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Battle of Trafalgar

The Battle of Trafalgar was a naval engagement that took place on 21 October 1805 between the British Royal Navy and the combined fleets of the French and Spanish Navies during the War of the Third Coalition (August–December 1805) of the Napoleonic Wars (1803–1815).

As part of Napoleon's plans to invade the United Kingdom, the French and Spanish fleets combined to take control of the English Channel and provide the Grande Armée safe passage. The allied fleet, under the command of the French admiral, Pierre-Charles Villeneuve, sailed from the port of Cádiz in the south of Spain on 18 October 1805. They encountered the British fleet under Lord Nelson, recently assembled to meet this threat, in the Atlantic Ocean along the southwest coast of Spain, off Cape Trafalgar.

Nelson was outnumbered, with 27 British ships of the line to 33 allied ships including the largest warship in either fleet, the Spanish Santísima Trinidad. To address this imbalance, Nelson sailed his fleet directly at the allied battle line's flank, hoping to break the line into pieces. Villeneuve had worried that Nelson might attempt this tactic, but for various reasons, failed to prepare for it. The plan worked almost perfectly; Nelson's columns split the Franco-Spanish fleet in three, isolating the rear half from Villeneuve's flag aboard FRENCH SHIP Bucentaure. The allied vanguard sailed off while it attempted to turn around, giving the British temporary superiority over the remainder of their fleet. In the ensuing fierce battle 20 allied ships were lost, while the British lost none.

The offensive exposed the leading British ships to intense crossfire as they approached the Franco-Spanish lines. Nelson's own HMS Victory led the front column and was almost knocked out of action. Nelson was shot by a French musketeer during the battle, and died shortly before it ended. Villeneuve was captured along with his flagship Bucentaure. He attended Nelson's funeral while a captive on parole in Britain. The senior Spanish fleet officer, Admiral Federico Gravina, escaped with the surviving third of the Franco-Spanish fleet; he died five months later of wounds sustained during the battle.

The victory confirmed British naval supremacy, and was achieved in part through Nelson's departure from prevailing naval tactical orthodoxy.

Background
In 1805, the First French Empire, under Napoleon Bonaparte, was the dominant military land power on the European continent, while the British Royal Navy controlled the seas. During the course of the war, the British imposed a naval blockade on France, which affected trade and kept the French from fully mobilising their naval resources. Despite several successful evasions of the blockade by the French navy, it failed to inflict a major defeat upon the British, who were able to attack French interests at home and abroad with relative ease.

When the Third Coalition declared war on France, after the short-lived Peace of Amiens, Napoleon renewed his determination to invade Britain. To allow his invasion flotilla to reach England, he needed to wrest control of the English Channel from the Royal Navy.

The main French fleets were at Brest in Brittany and at Toulon on the Mediterranean coast. Other ports on the French Atlantic coast harboured smaller squadrons. France and Spain were allied, so the Spanish fleet based in Cádiz and Ferrol was also available.

The British possessed an experienced and well-trained corps of naval officers. By contrast, some of the best officers in the French navy had been executed or had left the service during the early part of the French Revolution.

Vice-Admiral Pierre-Charles Villeneuve had taken command of the French Mediterranean fleet following the death of Latouche Treville. There had been more competent officers, but they had either been employed elsewhere or had fallen from Napoleon's favour. Villeneuve had shown a distinct reluctance for facing Nelson and the Royal Navy after the French defeat at the Battle of the Nile in 1798.

Napoleon's naval plan in 1805 was for the French and Spanish fleets in the Mediterranean and Cádiz to break through the blockade and join forces in the Caribbean. They would then return, assist the fleet in Brest to emerge from the blockade, and together clear the English Channel of Royal Navy ships, ensuring a safe passage for the invasion barges.

Pursuit of Villeneuve
Early in 1805, Vice Admiral Lord Nelson commanded the British fleet blockading the Mediterranean port of Toulon. Unlike William Cornwallis, who maintained a close blockade off Brest with the Channel Fleet, Nelson adopted a loose blockade in hope of luring the French out to battle, saying, "to be able to get at the enemy you must let them come out to you, if you cannot get at them." However, Villeneuve's fleet successfully evaded Nelson's when the British were blown off station by storms. Nelson commenced a search of the Mediterranean, supposing that the French intended to make for Egypt, but Villeneuve instead took his fleet through the Strait of Gibraltar, rendezvoused with the Spanish fleet in Cádiz, and sailed as planned for the Caribbean. Once Nelson realised that the French were crossing the Atlantic, he set off in pursuit. He missed them by just days in the West Indies as a result of false information.

Cádiz
Having lured the British to the West Indies, Villeneuve returned from the Caribbean to Europe, intending to break the blockade at Brest. Nelson, still in fear for Egypt, made to return to the Mediterranean. The fast sailing corvette taking word of his plans back to the admiralty spotted the French heading further north. On receiving this intelligence Lord Barham was alive to the enemy strategy and immediately ordered Admiral Cornwallis to combine his squadron with that of Vice Admiral Calder off Ferrol and to stretch out thirty to forty leagues into the Atlantic to block the French from entering the Channel.

Calder intercepted the French resulting in an inconclusive engagement during the Battle of Cape Finisterre in which two of the Spanish ships were captured. Villeneuve abandoned his plan and sailed back to Ferrol in northern Spain. There he received orders from Napoleon to return to Brest according to the main plan.

Napoleon's invasion plans for Britain depended on having a sufficiently large number of ships of the line protecting his port of Boulogne on the English Channel. This would require Villeneuve's force of 33 ships to join Vice-Admiral Ganteaume's force of 21 ships at Brest, along with a squadron of five ships under Captain Allemand, which would have given him a combined force of 59 ships of the line.

When Villeneuve set sail from Ferrol on 10 August, he was under orders from Napoleon to sail northward toward Brest. Instead, he worried that the British were observing his manoeuvres, so on 11 August, he sailed southward towards Cádiz on the southwestern coast of Spain. With no sign of Villeneuve's fleet, on 25 August, the three French army corps' invasion force near Boulogne broke camp and marched into Germany, where it was later engaged. This ended the immediate threat of invasion.

The same month, Admiral Lord Nelson returned home to Britain after two years of duty at sea. He remained ashore for 25 days and was warmly received by his countrymen. Word reached Britain on 2 September about the combined French and Spanish fleet in Cádiz harbour. Nelson had to wait until 15 September before his ship, HMS Victory, was ready to sail.

On 15 August, Cornwallis decided to detach 20 ships of the line from the fleet guarding the English Channel to sail southward to engage the enemy forces in Spain, leaving the Channel with only 11 ships of the line. The detached force formed the nucleus of the British fleet at Trafalgar. This fleet, under the command of Vice-Admiral Calder, reached Cádiz on 15 September. Nelson joined the fleet on 28 September to take command.

Hoping to lure the combined Franco-Spanish force out from Cadiz harbor and engage it in a decisive battle, Nelson kept his main force out of sight approximately 50 mi offshore and sent a squadron of frigates (faster, but too small for the line of battle) to keep watch on the harbour This was led by Captain Blackwood aboard HMS Euryalus (1803), with five frigates, a schooner, and a brig.

Supply situation
Nelson's fleet badly needed provisioning. On 2 October, 5 ships of the line, HMS Queen (1769), HMS Canopus (1798), HMS Spencer (1800), HMS Zealous (1785), HMS Tigre (1795), and the frigate HMS Endymion (1797) were dispatched to Gibraltar under Rear-Admiral Sir Thomas Louis for supplies.

These ships were later diverted for convoy duty in the Mediterranean, although Nelson had expected them to return. Similarly, HMS Superb (1798) under Captain Richard Goodwin Keats had been sent to the dockyard for a re-fit after four years at sea including the chase of Villeneuve and was expected to return to the fleet where Keats was to be Nelson's second, but the ship was not released in time. Other British ships continued to arrive, and by 15 October the fleet was up to full strength for the battle. Nelson also lost Calder's flagship, the 98 gun HMS Prince of Wales (1794), which he sent home as Calder had been recalled by the Admiralty to face a court-martial for his apparent lack of aggression during the engagement off Cape Finisterre on 22 July.

Meanwhile, Villeneuve's fleet in Cádiz was also suffering from a serious supply shortage that could not be easily rectified by the cash-poor French. The blockade maintained by the British fleet had made it difficult for the Franco-Spanish allies to obtain stores, and their ships were ill-equipped. Villeneuve's ships were also more than two thousand men short of the force needed to sail. These were not the only problems faced by the Franco-Spanish fleet. The main French ships of the line had been kept in harbour for years by the British blockade with only brief sorties. The French crews included few experienced sailors, and, as most of the crew had to be taught the elements of seamanship on the few occasions when they got to sea, gunnery was neglected. The hasty voyage across the Atlantic and back used up vital supplies. Villeneuve's supply situation began to improve in October, but news of Nelson's arrival made Villeneuve reluctant to leave port. His captains had held a vote on the matter and decided to stay in harbour.

On 16 September, Napoleon gave orders for the French and Spanish ships at Cádiz to put to sea at the first favourable opportunity, join with 7 Spanish ships of the line then at Cartagena, go to Naples and land the soldiers they carried to reinforce his troops there, then fight decisively if they met a numerically inferior British fleet.

British
On 21 October, Admiral Nelson had 27 ships of the line with 2 148 cannons, and a total of 17 000 crewmen and marines under his command. Nelson's flagship, HMS Victory, captained by Thomas Masterman Hardy, was one of three 100 gun first-rates in his fleet. He also had four 98 gun second-rates and 20 third-rates. One of the third-rates was an 80 gun vessel, and 16 were 74 gun vessels. The remaining three were 64 gun ships, which were being phased out of the Royal Navy at the time of the battle. Nelson also had four frigates of 38 or 36 guns, a 12 gun schooner and a 10 gun cutter.

Franco-Spanish
Against Nelson, Vice-Admiral Villeneuve, sailing on his flagship Bucentaure, fielded 33 ships of the line, including some of the largest in the world at the time. The Spanish contributed four first-rates to the fleet – three of these ships, one at 130 guns (Santísima Trinidad) and two at 112 guns (Príncipe de Asturias, Santa Ana), were much larger than anything under Nelson's command. The fourth first-rate carried 100 guns. The fleet had six 80 gun third-rates, (four French and two Spanish), and one Spanish 64 gun third-rate. The remaining 22 third-rates were 74 gun vessels, of which 14 were French and eight Spanish. In total, the Spanish contributed 15 ships of the line and the French 18 along with some 30 000 men and marines manning 2 632 cannons. The fleet also included five 40 gun frigates and two 18 gun brigs, all French.

