.
- ^ Mckay (2000) p.9
- ^ Christopher (2010) p.16
- ^ Christopher (2010) pp.15 & 16
- ^ Eastland & Ballantyne (2011) p.13
- ^ Christopher (2010) pp.17 & 20
- ^ Stilwell (2005) p.145
- ^ Rasor, Eugene L. (2004). English/British Naval History to 1815: A Guide to the Literature. p. 129. ISBN 9780313305474.
- ^ a b "Service Life". HMS-Victory. Retrieved 1 October 2013.
- ^ a b Christopher (2010) p.19
- ^ a b Eastland and Ballantyne (2011), p. 39
- ^ a b "Facts & Figures". HMS-Victory. Archived from the original on 1 May 2012. Retrieved 27 April 2012.
- ^ Eastland & Ballantyne (2011) p.15 & 16
- ^ Christopher (2010) pp. 20–21
- ^ Christopher (2010) p.21
- ^ a b c d e f Winfield (2007) p.6
- ^ Kennedy, Maev (22 February 2015). "How HMS Victory nearly never made it to the Battle of Trafalgar". The Guardian. Retrieved 22 February 2015.
- ^ a b Eastland and Ballantyne (2011), pp 40–42
- ^ Christopher (2010) p.20
- ^ Winfield2010>Winfield (2010), pp.65–68
- ^ Dull (2009) p.101
- ^ Rodger (2005) pp. 336–337
- ^ a b c Christopher (2010) p.38
- ^ a b c Christopher (2010) p.42
- ^ "Armament". HMS-Victory. Retrieved 1 October 2013.
- ^ Sayer, Capt Frederick The history of Gibraltar and of its political relation to events in Europe ... pp. 398–403. Saunders, Otley & Co., 1862
- ^ Wharton, Capt. W. J. L. A short history of HMS Victory pp. 12–15. Griffin & Co, 1884
- ^ a b c Willis (2013) p.91
- ^ Wilson (2013) p.399
- ^ a b Willis (2013) p.90
- ^ Vincent (2003) p.180
- ^ Willis (2013) p.102
- ^ Vincent (2003) p.163
- ^ Eastland & Ballantyne (2011) p.19
- ^ Willis (2013) pp. 102–103
- ^ Eastland & Ballantyne (2011) pp. 19–20
- ^ Willis (2013) pp. 92–93
- ^ a b c Eastland & Ballantyne (2011) p.20
- ^ Willis (2013) pp. 104, 105, 109
- ^ a b Goodwin, Peter (1998). "The Influence of Iron in Ship Construction: 1660 to 1830". The Mariner's Mirror. Portsmouth, United Kingdom: Society for Nautical Research. 84 (1): 35. doi:10.1080/00253359.1998.10656674.
- ^ a b c Christopher (2010) p.43
- ^ Christopher (2010) pp. 43–44
- ^ Goodwin, Peter G. (2013). "The Application and Scheme of Paintworks in British Men-of-War in the Late Eighteenth and Early Nineteenth Centuries". The Mariner's Mirror. Portsmouth, United Kingdom: Society for Nautical Research. 99 (3): 291. doi:10.1080/00253359.2013.815993. S2CID 162165859.
- ^ Christopher (2010) p.85
- ^ Winfield (2005) p.194
- ^ Stilwell (2005) p.149
- ^ Best (2005) pp. 109–110
- ^ Best (2005) pp. 115–116
- ^ Best (2005) p.121
- ^ Best (2005) pp. 135–137
- ^ Best (2005) pp. 143–144
- ^ Best (2005) p.144
- ^ Best (2005) pp. 169–170
- ^ Best (2005) pp.189 & 192
- ^ Best (2005) p.199
- ^ Best (2005) p.206
- ^ Best (2005) p.154
- ^ Stilwell (2005) pp. 178–179
- ^ Stilwell (2005) p.181
- ^ Best (2005) p.285
- ^ Warwick. Voices from the Battle of Trafalgar. pp. 200–1.
- ^ Best (2005) p.295
- ^ Stilwell (2005) p.159
- ^ Christopher (2010) pp. 99–100
- ^ Christopher (2010) pp. 101–104
- ^ a b c d e Winfield (2010), pp.67–68
- ^ a b Christopher (2010) p.107
- ^ Goodwin, Peter (1998). "The Influence of Iron in Ship Construction: 1660 to 1830". The Mariner's Mirror. Portsmouth, United Kingdom: Society for Nautical Research. 84 (1): 33–34. doi:10.1080/00253359.1998.10656674.
- ^ a b c d e Aberg, Alan (2005). "Saving the Victory". The Mariner's Mirror. Portsmouth, United Kingdom: Society for Nautical Research. 91 (2): 359–361. doi:10.1080/00253359.2005.10656955. S2CID 162312253.
- ^ "Multum in Parvo". Liverpool Mercury etc (2582). Liverpool. 2 May 1854.
- ^ https://navaltheater.com/ships/hms-victory-1765
- ^ Seymour (1911) p. 249.
- ^ "The First Signal Schools". Royal Naval Communications Association. Archived from the original on 27 September 2013. Retrieved 5 October 2013.