Nelson's plan
The prevailing tactical orthodoxy at the time involved manoeuvring to approach the enemy fleet in a single line of battle and then engaging broadside in parallel lines. In previous times, fleets had usually engaged in a mixed mêlée of chaotic one-on-one battles. One reason for the development of the line of battle formation was to facilitate control of the fleet: if all the ships were in line, signalling during battle became possible. The line also allowed either side to disengage by breaking away in formation; if the opponent chose to continue, their line would be broken as well. This often led to inconclusive battles, or allowed the losing side to minimise its losses. Facing a numerically superior Franco-Spanish line, Nelson wanted to break it into a chaotic mêlée which would force the enemy to fight his well-trained crews ship to ship.

Nelson's solution was to cut the opposing line in three. Approaching in two columns sailing perpendicular to the enemy's line, one towards the centre of the opposing line and one towards the trailing end, his ships would surround the middle third, and force them to fight to the end. Nelson hoped specifically to cut the line just in front of the French flagship, Bucentaure; the isolated ships in front of the break would not be able to see the flagship's signals, which he hoped would take them out of combat while they re-formed. This echoed the tactics used by Admiral Duncan at the Battle of Camperdown and Admiral Jervis at the Battle of Cape St. Vincent, both in 1797.

The plan had three principal advantages:
 * First, the British fleet would close with the Franco-Spanish as quickly as possible, preventing their escape.
 * Second, it would quickly bring on a mêlée and frantic battle by breaking the Franco-Spanish line and inducing a series of individual ship-to-ship actions, in which the British knew they were likely to prevail. Nelson knew that the superior seamanship, faster gunnery and better morale of his crews were great advantages.
 * Third, it would bring a decisive concentration on the rear of the Franco-Spanish fleet. The ships in the van of the enemy fleet would have to turn back to support the rear, which would take a long time. Additionally, once the Franco-Spanish line had been broken, their ships would be relatively defenceless against powerful broadsides from the British fleet, and it would take them a long time to reposition to return fire.

The main drawback of attacking head-on was that as the leading British ships approached, the Franco-Spanish Combined Fleet would be able to direct raking broadside fire at their bows, to which they would be unable to reply. To lessen the time the fleet was exposed to this danger, Nelson had his ships make all available sail (including stunsails), yet another departure from the norm. He was also well aware that French and Spanish gunners were ill-trained and would have difficulty firing accurately from a moving gun platform. The Combined Fleet was sailing across a heavy swell, causing the ships to roll heavily and exacerbate the problem. Nelson's plan was a carefully calculated gamble.

During the blockade off the coast of Spain in October, Nelson instructed his captains, over two dinners aboard Victory, on his plan for the approaching battle. In an animated conversation with his favourite captain, Richard Goodwin Keats, who was expected to be his second in the forthcoming battle, Nelson explained a refined battle plan whilst the two were walking in the garden of Merton in August 1805. The order of sailing, in which the fleet was arranged when the enemy was first sighted, was to be the order of the ensuing action so that no time would be wasted in forming two lines. The first, led by his second-in-command Vice-Admiral Cuthbert Collingwood, was to sail into the rear of the enemy line, while the other, led by Nelson, was to sail into the centre and vanguard. In preparation for the battle, Nelson ordered the ships of his fleet to be painted in a distinctive yellow and black pattern (later known as the Nelson Chequer) that would make them easy to distinguish from their opponents.

Nelson was careful to point out that something had to be left to chance. Nothing is sure in a sea battle, so he left his captains free from all hampering rules by telling them that "No captain can do very wrong if he places his ship alongside that of the enemy." In short, circumstances would dictate the execution, subject to the guiding rule that the enemy's rear was to be cut off and superior force concentrated on that part of the enemy's line.

Admiral Villeneuve himself expressed his belief that Nelson would use some sort of unorthodox attack, presciently speculating that Nelson would drive right at his line. But his long game of cat and mouse with Nelson had worn him down, and he was suffering from a loss of nerve. Fearing that his inexperienced officers would be unable to maintain formation in more than one group, he chose to keep the single line that became Nelson's target.

Departure
The Combined Fleet of French and Spanish warships anchored in Cádiz under the leadership of Admiral Villeneuve was in disarray. On 16 September 1805 Villeneuve received orders from Napoleon to sail the Combined Fleet from Cádiz to Naples. At first, Villeneuve was optimistic about returning to the Mediterranean, but soon had second thoughts. A war council was held aboard his flagship, FRENCH SHIP Bucentaure, on 8 October. While some of the French captains wished to obey Napoleon's orders, the Spanish captains and other French officers, including Villeneuve, thought it best to remain in Cádiz. Villeneuve changed his mind yet again on 18 October 1805, ordering the Combined Fleet to sail immediately even though there were only very light winds.

The sudden change was prompted by a letter Villeneuve had received on 18 October, informing him that Vice-Admiral François Rosily had arrived in Madrid with orders to take command of the Combined Fleet. Stung by the prospect of being disgraced before the fleet, Villeneuve resolved to go to sea before his successor could reach Cádiz. At the same time, he received intelligence that a detachment of six British ships (Admiral Louis' squadron), had docked at Gibraltar, thus weakening the British fleet. This was used as the pretext for sudden change.

The weather, however, suddenly turned calm following a week of gales. This slowed the progress of the fleet leaving the harbour, giving the British plenty of warning. Villeneuve had drawn up plans to form a force of four squadrons, each containing both French and Spanish ships. Following their earlier vote on 8 October to stay put, some captains were reluctant to leave Cádiz, and as a result they failed to follow Villeneuve's orders closely and the fleet straggled out of the harbour in no particular formation.

It took most of 20 October for Villeneuve to get his fleet organised; it eventually set sail in three columns for the Straits of Gibraltar to the southeast. That same evening, FRENCH SHIP Achille spotted a force of 18 British ships of the line in pursuit. The fleet began to prepare for battle and during the night, they were ordered into a single line. The following day, Nelson's fleet of 27 ships of the line and four frigates was spotted in pursuit from the northwest with the wind behind it. Villeneuve again ordered his fleet into three columns, but soon changed his mind and restored a single line. The result was a sprawling, uneven formation.

At 5:40 a.m. on 21 October, the British were about 21 miles (34 km) to the northwest of Cape Trafalgar, with the Franco-Spanish fleet between the British and the Cape. About 6 a.m., Nelson gave the order to prepare for battle. At 8 a.m., the British frigate Euryalus, which had been keeping watch on the Combined Fleet overnight, observed the British fleet still "forming the lines" in which it would attack.

At 8 a.m., Villeneuve ordered the fleet to wear together (turn about) and return to Cádiz. This reversed the order of the allied line, placing the rear division under Rear-Admiral Pierre Dumanoir le Pelley in the vanguard. The wind became contrary at this point, often shifting direction. The very light wind rendered manoeuvring virtually impossible for all but the most expert seamen. The inexperienced crews had difficulty with the changing conditions, and it took nearly an hour and a half for Villeneuve's order to be completed. The French and Spanish fleet now formed an uneven, angular crescent, with the slower ships generally to leeward and closer to the shore.

By 11 a.m., Nelson's entire fleet was visible to Villeneuve, drawn up in two parallel columns. The two fleets would be within range of each other within an hour. Villeneuve was concerned at this point about forming up a line, as his ships were unevenly spaced in an irregular formation drawn out nearly 5 miles (8 km) long as Nelson's fleet approached.

As the British drew closer, they could see that the enemy was not sailing in a tight order, but in irregular groups. Nelson could not immediately make out the French flagship as the French and Spanish were not flying command pennants.

Nelson was outnumbered and outgunned, the enemy totalling nearly 30 000 men and 2 568 guns to Nelson's 17 000 men and 2 148 guns. The Franco-Spanish fleet also had six more ships of the line, and so could more readily combine their fire. There was no way for some of Nelson's ships to avoid being "doubled on" or even "trebled on".

As the two fleets drew closer, anxiety began to build among officers and sailors; one British sailor described the approach thus:

"During this momentous preparation, the human mind had ample time for meditation, for it was evident that the fate of England rested on this battle."

Combat

The battle progressed largely according to Nelson's plan. At 11:45, Nelson sent the flag signal, "England expects that every man will do his duty". "His Lordship came to me on the poop, and after ordering certain signals to be made, about a quarter to noon, he said, 'Mr. Pasco, I wish to say to the fleet, 'England confides that every man will do his duty'  and he added 'You must be quick, for I have one more to make which is for close action.' I replied, 'If your Lordship will permit me to substitute 'expects' for 'confides' the signal will soon be completed, because the word 'expects' is in the vocabulary, and 'confides' must be spelt,' His Lordship replied, in haste, and with seeming satisfaction, 'That will do, Pasco, make it directly.'"

The term "England" was widely used at the time to refer to the United Kingdom; the British fleet included significant contingents from Ireland, Scotland, and Wales. Unlike the photographic depiction above, this signal would have been shown on the mizzen mast only and would have required 12 lifts.

As the battle opened, the French and Spanish were in a ragged curved line headed north. As planned, the British fleet was approaching the Franco-Spanish line in two columns. Leading the northern, windward column in Victory was Nelson, while Collingwood in the 100-gun HMS Royal Sovereign (1786) led the second, leeward, column. The two British columns approached from the west at nearly a right angle to the allied line. Nelson led his column into a feint toward the van of the Franco-Spanish fleet and then abruptly turned toward the actual point of attack. Collingwood altered the course of his column slightly so that the two lines converged at this line of attack.

Just before his column engaged the allied forces, Collingwood said to his officers, "Now, gentlemen, let us do something today which the world may talk of hereafter." Because the winds were very light during the battle, all the ships were moving extremely slowly, and the foremost British ships were under heavy fire from several of the allied ships for almost an hour before their own guns could bear.

At noon, Villeneuve sent the signal "engage the enemy", and FRENCH SHIP Fougueux fired her first trial shot at Royal Sovereign. Royal Sovereign had all sails out and, having recently had her bottom cleaned, outran the rest of the British fleet. As she approached the allied line, she came under fire from Fougueux, FRENCH SHIP Indomptable, San Justo, and San Leandro, before breaking the line just astern of Admiral Alava's flagship SPANISH SHIP Santa Ana, into which she fired a devastating double-shotted raking broadside. On board Victory, Nelson pointed to Royal Sovereign and said, "See how that noble fellow Collingwood carries his ship into action!" At approximately the same moment, Collingwood remarked to his captain, Edward Rotheram, "What would Nelson give to be here?"

The second ship in the British lee column, HMS Belleisle (1795), was engaged by FRENCH SHIP Aigle, Achille, FRENCH SHIP Neptune, and Fougueux; she was soon completely dismasted, unable to manoeuvre and largely unable to fight, as her sails blinded her batteries, but kept flying her flag for 45 minutes until the following British ships came to her rescue.

For 40 minutes, Victory was under fire from FRENCH SHIP Héros, Santísima Trinidad, FRENCH SHIP Redoutable, and Neptune; although many shots went astray, others killed and wounded a number of her crew and shot her wheel away, so that she had to be steered from her tiller belowdecks, all before she could respond. At 12:45, Victory cut the enemy line between Villeneuve's flagship Bucentaure and Redoutable; she came close to Bucentaure with her guns loaded with double or treble shots each, and her 68-pounder carronades loaded with 500 musketballs, she unleashed a devastating treble-shotted raking broadside through Bucentaure stern which killed and wounded some 200–400 men of the ship's 800-man complement and dismasted the ship. This volley of gunfire from the Victory immediately knocked the French Flagship out of action. Villeneuve thought that boarding would take place, and with the Eagle of his ship in hand, told his men, "I will throw it onto the enemy ship and we will take it back there!" However, Victory engaged the 74-gun Redoutable; Bucentaure was left to the next three ships of the British windward column: HMS Temeraire (1798), HMS Conqueror (1801), and HMS Neptune (1797).

A general mêlée ensued. Victory locked masts with the French Redoutable, whose crew, including a strong infantry corps (with three captains and four lieutenants), gathered for an attempt to board and seize Victory. A musket bullet fired from the mizzentop of Redoutable struck Nelson in the left shoulder, passed through his spine at the sixth and seventh thoracic vertebrae, and lodged two inches below his right scapula in the muscles of his back. Nelson exclaimed, "They finally succeeded, I am dead." He was carried below decks.

Victory's gunners were called on deck to fight boarders, and she ceased firing. The gunners were forced back below decks by French grenades. As the French were preparing to board Victory, Temeraire, the second ship in the British windward column, approached from the starboard bow of Redoutable and fired on the exposed French crew with a carronade, causing many casualties.

At 13:55, the French Captain Lucas of Redoutable, with 99 fit men out of 643 and severely wounded himself, surrendered. The French Bucentaure was isolated by Victory and Temeraire, and then engaged by HMS Neptune, HMS Leviathan (1790), and Conqueror; similarly, Santísima Trinidad was isolated and overwhelmed, surrendering after three hours.

As more and more British ships entered the battle, the ships of the allied centre and rear were gradually overwhelmed. The allied van, after long remaining quiescent, made a futile demonstration and then sailed away. During the combat, Gravina was wounded, while Dionisio Alcalá-Galiano and Cosme Damián Churruca – commanders of the Bahama and SPANISH SHIP San Juan Nepomuceno, respectively – were killed after ordering their ships not to surrender. Gravina died from his wounds months later. The British took 20 vessels of the Franco-Spanish fleet and lost none. Among the captured French ships were Aigle, FRENCH SHIP Algésiras, HMS Berwick (1775), Bucentaure, Fougueux, FRENCH SHIP Intrépide, Redoutable, and FRENCH SHIP Swiftsure. The Spanish ships taken were Argonauta, Bahama, Monarca, Neptuno, SPANISH SHIP San Agustín, San Ildefonso, San Juan Nepomuceno, Santísima Trinidad, and Santa Ana. Of these, Redoutable sank, and Santísima Trinidad and Argonauta were scuttled by the British. Achille exploded, Intrépide and San Augustín burned, and Aigle, Berwick, Fougueux, and Monarca were wrecked in a gale following the battle.

As Nelson lay dying, he ordered the fleet to anchor, as a storm was predicted. However, when the storm blew up, many of the severely damaged ships sank or ran aground on the shoals. A few of them were recaptured, some by the French and Spanish prisoners overcoming the small prize crews, others by ships sallying from Cádiz. Surgeon William Beatty heard Nelson murmur, "Thank God I have done my duty"; when he returned, Nelson's voice had faded, and his pulse was very weak. He looked up as Beatty took his pulse, then closed his eyes. Nelson's chaplain, Alexander Scott, who remained by Nelson as he died, recorded his last words as "God and my country." It has been suggested by Nelson historian Craig Cabell that Nelson was actually reciting his own prayer as he fell into his death coma, as the words 'God' and 'my country' are closely linked therein. Nelson died at half-past four, three hours after being hit.

Towards the end of the battle, and with the combined fleet being overwhelmed, the still relatively un-engaged portion of the van under Rear-Admiral Dumanoir Le Pelley tried to come to the assistance of the collapsing centre. After failing to fight his way through, he decided to break off the engagement, and led four French ships, his flagship the 80 gun FRENCH SHIP Formidable, the 74 gun ships FRENCH SHIP Scipion, FRENCH SHIP Duguay-Trouin and FRENCH SHIP Mont Blanc away from the fighting. He headed at first for the Straits of Gibraltar, intending to carry out Villeneuve's original orders and make for Toulon. On 22 October he changed his mind, remembering a powerful British squadron under Rear-Admiral Thomas Louis was patrolling the straits, and headed north, hoping to reach one of the French Atlantic ports. With a storm gathering in strength off the Spanish coast, he sailed westwards to clear Cape St. Vincent, prior to heading north-west, swinging eastwards across the Bay of Biscay, and aiming to reach the French port at Rochefort. These four ships remained at large until their encounter with and attempt to chase a British frigate brought them in range of a British squadron under Sir Richard Strachan, which captured them all on 4 November 1805 at the Battle of Cape Ortegal.

Cosmao and MacDonnell sortie

Only eleven allied ships escaped to Cádiz, and, of those, only five were considered seaworthy. The seriously wounded Admiral Gravina passed command of the remainder of the fleet over to Commodore Julien Cosmao on 23 October. From shore, the allied commanders could see an opportunity for a rescue mission. Cosmao claimed in his report that the rescue plan was entirely his idea, but Vice-Admiral Escaño recorded a meeting of Spanish and French commodores at which a planned rescue was discussed and agreed upon. Enrique MacDonell and Cosmao were of equal rank and both raised commodore's pennants before hoisting anchor. Both sets of mariners were determined to make an attempt to recapture some of the prizes. Cosmao ordered the rigging of his ship, the 74 gun FRENCH SHIP Pluton, to be repaired and reinforced her crew (which had been depleted by casualties from the battle), with sailors from the French frigate FRENCH FRIGATE Hermione. Taking advantage of a favourable northwesterly wind, Pluton, the 80 gun Neptune and Indomptable, the Spanish 100 gun SPANISH SHIP Rayo and 74 gun SPANISH SHIP San Francisco de Asis, together with five French frigates and two brigs, sailed out of the harbour towards the British.

The British cast off the prizes
Soon after leaving port, the wind shifted to west-southwest, raising a heavy sea with the result that most of the British prizes broke their tow ropes, and drifting far to leeward, were only partially resecured. The combined squadron came in sight at noon, causing Collingwood to summon his most battle-ready ships to meet the threat. In doing so, he ordered them to cast off towing their prizes. He had formed a defensive line of ten ships by three o'clock in the afternoon and approached the Franco-Spanish squadron, covering the remainder of their prizes which stood out to sea. The Franco-Spanish squadron, numerically inferior, chose not to approach within gunshot and then declined to attack. Collingwood also chose not to seek action, and in the confusion of the powerful storm, the French frigates managed to retake two Spanish ships of the line which had been cast off by their British captors, the 112 gun Santa Ana and 80 gun SPANISH SHIP Neptuno, taking them in tow and making for Cádiz. On being taken in tow, the Spanish crews rose up against their British prize crews, putting them to work as prisoners.

Despite this initial success the Franco-Spanish force, hampered by battle damage, struggled in the heavy seas. Neptuno was eventually wrecked off Rota in the gale, while Santa Ana reached port. The French 80 gun ship Indomptable was wrecked on the 24th or 25th off the town of Rota on the northwest point of the bay of Cádiz. At the time Indomptable had 1 200 men on board, but no more than 100 were saved. San Francisco de Asís was driven ashore in Cádiz Bay, near Fort Santa Catalina, although her crew was saved. Rayo, an old three-deck vessel with more than 50 years of service, anchored off Sanlúcar, a few leagues to the northwest of Rota. There, she lost her masts, already damaged in the battle. Heartened by the approach of the squadron, the French crew of the former flagship Bucentaure also rose up and retook the ship from the British prize crew but she was wrecked later on 23 October. FRENCH SHIP Aigle escaped from the British ship HMS Defiance (1783), but was wrecked off the Port of Santa María on 23 October; while the French prisoners on Berwick cut the tow cables, but caused her to founder off Sanlúcar on 22 October. The crew of FRENCH SHIP Algésiras rose up and managed to sail into Cádiz.

Observing that some of the leewardmost of the prizes were escaping towards the Spanish coast, Leviathan asked for and was granted permission by Collingwood to try to retrieve the prizes and bring them to anchor. Leviathan chased SPANISH SHIP Monarca, but on 24 October she came across Rayo, dismasted but still flying Spanish colours, at anchor off the shoals of Sanlúcar. At this point the 74 gun HMS Donegal (1798), en route from Gibraltar under Captain Pulteney Malcolm, was seen approaching from the south on the larboard tack with a moderate breeze from northwest-by-north and steered directly for the Spanish three-decker. At about ten o'clock, just as Monarca had got within little more than a mile of Rayo, Leviathan fired a warning shot wide of Monarca, to oblige her to drop anchor. The shot fell between Monarca and Rayo. The latter, conceiving that it was probably intended for her, hauled down her colours, and was taken by HMS Donegal, who anchored alongside and took off the prisoners. Leviathan resumed her pursuit of Monarca, eventually catching up and forcing her to surrender. On boarding her, her British captors found that she was in a sinking state, and so removed the British prize crew, and nearly all of her original Spanish crew members. The nearly empty Monarca parted her cable and was wrecked during the night. Despite the efforts of her British prize crew, Rayo was driven onshore on 26 October and wrecked, with the loss of 25 men. The remainder of the prize crew were made prisoners by the Spanish.