- ^ a b Christopher (2010) p.111
- ^ Christopher (2010) p.112
- ^ Christopher (2010) p.113
- ^ "'England's Immortal Hero'". Retrieved 21 April 2018.
- ^ a b c Christopher (2010) p.114
- ^ Sarton, George (1946), "Floating Docks in the Sixteenth Century", Isis 36 (3/4): 153–154
- ^ https://collections.rmg.co.uk/collections/objects/15174.html
- ^ https://www.youtube.com/watch?v=6P7jO9YFvuQ
- ^ https://www.youtube.com/watch?v=AdkCgWeXLfE
- ^ https://www.bbc.com/news/uk-england-hampshire-15986730
- ^ Christopher (2010) pp. 114–115
- ^ Christopher (2010) p.115
- ^ David Prudames (1 July 2004). "HMS Victory's Reconstructed Grand Magazine Is Unveiled". Culture 24. Retrieved 5 November 2013.
- ^ "Trafalgar Sail". Portsmouth Historic Dockyard. Archived from the original on 16 October 2013. Retrieved 15 October 2013.
- ^ "Appendix B – Historic fleet core collection" (PDF). First Annual Report April 2006 – March 2007. National Historic Ships Register. p. 46. Archived from the original (PDF) on 5 September 2012. Retrieved 7 November 2013.
- ^ "HMS Victory handed to First Sea Lord in Portsmouth". BBC News. 10 October 2012. Retrieved 12 October 2012.
- ^ "Victory welcomes 25 millionth visitor". Southern Daily Echo. 15 October 2013. Retrieved 15 October 2013.
- ^ "Lt Cdr B J Cmith" (PDF). Royal Navy. Retrieved 1 February 2016.
- ^ "HMS Victory to be restored". UK Government. 2 December 2011. Retrieved 15 October 2013.
- ^ "HMS Victory at Portsmouth Dockyard in £16m restoration". BBC Hampshire and Isle of Wight. 1 December 2011. Retrieved 13 October 2013.
- ^ "Heritage – HMS Victory". Royal Navy. Retrieved 28 December 2015.
- ^ "£50million boost for HMS Victory". Retrieved 28 December 2015.
- ^ "HMS Victory Is Sagging Under Its Own Weight". www.forces.net. 21 August 2017. Retrieved 9 November 2020.
- ^ "Wood from Scottish trees chosen for HMS Victory restoration". Retrieved 2 December 2018.
- ^ "HMS Victory to receive Scottish Elm and Oak trees for £35m restoration project. | Albion Times". www.albiontimes.com. Retrieved 2 December 2018.
Referencias
- Best, Nicholas (2005). Trafalgar – The Untold Story of the Greatest Sea Battle in History. London: The Orion Publishing Group Ltd. ISBN 0-297-84622-1.
- Christopher, John (2010). The HMS Victory Story. Stroud: The History Press. ISBN 978-0-7524-5605-8.
- Dull, Jonathan R. (2009). The Age of the Ship of the Line. Barnsley: Seaforth Publishing. ISBN 978-1-84832-549-4.
- Eastland, Jonathan; Ballantyne, Iain (2011). HMS Victory – First Rate 1765. Barnsley: Seaforth Publishing, Pen and Sword Books. ISBN 978-1-84832-094-9.
- Lavery, Brian (2003) The Ship of the Line Volume 1: The development of the battlefleet 1650–1850. Conway Maritime Press. ISBN 0-85177-252-8.
- Longridge, Charles. N (1981). The Anatomy of Nelson's Ships. Naval Institute Press. ISBN 0-87021-077-7.
- McKay, John (2000). The 100-Gun Ship Victory. Anova Books Ltd. ISBN 978-1-84486-223-8.
- Rodger, N.A.M (2005). The Command of the Ocean. London: Penguin Books. ISBN 0-14-028896-1.
- Seymour, Sir Edward H. (1911). My Naval Career and Travels. London: Smith, Elder & Co.
- Stilwell, Alexander (2005). The Trafalgar Companion. Oxford: Osprey Publishing. ISBN 1-84176-835-9.
- Vincent, Edgar (2003). Nelson: Love & Fame. London: Yale University Press. ISBN 0-300-10260-7.
- Warwick, Peter (September 2005). Voices from the Battle of Trafalgar. David & Charles. ISBN 0-7153-2000-9.
- Willis, Sam (2013). In the Hour of Victory – The Royal Navy at War in the Age of Nelson. London: Atlantic Books Ltd. ISBN 978-0-85789-570-7.
- Wilson, Ben (2013). Empire of the Deep. London: Weidenfeld & Nicolson. ISBN 978-0-297-86408-0.
- Winfield, Rif (2007). British Warships in the Age of Sail 1714–1792: Design, Construction, Careers and Fates. Seaforth Publishing. ISBN 978-1-84415-700-6.
- Winfield, Rif (2005). British Warships in the Age of Sail 1793–1817: Design, Construction, Careers and Fates. Seaforth Publishing. ISBN 978-1-84415-717-4.
- Winfield, Rif (2010). First Rate: The Greatest Warships of the Age of Sail. Annapolis, Maryland: Naval Institute Press. ISBN 978-1-59114-264-5.
enlaces externos
- HMS Victory Official website
- HMS Victory
- Illustrated article about HMS Victory.