Aftermath
In the aftermath of the storm, Collingwood wrote:

"The condition of our own ships was such that it was very doubtful what would be their fate. Many a time I would have given the whole group of our capture, to ensure our own ... I can only say that in my life I never saw such efforts as were made to save these [prize] ships, and would rather fight another battle than pass through such a week as followed it."

On balance, the allied counter-attack achieved little. In forcing the British to suspend their repairs to defend themselves, it influenced Collingwood's decision to sink or set fire to the most damaged of his remaining prizes. Cosmao retook 2 Spanish ships of the line, but it cost him 1 French and 2 Spanish vessels to do so. Fearing their loss, the British burnt or sank Santísima Trinidad, Argonauta, San Antonio, and FRENCH SHIP Intrépide. Only four of the British prizes, the French Swiftsure and the Spanish Bahama, SPANISH SHIP San Ildefonso and San Juan Nepomuceno survived to be taken to Britain. After the end of the battle and storm only 9 ships of the line were left in Cádiz.

Spanish military garrisons and civilians set out to rescue survivors from the numerous shipwrecks scattered along the Andalusian coast. British prize crews were captured and given good treatment. On 27 October, Collingwood offered the governor of Cádiz to put his Spanish wounded prisoners ashore and set them free. The governor and Gravina offered in exchange to release their British prisoners, who boarded the British fleet. The French later joined this humanitarian agreement.

The disparity in losses has been attributed by some historians less to Nelson's daring tactics than to the difference in fighting readiness of the two fleets. Nelson's fleet was made up of ships of the line which had spent a considerable amount of sea time during the months of blockades of French ports, whilst the French fleet had generally been at anchor in port. However, Villeneuve's fleet had just spent months at sea crossing the Atlantic twice, which supports the proposition that the main difference between the two fleets' combat effectiveness was the morale of the leaders. The daring tactics employed by Nelson were to ensure a strategically decisive result. The results vindicated his naval judgement.

Results

When Rosily arrived in Cádiz, he found only five French ships, rather than the 18 he was expecting. The surviving ships remained bottled up in Cádiz until 1808 when Napoleon invaded Spain. The French ships were then seized by the Spanish forces and put into service against France.

HMS Victory made her way to Gibraltar for repairs, carrying Nelson's body. She put into Rosia Bay, Gibraltar and after emergency repairs were carried out, returned to Britain. Many of the injured crew were taken ashore at Gibraltar and treated in the Naval Hospital. Men who subsequently died from injuries sustained at the battle are buried in or near the Trafalgar Cemetery, at the south end of Main Street, Gibraltar.

One Royal Marine officer, Captain Charles Adair, was killed on board Victory, and Royal Marine Lieutenant Lewis Buckle Reeve was seriously wounded and laid next to Nelson.

The battle took place the day after the Battle of Ulm, and Napoleon did not hear about it for weeks—the Grande Armée had left Boulogne to fight Britain's allies before they could combine their armies. He had tight control over the Paris media and kept the defeat a closely guarded secret for over a month, at which point newspapers proclaimed it to have been a tremendous victory. In a counter-propaganda move, a fabricated text declaring the battle a "spectacular victory" for the French and Spanish was published in Herald and attributed to Le Moniteur Universel.

Vice-Admiral Villeneuve was taken prisoner aboard his flagship and taken back to Britain. After his parole in 1806, he returned to France, where he was found dead in his inn room during a stop on the way to Paris, with six stab wounds in the chest from a dining knife. It was officially recorded that he had committed suicide.

Despite the British victory over the Franco-Spanish navies, Trafalgar had negligible impact on the remainder of the War of the Third Coalition. Less than two months later, Napoleon decisively defeated the Third Coalition at the Battle of Austerlitz, knocking Austria out of the war and forcing the dissolution of the Holy Roman Empire. Although Trafalgar meant France could no longer challenge Britain at sea, Napoleon proceeded to establish the Continental System in an attempt to deny Britain trade with the continent. Further during the War of the Third Coalition, the British Navy would experience defeats in both 1806 and 1807 against the Spanish in the British invasions of the River Plate. The Napoleonic Wars continued for another ten years after Trafalgar.

Nelson's body was preserved in a barrel of brandy for the trip home to a hero's funeral.

Consequences

Following the battle, the Royal Navy was never again seriously challenged by the French fleet in a large-scale engagement. Napoleon had already abandoned his plans of invasion before the battle and they were never revived. The battle did not mean, however, that the French naval challenge to Britain was over. First, as the French control over the continent expanded, Britain had to take active steps with the Battle of Copenhagen in 1807 and elsewhere in 1808 to prevent the ships of smaller European navies from falling into French hands. This effort was largely successful, but did not end the French threat as Napoleon instituted a large-scale shipbuilding programme that had produced a fleet of 80 ships of the line at the time of his fall from power in 1814, with more under construction. However, despite constituting a substantial fleet in being, these had no impact on Britain’s naval superiority throughout the conflict. For almost 10 years after Trafalgar, the Royal Navy maintained a close blockade of French bases and observed the growth of the French fleet. In the end, Napoleon's Empire was destroyed by land before his ambitious naval build-up could be completed. The next naval battles between the British and Spanish would be the British Invasions of the River Plate in 1806 and 1807, where the British Navy would fail to capture Viceroyalty of the Rio de la Plata.

The Royal Navy proceeded to dominate the sea until the Second World War. Although the victory at Trafalgar was typically given as the reason at the time, modern historical analyses suggest that relative economic strength was an important underlying cause of British naval mastery.

Nelson became – and remains – Britain's greatest naval war hero, and an inspiration to the Royal Navy, yet his unorthodox tactics were seldom emulated by later generations. The first monument to be erected in Britain to commemorate Nelson may be that raised on Glasgow Green in 1806, albeit possibly preceded by a monument at Taynuilt, near Oban in Scotland dated 1805, both also commemorating the many Scots crew and captains at the battle. The 144 ft Nelson Monument on Glasgow Green was designed by David Hamilton and paid for by public subscription. Around the base are the names of his major victories: Aboukir (1798), Copenhagen (1801) and Trafalgar (1805). The Nelson Monument overlooking Portsmouth was built in 1807–08 with money subscribed by sailors and marines who served at Trafalgar. In 1808, Nelson's Pillar was erected by leading members of the Anglo-Irish aristocracy in Dublin to commemorate Nelson and his achievements (between 10% and 20% of the sailors at Trafalgar had been from Ireland), and remained until it was destroyed in a bombing by "Old IRA" members in 1966. Nelson's Monument in Edinburgh was built between 1807 and 1815 in the form of an upturned telescope, and in 1853 a time ball was added which still drops at noon GMT to give a time signal to ships in Leith and the Firth of Forth. In summer this coincides with the one o'clock gun being fired. The Britannia Monument in Great Yarmouth was raised by 1819. Nelson's Column, Montreal began public subscriptions soon after news of the victory at Trafalgar arrived; the column was completed in the autumn of 1809 and still stands in Place Jacques Cartier. A statue of Lord Nelson stood in Bridgetown, Barbados, in what was also once known as Trafalgar Square, from 1813 to 2020.

London's Trafalgar Square was named in honour of Nelson's victory; at the centre of the square there is the 45.1 m Nelson's Column, with a 5.5 m statue of Nelson on top. It was finished in 1843.

100th anniversary
In 1905, there were events up and down the country to commemorate the centenary, although none were attended by any member of the Royal Family, apparently to avoid upsetting the French, with whom the United Kingdom had recently entered the Entente cordiale. King Edward VII did support the Nelson Centenary Memorial Fund of the British and Foreign Sailors Society, which sold Trafalgar centenary souvenirs marked with the Royal cypher. A gala was held on 21 October at the Royal Albert Hall in aid of the fund, which included a specially commissioned film by Alfred John West entitled Our Navy. The event ended with God Save the King and La Marseillaise. The first performance of Sir Henry Wood's Fantasia on British Sea Songs occurred on the same day at a special Promenade Concert.

200th anniversary
In 2005 a series of events around the UK, part of the Sea Britain theme, marked the bicentenary of the Battle of Trafalgar. The 200th anniversary of the battle was also commemorated on six occasions in Portsmouth during June and July, at St Paul's Cathedral (where Nelson is entombed), in Trafalgar Square in London in October (T Square 200), and across the UK.

On 28 June, Queen Elizabeth II was involved in the largest Fleet Review in modern times in the Solent, in which 167 ships from 35 nations took part. The Queen inspected the international fleet from the Antarctic patrol ship HMS Endurance (A171). The fleet included six aircraft carriers (modern capital ships): FRENCH AIRCRAFT CARRIER Charles de Gaulle, HMS Illustrious (R06), HMS Invincible (R05), HMS Ocean (L12), SPANISH AIRCRAFT CARRIER Principe de Asturias and USS Saipan (LHA-2). In the evening a symbolic re-enactment of the battle was staged with fireworks and various small ships playing parts in the battle.

Lieutenant John Lapenotière's historic voyage in HMS Pickle (1800) bringing the news of the victory from the fleet to Falmouth and thence by post chaise to the Admiralty in London was commemorated by the inauguration of The Trafalgar Way and further highlighted by the New Trafalgar Dispatch celebrations from July to September in which an actor played the part of Lapenotière and re-enacted parts of the historic journey.

On the actual anniversary day, 21 October, naval manoeuvres were conducted in Trafalgar Bay near Cádiz involving a combined fleet from Britain, Spain, and France. Many descendants of people present at the battle, including members of Nelson's family, were at the ceremony.

Novels

 * Le Chevalier de Sainte-Hermine (1869), by Alexandre Dumas, is an adventure story in which the main character is alleged to be the one who shot Nelson.
 * Trafalgar (1873), a Spanish novel about the battle, written by Benito Pérez Galdós and starting point of the historical cycle Episodios Nacionales. It is a fictional account of a boy aboard the ship Santísima Trinidad.
 * In James Clavell's 1966 novel Tai-Pan, the Scots chieftain of Hong Kong, Dirk Struan, reflects on his experiences as a powder monkey on board HMS Royal Sovereign at Trafalgar.
 * In the unfinished novel Hornblower and the Crisis (1967) in the Horatio Hornblower series by C. S. Forester, Hornblower was to deliver false orders to Villeneuve causing him to send his fleet out of Cádiz and hence fight the battle. In Hornblower and the Atropos (1953), Hornblower is put in charge of Admiral Nelson's funeral in London.
 * In Ramage at Trafalgar (1986), by Dudley Pope, Ramage commands the fictitious frigate HMS Calypso, which is attached to Nelson's fleet.
 * In Sharpe's Trafalgar (2000), by Bernard Cornwell, Sharpe finds himself at the battle aboard the fictitious HMS Pucelle.
 * In the 2006 novel His Majesty's Dragon, the first of the historical fantasy Temeraire series by Naomi Novik, in which aerial dragon-mounted combat units form major divisions of European militaries during the Napoleonic Wars, Trafalgar is actually a massive feint by Napoleon to distract British forces away from the aerial and seaborne invasion of Britain near Dover. Nelson survives, though he is burned by dragon fire.

In other media

 * The Battle of Trafalgar is a lost 1911 American silent short film directed by J. Searle Dawley and produced by Edison Studios in New York City. Some stills from the production survive and show actor Sydney Booth performing as Nelson on film sets simulating various decks of Victory.
 * Nelson (also cited as Nelson: The Story of England's Immortal Naval Hero) is a silent 1918 British historical film directed by Maurice Elvey and starring Donald Calthrop, Malvina Longfellow and Ivy Close. The screenplay, which includes recreations of the battle, is based on Robert Southey's 1813 biography The Life of Horatio, Lord Viscount Nelson.
 * Nelson is another silent British biographical film that depicts events in the battle. Released in 1926, it features Sir Cedric Hardwicke in the title role.
 * That Hamilton Woman is a 1941 film about Horatio Nelson and Emma, Lady Hamilton and also includes recreations of battle scenes.
 * Bequest to the Nation (released in the US as The Nelson Affair) is a 1973 British historical drama film, directed by James Cellan Jones, and starring Glenda Jackson, Peter Finch, and Michael Jayston. The majority of the film revolves around Nelson's shore leave with Lady Hamilton, followed by Nelson's recall to duty and the climactic Battle of Trafalgar.
 * Jonathan Willcocks composed a major choral work, A Great and Glorious Victory, to mark the bicentenary of the battle in October 2005.
 * The BBC marked the bicentenary with Nelson's Trafalgar, a 2005 vivid drama-documentary which took full advantage of the computer-generated effects of the time. Presented by Michael Portillo, the two-disc DVD version runs 76 minutes plus extras.
 * "Admiral over the Oceans" is a song composed by Swedish power metal band, Civil War, detailing the battle from the point of view of a sailor and from Nelson himself.

Sources cited

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Attribution:

title: Battle of Trafalgar


text:
National Botanic Gardens (Ireland)

The National Botanic Gardens (Irish: Garraithe Náisiúnta na Lus) is a botanical garden in Glasnevin, 5 km north-west of Dublin city centre, Ireland. The 19.5 hectares are situated between Glasnevin Cemetery and the River Tolka where it forms part of the river's floodplain.

The gardens were founded in 1795 by the Dublin Society (later the Royal Dublin Society) and are today in State ownership through the Office of Public Works. They house approximately 20,000 living plants and many millions of dried plant specimens. There are several architecturally notable greenhouses. The Glasnevin site is the headquarters of the National Botanic Gardens of Ireland which has a satellite garden and arboretum at Kilmacurragh in County Wicklow.

The gardens participate in national and international initiatives for biodiversity conservation and sustainable development. Director of the Gardens Dr. Matthew Jebb, is also Chairman of PlantNetwork: The Plant Collections Network of Britain and Ireland. It is Ireland's seventh most visited attraction, and the second most visited free attraction.

History
Poet Thomas Tickell owned a house and small estate in Glasnevin and, in 1795, they were sold to the Irish Parliament and given to the Royal Dublin Society for them to establish Ireland's first botanic gardens. A double line of yew trees, known as "Addison's Walk" survives from this period. The original function of the gardens was to advance knowledge of plants for agricultural, medicinal and dyeing purposes. The gardens were the first location in Ireland where the infection responsible for the 1845–1847 Great Famine was identified. Throughout the famine, research to stop the infection was undertaken at the gardens.

Walter Wade and John Underwood, the first Director and Superintendent respectively, executed the layout of the gardens, but, when Wade died in 1825, they declined for some years. From 1834, Director Ninian Nivan brought new life into the gardens, performing some redesign. This programme of change and development continued with the following Directors into the late 1960s.

The gardens were placed into government care in 1877. That same year, Dom Pedro II, Emperor of Brazil, visited the gardens as part of a largely unpublicised visit to Ireland.

In the winter of 1948/9 Ludwig Wittgenstein lived and worked in Ireland. He frequently came to the Palm House to sit and write. There is a plaque commemorating him on the steps he sat on.

Facilities
As well as being a tourist destination and an amenity for nearby residents, the gardens – offering free entry – serve as a centre for horticultural research and training, including the breeding of many prized orchids.

The soil at Glasnevin is strongly alkaline (in horticultural terms) and this restricts the cultivation of calcifuge plants such as rhododendrons to specially prepared areas. Nonetheless, the gardens display a range of outdoor "habitats" such as a rockery, herbaceous border, rose garden, bog garden and arboretum. A vegetable garden has also been established.

The National Herbarium is also housed at the National Botanic Gardens. The museum collection contains some 20,000 samples of plant products, including fruits, seeds, wood, fibres, plant extracts and artefacts, collected over the garden's two-hundred-year history. The gardens contain noted and historically important collections of orchids. The newly restored Palm House houses many tropical and subtropical plants. In 2002, a new multistorey complex was built; it includes a cafe and a large lecture theatre. The gardens are also responsible for the arboretum at Kilmacurragh, County Wicklow, a centre noted for its conifers and calcifuges. This is located some 50 km south of Dublin.

A gateway into Glasnevin Cemetery adjacent to the gardens was reopened in recent years.

Architecture

The gardens include some glasshouses of architectural importance, such as the Palm House and the Curvilinear Range.

The Great Palm House is situated in the southern parts of the gardens, and is connected to the cactus house on its west side, and the orchid house on its east side. The main building measures 65 feet in height, 100 feet in length and 80 feet in width.

The Palm House was originally built in 1862 to accommodate the ever-increasing collection of plants from tropical areas that demanded more and more protected growing conditions. The construction was overseen by David Moore, the curator of the gardens at the time. The original structure was built of wood, and was unstable, leading to it being blown down by heavy gales in 1883, twenty-one years later. Richard Turner, the great Dublin ironmaster, had already supplied an iron house to Belfast Gardens and he persuaded the Royal Dublin Society that such a house would be a better investment than a wooden house, and by 1883 construction had begun on a stronger iron structure. Fabrication of the structure took place in Paisley, Scotland, and shipped to Ireland in sections. By the early 2000s, the Palm House had fallen into a state of disrepair. After more than 100 years, the wrought iron, cast iron and timber construction had seriously deteriorated. Prior to its restoration, a large number of panes of glass were breaking each year due to the corrosion and instability of the structure. As part of the restoration, the house was completely dismantled into more than 7,000 parts, and tagged for repair and restoration off-site. 20-metre-tall cast iron columns within the Great Palm House had seriously degraded and were replaced by new cast iron columns created in moulds of the originals. To protect the structure from further corrosion, new modern paint technology was used to develop long-term protection for the Palm House, providing protection from the perpetually tropical internal climate. For Health and Safety reasons, overhead glass was laminated and vertical panes toughened, and a specialised form of mastic was used to fix the panes, replacing the original linseed oil putty that had contributed to the decay of the building over the century. The Palm House was reopened in 2004 after a lengthy replanting programme following the restoration process.

The Curvilinear Range was completed in 1848 by Richard Turner, and was extended in the late 1860s. This structure, has also been restored (using some surplus contemporary structural ironwork from Kew Gardens) and this work attracted the Europa Nostra award for excellence in conservation architecture.

There is also a third range of glasshouses: the Aquatic House, the Fern House and the original Cactus House. These structures were closed off in the early 2000s, and are currently undergoing restoration. As these glasshouses were specialised in the plants they housed, many specimens such as the Giant Amazonian Water Lily have not been grown in the gardens since the closure of the structures.

College of Amenity Horticulture (Teagasc)
Building on the training and education legacy of the gardens, the Teagasc College of Amenity Horticulture is located in the gardens. It runs full- and part-time courses training students for the amenity horticulture industry. Training is run in association with the Office of Public Works (OPW), Dublin local authority parks departments, and the Golfing Union of Ireland.

Directors
The Director is the chief officer of the Gardens, with a residence provided on site. Directors have included:
 * Dr Walter Wade, Professor of Botany to the Dublin Society (until 1825)
 * Samuel Litton (1825–1834)
 * Ninian Niven (1834–1838)
 * Dr David Moore (1838–79)
 * Sir Frederick William Moore (1879–1922)
 * J. W. Besant (1922–44)
 * Dr T. J. Walsh (1944–68)
 * Aidan Brady (1968–1993)
 * Donal M. Synnott (1994–2004)
 * Dr Peter Wyse Jackson (2005–2010)
 * Dr Matthew Jebb (2010– )

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: National Botanic Gardens (Ireland)


text:
Lever

A lever is a simple machine consisting of a beam or rigid rod pivoted at a fixed hinge, or fulcrum. A lever is a rigid body capable of rotating on a point on itself. On the basis of the locations of fulcrum, load and effort, the lever is divided into three types. It is one of the six simple machines identified by Renaissance scientists. A lever amplifies an input force to provide a greater output force, which is said to provide leverage, which is mechanical advantage gained in the system, equal to the ratio of the output force to the input force. As such, the lever is a mechanical advantage device, trading off force against movement.

Etymology
The word "lever" entered English around AD 1300 from. This sprang from the stem of the verb lever, meaning "to raise". The verb, in turn, goes back to levare, itself from the adjective levis, meaning "light" (as in "not heavy"). The word's primary origin is the Proto-Indo-European stem legwh-, meaning "light", "easy" or "nimble", among other things. The PIE stem also gave rise to the English word "light".

History
The earliest evidence of the lever mechanism dates back to the ancient Near East c. 5000 BC, when it was first used in a simple balance scale. In ancient Egypt c. 4400 BC, a foot pedal was used for the earliest horizontal frame loom. In Mesopotamia (modern Iraq) c. 3000 BC, the shadouf, a crane-like device that uses a lever mechanism, was invented. In ancient Egypt, workmen used the lever to move and uplift obelisks weighing more than 100 tons. This is evident from the recesses in the large blocks and the handling bosses which could not be used for any purpose other than for levers.

The earliest remaining writings regarding levers date from the 3rd century BC and were provided, by common belief, by the Greek mathematician Archimedes, who famously stated "Give me a lever long enough and a fulcrum on which to place it, and I shall move the world."

Autumn Stanley argues that the digging stick can be considered the first lever, which would position prehistoric women as the inventors of lever technology.

Force and levers
A lever is a beam connected to ground by a hinge, or pivot, called a fulcrum. The ideal lever does not dissipate or store energy, which means there is no friction in the hinge or bending in the beam. In this case, the power into the lever equals the power out, and the ratio of output to input force is given by the ratio of the distances from the fulcrum to the points of application of these forces. This is known as the law of the lever.

The mechanical advantage of a lever can be determined by considering the balance of moments or torque, T, about the fulcrum. If the distance traveled is greater, then the output force is lessened.

$$\begin{align} T_{1} &= F_{1}a,\quad \\ T_{2} &= F_{2}b\! \end{align}$$

where F1 is the input force to the lever and F2 is the output force. The distances a and b are the perpendicular distances between the forces and the fulcrum.

Since the moments of torque must be balanced, $$T_{1} = T_{2} \!$$. So, $$F_{1}a = F_{2}b \!$$.

The mechanical advantage of a lever is the ratio of output force to input force.

$$MA = \frac{F_{2}}{F_{1}} = \frac{a}{b}.\!$$

This relationship shows that the mechanical advantage can be computed from ratio of the distances from the fulcrum to where the input and output forces are applied to the lever, assuming a weightless lever and no losses due to friction, flexibility or wear. This remains true even though the "horizontal" distance (perpendicular to the pull of gravity) of both a and b change (diminish) as the lever changes to any position away from the horizontal.

Classes of levers
Levers are classified by the relative positions of the fulcrum, effort and resistance (or load). It is common to call the input force "effort" and the output force "load" or "resistance". This allows the identification of three classes of levers by the relative locations of the fulcrum, the resistance and the effort:
 * Class I – Fulcrum is located between the effort and the resistance: The effort is applied on one side of the fulcrum and the resistance (or load) on the other side. For example, a seesaw, a crowbar, a pair of scissors, a balance scale, a pair of pliers, and a claw hammer (pulling a nail). With the fulcrum in the middle, the lever's mechanical advantage may be greater than, less than, or even equal to 1.
 * Class II – Resistance (or load) is located between the effort and the fulcrum: The effort is applied on one side of the resistance and the fulcrum is located on the other side, e.g. a wheelbarrow, a nutcracker, a bottle opener, a wrench, and the brake pedal of a car. Since the load arm is smaller than the effort arm, the lever's mechanical advantage is always greater than 1. It is also called a force multiplier lever.
 * Class III – Effort is located between the resistance and the fulcrum: The resistance (or load) is applied on one side of the effort and the fulcrum is located on the other side, e.g. a pair of tweezers, a hammer, a pair of tongs, a fishing rod, and the mandible of a human skull. Since the effort arm is smaller than the load arm, the lever's mechanical advantage is always less than 1. It is also called a speed multiplier lever.

These cases are described by the mnemonic fre 123 where the f fulcrum is between r and e for the 1st class lever, the r resistance is between f and e for the 2nd class lever, and the e effort is between f and r for the 3rd class lever.

Compound lever
A compound lever comprises several levers acting in series: the resistance from one lever in a system of levers acts as effort for the next, and thus the applied force is transferred from one lever to the next. Examples of compound levers include scales, nail clippers and piano keys.

The malleus, incus and stapes are small bones in the middle ear, connected as compound levers, that transfer sound waves from the eardrum to the oval window of the cochlea.

Law of the lever
The lever is a movable bar that pivots on a fulcrum attached to a fixed point. The lever operates by applying forces at different distances from the fulcrum, or a pivot.

As the lever rotates around the fulcrum, points farther from this pivot move faster than points closer to the pivot. Therefore, a force applied to a point farther from the pivot must be less than the force located at a point closer in, because power is the product of force and velocity.

If a and b are distances from the fulcrum to points A and B and the force FA applied to A is the input and the force FB applied at B is the output, the ratio of the velocities of points A and B is given by a/b, so we have the ratio of the output force to the input force, or mechanical advantage, is given by: $$MA = \frac{F_B}{F_A} = \frac{a}{b}.$$

This is the law of the lever, which was proven by Archimedes using geometric reasoning. It shows that if the distance a from the fulcrum to where the input force is applied (point A) is greater than the distance b from fulcrum to where the output force is applied (point B), then the lever amplifies the input force. On the other hand, if the distance a from the fulcrum to the input force is less than the distance b from the fulcrum to the output force, then the lever reduces the input force.

The use of velocity in the static analysis of a lever is an application of the principle of virtual work.

Virtual work and the law of the lever
A lever is modeled as a rigid bar connected to a ground frame by a hinged joint called a fulcrum. The lever is operated by applying an input force FA at a point A located by the coordinate vector rA on the bar. The lever then exerts an output force FB at the point B located by rB. The rotation of the lever about the fulcrum P is defined by the rotation angle θ in radians.

Let the coordinate vector of the point P that defines the fulcrum be rP, and introduce the lengths

$$ a = |\mathbf{r}_A - \mathbf{r}_P|, \quad  b = |\mathbf{r}_B -  \mathbf{r}_P|, $$

which are the distances from the fulcrum to the input point A and to the output point B, respectively.

Now introduce the unit vectors eA and eB from the fulcrum to the point A and B, so

$$ \mathbf{r}_A -  \mathbf{r}_P = a\mathbf{e}_A, \quad \mathbf{r}_B -  \mathbf{r}_P = b\mathbf{e}_B.$$

The velocity of the points A and B are obtained as

$$ \mathbf{v}_A = \dot{\theta} a \mathbf{e}_A^\perp, \quad \mathbf{v}_B = \dot{\theta} b \mathbf{e}_B^\perp,$$

where eA⊥ and eB⊥ are unit vectors perpendicular to eA and eB, respectively.

The angle θ is the generalized coordinate that defines the configuration of the lever, and the generalized force associated with this coordinate is given by

$$ F_\theta = \mathbf{F}_A \cdot \frac{\partial\mathbf{v}_A}{\partial\dot{\theta}} - \mathbf{F}_B \cdot \frac{\partial\mathbf{v}_B}{\partial\dot{\theta}}= a(\mathbf{F}_A \cdot \mathbf{e}_A^\perp) - b(\mathbf{F}_B \cdot \mathbf{e}_B^\perp) = a F_A - b F_B ,$$

where FA and FB are components of the forces that are perpendicular to the radial segments PA and PB. The principle of virtual work states that at equilibrium the generalized force is zero, that is

$$ F_\theta = a F_A - b F_B = 0. \,\!$$

Thus, the ratio of the output force FB to the input force FA is obtained as

$$ MA = \frac{F_B}{F_A} = \frac{a}{b},$$

which is the mechanical advantage of the lever.

This equation shows that if the distance a from the fulcrum to the point A where the input force is applied is greater than the distance b from fulcrum to the point B where the output force is applied, then the lever amplifies the input force. If the opposite is true that the distance from the fulcrum to the input point A is less than from the fulcrum to the output point B, then the lever reduces the magnitude of the input force.

title: Lever


text:
Zwinger (Dresden)

The Zwinger (Dresdner Zwinger, ) is a palatial complex with gardens in Dresden, Germany. Designed by architect Matthäus Daniel Pöppelmann, it is one of the most important buildings of the Baroque period in Germany. Along with the Frauenkirche, the Zwinger is the most famous architectural monument of Dresden.

The name "Zwinger" goes back to the name used in the Middle Ages for a fortress part between the outer and inner fortress walls, even though the Zwinger no longer had a function corresponding to the name at the start of construction.

The Zwinger was built in 1709 as an orangery and garden as well as a representative festival area. Its richly decorated pavilions and the galleries lined with balustrades, figures and vases testify to the splendor during the reign of Augustus the Strong, Elector of Saxony and elected King of Poland. In the original conception of the elector, the Zwinger was the forecourt of a new castle that would take up the area between it and the Elbe; therefore, the Zwinger remained undeveloped on the Elbe side (provisionally closed with a wall). The plans for a new castle were abandoned after the death of Augustus the Strong, and with the departure from the Baroque period, the Zwinger initially lost importance. It was only over a century later that the architect Gottfried Semper completed it with the Semper Gallery towards the Elbe.

The Sempergalerie, opened in 1855, was one of the most important German museum projects of the 19th century and made it possible to expand the use of the Zwinger as a museum complex, which had grown under the influence of time since the 18th century. The Bombing of Dresden on February 13 and 14, 1945 hit the Zwinger extensively and led to extensive destruction. Since the reconstruction in the 1950s and 1960s, the Gemäldegalerie Alte Meister (Old Masters Picture Gallery), the Dresden Porcelain Collection (Dresdener Porzellansammlung) and the Mathematisch-Physikalischer Salon (Royal Cabinet of Mathematical and Physical Instruments) have opened to the public. The original intended use as an orangery, garden and as a representative festival area has taken a back seat; the latter continues to be cultivated with the performance of music and theater events.

Current inner city location
The Zwinger covers an area on the northwestern edge of the Innere Altstadt ("inner old town") that is part of the historic heart of Dresden. It is located in the immediate vicinity of other famous sights, including Dresden Castle and the Semperoper. The Zwinger is bounded by Sophienstraße in the southeast, Postplatz in the south, Ostra-Allee in the southwest, the Am Zwingerteich road in the northwest and Theatre Square (Theaterplatz) in the east. Nearby buildings include the Dresden State Theatre to the southwest, the Haus am Zwinger to the south, the Taschenbergpalais hotel to the southeast, the west wing of the palace with its Green Vault to the east, the Altstädtische Hauptwache to the northeast, the Semper Opera to the north and the former royal stables to the northwest. Within view lie the Catholic Court Church and the Italian Village in Theatre Square, the Wilsdruffer Kubus on Postplatz and the Duchess Garden with the remnants of the former orangery building in the west. The terraced banks of the Elbe river are located 200 metres northeast of the Zwinger.

Origin of the name

The name Zwinger goes back to the common medieval German term for that part of a fortification between the outer and inner defensive walls, or "outer ward". Archaeological evidence indicates that the construction of the first city wall took place in the last quarter of the 12th century. A documentary entry as civitas in 1216 points to the existence of an enclosed Dresden Fortification at that time. In 1427, during the Hussite Wars, work began on strengthening the city's defences and they were enhanced by a second – outer – wall. These improvements began near the Wilsdruffer Tor gate. Step by step the old moat had to be filled in and moved. The area between the two walls was generally referred to as the Zwinger and, in the vicinity of the castle, was utilised by the royal court at Dresden for garden purposes. The location of the so-called Zwingergarten from that period is only imprecisely known to be between the fortifications on the western side of the city. Its extent varied in places as a result of subsequent improvements to the fortifications and is depicted differently on the various maps.

This royal Zwingergarten, a garden used to supply the court, still fulfilled one of its functions, as indicated by the name, as a narrow defensive area between the outer and inner defensive walls. This was no longer the case when work on the present-day Zwinger palace began in the early 18th century, nevertheless the name was transferred to the new building. Admittedly the southwestern parts of the building of the baroque Dresden Zwinger including the Kronentor gate stand on parts of the outer curtain wall that are still visible today; but there is no longer any trace of the inner wall.

Early development of the city in the area of the Zwinger
Until well into the 16th century, the area of the present-day Zwinger complex was still outside the city fortifications. Close by ran an old stretch of the Weißeritz river that no longer exists, which emptied into the Elbe by the Old Castle. In 1569, major work began on redevelopment and new buildings by the fortifications west of the castle based on plans by master builder, Rochus Quirin, Count of Lynar, who came from Florence. The embankments needed in the area of the river confluence proved to be a major challenge. In spring 1570 the Weißeritz caused severe flood damage at an embankment, which hampered the building project for a short time. Then, in 1572, the rebuilding work by the fortifications came to a temporary halt.

Early history
Augustus the Strong returned from a grand tour through France and Italy in 1687–89, just at the moment that Louis XIV moved his court to Versailles. On his return to Dresden, having arranged his election as King of Poland (1697), he wanted something similarly spectacular for himself. The fortifications were no longer needed and provided readily available space for his plans. The original plans, as developed by his court architect Matthäus Daniel Pöppelmann before 1711, covered the space of the present complex of palace and garden, and also included as gardens the space down to the Elbe river, upon which the Semperoper and its square were built in the nineteenth century.

The Zwinger was designed by Pöppelmann and constructed in stages from 1710 to 1728. Sculpture was provided by Balthasar Permoser. The Zwinger was formally inaugurated in 1719, on the occasion of the electoral prince Frederick August's marriage to the daughter of the Habsburg emperor, the Archduchess Maria Josepha. At the time, the outer shells of the buildings had already been erected and, with their pavilions and arcaded galleries, formed a striking backdrop to the event. It was not until the completion of their interiors in 1728, however, that they could serve their intended functions as exhibition galleries and library halls.

The death of Augustus in 1733 put a halt to the construction because the funds were needed elsewhere. The palace area was left open towards the Semperoper square (Theatre Square) and the river. Later the plans were changed to a smaller scale, and in 1847–1855 the area was closed by the construction of the gallery wing now separating the Zwinger from the Theatre Square. The architect of this building, later named Semper Gallery, was Gottfried Semper.

Destruction and rebuilding
The building was mostly destroyed by the carpet bombing raids of 13–15 February 1945. The art collection had been previously evacuated, however. Reconstruction, supported by the Soviet military administration, began in 1945; parts of the restored complex were opened to the public in 1951. By 1963 the Zwinger had largely been restored to its pre-war state.

title: Zwinger (Dresden)


text:
Sikorsky HH-60 Pave Hawk

The Sikorsky MH-60/HH-60 Pave Hawk is a four-blade, twin-engine, medium-lift utility military helicopter manufactured by Sikorsky Aircraft. The HH-60 Pave Hawk and its successor the HH-60W Jolly Green II are combat rescue helicopters, though in practice they often serve humanitarian and peacetime disaster rescue. It is a derivative of the UH-60 Black Hawk and incorporates the US Air Force PAVE electronic systems program. The HH-60/MH-60 is a member of the Sikorsky S-70 family.

The MH-60G Pave Hawk's primary mission is insertion and recovery of special operations personnel, while the HH-60G Pave Hawk's core mission is recovery of personnel under hostile conditions, including combat search and rescue. Both versions conduct day or night operations into hostile environments. Because of its versatility, the HH-60G may also perform peacetime operations such as civil search and rescue, emergency aeromedical evacuation (MEDEVAC), disaster relief, international aid and counter-drug activities.

The USAF HH/MH-60G are in the process of being replaced by the new HH-60W Jolly Green II starting in the 2020s, with both types being operating during that time. The HH-60P is operated by South Korea.

Design and development
In 1981, the U.S. Air Force chose the UH-60A Black Hawk to replace its HH-3E Jolly Green Giant helicopters. After acquiring some UH-60s, the Air Force began upgrading each with an air refueling probe and additional fuel tanks in the cabin. The machine guns were changed from 7.62 mm (0.308 in) M60s to .50 caliber (12.7 mm) XM218s. These helicopters were referred to as "Credible Hawks" and entered service in 1987.

Afterwards, the Credible Hawks and new UH-60As were upgraded and designated MH-60G Pave Hawk. These upgrades were to be done in a two-step process. However, funding allowed only 16 Credible Hawks to receive the second step equipment. These helicopters were allocated to special operations use. The remaining 82 Credible Hawks received the first step upgrade equipment and were used for combat search and rescue. In 1991, these search and rescue Pave Hawks were redesignated HH-60G.

The Pave Hawk is a highly modified version of the Sikorsky UH-60 Black Hawk. It features an upgraded communications and navigation suite that includes an integrated inertial navigation/global positioning/Doppler navigation systems, satellite communications, secure voice, and Have Quick communications. The term PAVE stands for Precision Avionics Vectoring Equipment.

All HH-60Gs have an automatic flight control system, night vision goggles lighting and forward looking infrared system that greatly enhances night low-level operations. Additionally, some Pave Hawks have color weather radar and an engine/rotor blade anti-ice system that gives the HH-60G an all-weather capability. Pave Hawk mission equipment includes a retractable in-flight refueling probe, internal auxiliary fuel tanks, two crew-served (or pilot-controlled) 7.62 mm miniguns or .50-caliber machine guns and an 8,000 pound (3,600 kg) capacity cargo hook. To improve air transportability and shipboard operations, all HH-60Gs have folding rotor blades.

Pave Hawk combat enhancements include a radar warning receiver, infrared jammer and a flare/chaff countermeasure dispensing system. HH-60G rescue equipment includes a hoist capable of lifting a 600-pound (270 kg) load from a hover height of 200 feet (60 m), and a personnel locating system. A number of Pave Hawks are equipped with an over-the-horizon tactical data receiver that is capable of receiving near real-time mission update information.

Replacement
In 1999, the USAF identified a need for a helicopter with improved range, speed, and cabin space. An options analysis was completed in 2002 and funding for 141 aircraft under the "personnel recovery vehicle" program began in 2004. In 2005, it was renamed CSAR-X, meaning combat search and rescue. Sikorsky entered the HH-92 Superhawk, Lockheed Martin entered the VH-71 Kestrel, and Boeing entered the HH-47 Chinook. The HH-47 won the competition in November 2006, but the award was cancelled after successful protests from both rival competitors. A Request for Proposals (RFP) was reissued in 2007, but protested again before proposals were received, leading to a second cancellation. In March 2010, the USAF announced a recapitalization plan to return its 99-aircraft inventory to 112 airframes, incrementally replacing aging HH-60Gs; a secondary plan to replace 13 attrition HH-60s, seven of which were lost in combat since 2001, was also initiated. The USAF deferred secondary combat search and rescue requirements calling for a larger helicopter. A UH-60M-based version was offered as a replacement.

On 22 October 2012, the USAF issued an RFP for up to 112 Combat Rescue Helicopters (CRH) to replace the HH-60G with the primary mission of personnel recovery from hostile territory; other missions include civil search and rescue, disaster relief, casualty and medical evacuation. It had to have a combat radius of 225 nmi, a payload of 1,500 lb (680 kg), and space for up to four stretchers. The AgustaWestland AW101 was one entrant. By December 2012, competitors AgustaWestland, EADS, Boeing, and Bell Helicopter had withdrawn amid claims that the RFP favored Sikorsky and did not reward rival aircraft's capabilities. The USAF argued that the competition was not written to favor Sikorsky, and that the terms were clear as to the capabilities they wanted and could afford. Sikorsky was the only bidder remaining, with subcontractor Lockheed Martin supplying mission equipment and the electronic survivability suite. Sikorsky and the USAF extensively evaluated the proposed CRH-60, a variant of the MH-60 special operations helicopter; the CRH-60 differed from the MH-60 by its greater payload and cabin capacity, wider rotor blades, and better hover capability.

In September 2013, the initial USAF FY 2015 budget proposal would have cancelled the CRH program due to sequestration budget cuts, instead retaining the existing HH-60 fleet. Congress allocated over $300 million to the program in FY 2014, with $430 million to be moved from other areas through FY 2019 to finance it. On 26 June 2014, the USAF awarded Sikorsky and Lockheed Martin a $1.3 billion contract for the first four aircraft, with 112 total to be procured for a total of up to $7.9 billion. Five more are to be delivered by 2020 and the order is to be completed by 2029. On 24 November 2014, the Air Force officially designated the UH-60M-derived CRH the HH-60W. It first flew on 17 May 2019. In February 2020, the HH-60W was named the "Jolly Green II" by the USAF. The 41st Rescue Squadron received the first two HH-60W helicopters on 5 November 2020.

Operational history

As of 2015, the U.S. Air Force HH-60G Pave Hawk was operated by the Air Combat Command (ACC), U.S. Air Forces in Europe (USAFE), Pacific Air Forces (PACAF), Air Education and Training Command (AETC), the Air Force Reserve Command (AFRC) and the Air National Guard (ANG). Some HH-60Gs are also operated by the Air Force Materiel Command (AFMC) for flight tests.

During Operation Desert Storm, Pave Hawks provided combat search and rescue coverage for coalition air forces in western Iraq, Saudi Arabia, coastal Kuwait and the Persian Gulf. They also provided emergency evacuation coverage for U.S. Navy SEAL teams landing on the Kuwaiti coast before the invasion.

The Air Force Special Operations Command (AFSOC) got rid of its MH-60Gs in 1991, redesignating them as HH-60Gs and giving them to Air Combat Command (ACC) and ACC-gained Air Force Reserve Command and Air National Guard units.

On 29 October 1992, a MH-60G Pave Hawk crashed in the Great Salt Lake of Utah about 100 yards north of Antelope Island during a training exercise in bad weather. Twelve members of the Army's 75th Ranger Regiment and the Air Force's 1st Special Operations Wing died in the accident. The pilot, Air Force Maj. Stephan J. Laushine, was the only survivor.

During Operation Allied Force, the Pave Hawk provided continuous combat search and rescue coverage for NATO air forces, and recovered two U.S. Air Force pilots who were isolated behind enemy lines.

In March 2000, three Pave Hawks deployed to Hoedspruit Air Force Base in South Africa to support international flood relief operations in Mozambique. The HH-60Gs flew 240 missions in 17 days and delivered more than 160 tons of humanitarian relief supplies.

In early 2005, Air Force Pave Hawks also took part in a massive humanitarian relief effort to help in Sri Lankan victims of the tsunami. In the fall of 2005, Pave Hawks from various Air Force commands helped rescue thousands of stranded survivors of Hurricane Katrina.

Pave Hawks operated during Operation Iraqi Freedom, Operation New Dawn, and Operation Enduring Freedom, supporting Army and Marine Corps ground combat operations and standby search and rescue support for U.S. and coalition fixed-wing combat aircraft.

On 15 March 2018, a CSAR HH-60G crashed near the Iraqi city of al-Qa'im, killing all seven on board.

Variants

 * HH-60A: Prototype for the HH-60D rescue helicopter. A modified UH-60A primarily designed for combat search and rescue. It is equipped with a rescue hoist with a 200 ft (60.96 m) cable that has a 600 lb (270 kg) lift capability, and a retractable in-flight refueling probe.
 * HH-60D Night Hawk: Prototype of combat rescue variant for the US Air Force.
 * HH-60E: Proposed search and rescue variant for the US Air Force.
 * HH-60G Pave Hawk: Search and rescue helicopter for the US Air Force upgraded from UH-60A Credible Hawk.
 * MH-60G Pave Hawk: Special Operations, search and rescue model for the US Air Force. Equipped with long-range fuel tanks, air-to-air refueling capability, FLIR, improved radar. Powered by T-700-GE-700/701 engines.
 * Maplehawk: Proposed search and rescue version for the Canadian Forces to replace aging CH-113 Labradors. The CF opted for the CH-149 Cormorant instead.
 * HH-60P Pave Hawk: Combat Search and Rescue variant of UH-60P, in service with Republic of Korea Air Force. Variant includes External Tank System and FLIR for night operations.
 * HH-60U: The Air Force has four HH-60U "Ghost Hawks", which are converted "M" variants that are based at Area 51.
 * HH-60W Jolly Green II: Combat rescue helicopter variant of the UH-60M for the U.S. Air Force to replace the HH-60G.

Operators

 * Republic of Korea Air Force operates HH-60P helicopters

🇺🇸
 * United States Air Force
 * 33rd Rescue Squadron
 * 34th Weapons Squadron
 * 38th Rescue Squadron
 * 41st Rescue Squadron
 * 55th Rescue Squadron
 * 56th Rescue Squadron
 * 66th Rescue Squadron
 * 101st Rescue Squadron (New York Air National Guard)
 * 129th Rescue Squadron (California Air National Guard)
 * 210th Rescue Squadron (Alaska Air National Guard)
 * 301st Rescue Squadron (Air Force Reserve Command)
 * 305th Rescue Squadron (Air Force Reserve Command)
 * 413th Flight Test Squadron (Air Force Materiel Command)
 * 512th Rescue Squadron (Air Education & Training Command)

title: Sikorsky HH-60 Pave Hawk


text:
Georg Hackl

Georg Hackl (born 9 September 1966), often named Hackl Schorsch, is a German former luger who was three time Olympic and World Champion. He is known affectionately as Hackl-Schorsch or as the Speeding Weißwurst, a reference to what he looks like in his white bodysuit coming down the luge at fast speeds.

Biography
Hackl was born in Berchtesgaden, Bavaria. He took up luge as part of his physical education lessons whilst at school, learning to slide at the Königssee track.

Hackl was known for his rivalry with Markus Prock, with Prock being dominant in World Cup competition whilst Hackl consistently achieved success at the Winter Olympics. Although Hackl was not as natural an athlete as Prock, he was noted as being extremely skilled at setting up his sled to suit particular ice conditions on a given day. In addition his coach and former luger Thomas Schwab highlighted Hackl's mental strength as being key to his success.

He won his first Winter Olympic Games luge medal in 1988 in Calgary, when he finished second in the singles event, while placing fourth in the doubles. Four years later, he improved his performance to win the gold, a feat he repeated in 1994 and 1998. In 1998, he won the gold by clocking the fastest time in all four runs, the first in Olympic history in the men's singles to do so (Vera Zozula of the Soviet Union did that feat in the women's singles event at the 1980 Winter Olympics in Lake Placid, New York). That year he was named as German Sportsman of the Year. Hackl won the silver medal again in the 2002 Games, becoming the first Winter Olympian to win a medal in five consecutive Winter Olympics. Most recently, he placed 7th in the 2006 Winter Olympics.

Hackl has retired from active participation and got involved in coaching after the 2006 Winter Olympics. He is responsible for a group of German lugers nicknamed the "Sunshine Training Group", alongside Patric Leitner, with Hackl having responsibility for their sleds. Members of the group include Felix Loch, Natalie Geisenberger, Tobias Wendl and Tobias Arlt, who between them took a clean sweep of the gold medals in luge at the 2014 Winter Olympics.

Hackl won a total of 22 medals at the FIL World Luge Championships, including ten golds (Men's singles: 1989, 1990, 1997; Mixed team: 1991, 1993, 1995, 2000, 2001, 2003, 2005), ten silvers (Men's singles: 1991, 1993, 1995, 1996, 2001, 2004, 2005; Men's doubles: 1987, Mixed team: 1996, 1997), and two bronzes (Men's singles: 2000, Mixed team: 1999). At the FIL European Luge Championships, Hackl won twelve medals. This included seven golds (Men's singles: 1988, 1990; Mixed team: 1988, 1992, 1996, 2000, 2002), four silvers (Men's singles: 1994, 2000; Mixed team: 1990, 1994), and one bronze (Men's singles: 1992).

He won the overall Luge World Cup title in men's singles twice (1988–9, 1989–90) and also had his best overall finish of second in men's doubles twice (1986–7, 1987–8).

Hackl is also a nine-time wok racing world champion.

He was inducted into the International Luge Federation's Hall of Fame in 2013.

In 1999, Hackl married his long-term girlfriend, Margit (née Datzmann).

title: Georg Hackl


text:
Motorola 68010

The Motorola MC68010 and Motorola MC68012 are 16/32-bit microprocessors from Motorola, released in 1982 as successors to the Motorola 68000. The 68010 and 68012 added virtualization features, optimized loops and fixed several small flaws to the 68000. The MC68010 variants were pin compatible with its predecessor while the MC68012 is an 84-pin PGA version with its directly accessible memory space extended to 2 GiB.

Differences between 68010/68012 and 68000
The 68010 and 68012 are completely user-mode compatible with the 68000, except that the MOVE from SR instruction traps in user mode, so that, to support user-mode code using that instruction, a supervisor-mode trap handler must simulate the instruction and continue the user-mode code after that instruction. This was done so that the 68010 and 68012 would meet the Popek and Goldberg virtualization requirements, specifically that a new OS could run as guest and not be aware. A new unprivileged MOVE from CCR instruction was added to compensate for the penalty of trapping user-mode MOVE from SR.

The 68010 and 68012 can recover from bus faults, and continue the faulting instruction, allowing them to implement virtual memory. This means that the exception stack frame is different.

A 32-bit Vector Base Register (VBR) holds the base address for the exception vector table. The 68000 vector table was always based at address zero.

A "loop mode" accelerates loops consisting of only a "loopable" instruction and a DBcc (Decrement/Branch on condition); an example would be MOVE and DBRA. The two-instruction mini-loop opcodes are prefetched and held in the 6-byte instruction cache while subsequent memory read/write cycles are only needed for the data operands for the duration of the loop. It provided for performance improvements averaging 50%, as a result of the elimination of instruction opcodes fetching during the loop.

The MC68012 variant, in addition to its memory space being extended to 2 GiB, also added a read-modify-write cycle (RMC) pin, indicating that an indivisible read-modify-write cycle in progress, in order to help the design of multiprocessor systems with virtual memory.

The expansion of the memory space in the 68012 caused an issue for any programs that used the high byte of an address to store data, a programming trick that was successful with those processors that only have a 24-bit address bus (68000 and 68010). A similar problem affected the 68020.

Usage
The 68010 was never as popular as the 68000. However, due to the 68010's small speed boost over the 68000 and its support for virtual memory, it can be found in a number of smaller Unix systems, both with the 68451 MMU (for example in the Torch Triple X), and with a custom MMU (such as the Sun-2 Workstation, AT&T UNIX PC/3B1, Convergent Technologies MiniFrame, Plexus P/15 and P/20, NCR Tower XP, Apollo Computer's DN300 and DN320, and HP 9000 Model 310) and various research machines. Most other vendors (such as Apple Computer) stayed with the 68000 until the 68020 was introduced.

Atari Games used the 68010 in some of their arcade boards such as the Atari System 1. Some owners of Amiga and Atari ST computers and Sega Genesis game consoles replaced their system's 68000 CPU with a 68010 to gain a small speed boost.

In practice, the overall speed gain over a 68000 at the same frequency is less than 10%.

The 68010 could be used with the 68451 MMU. However, aspects of its design, such as its 1 clock memory access penalty, made this configuration unpopular. Some vendors used their own MMU designs, such as Sun Microsystems in their Sun-2 workstation and Convergent Technologies in the AT&T UNIX PC/3B1.

title: Motorola 68010