Chatham Dockyard
Chatham Dockyard was a Royal Navy Dockyard located on the River Medway in Kent. Established in Chatham in the mid-16th century, the dockyard subsequently expanded into neighbouring Gillingham; at its most extensive two-thirds of the dockyard lay in Gillingham, one-third in Chatham.
It came into existence at the time when, following the Reformation, relations with the Catholic countries of Europe had worsened, leading to a requirement for additional defences. Over 414 years Chatham Royal Dockyard provided more than 500 ships for the Royal Navy, and was at the forefront of shipbuilding, industrial and architectural technology. At its height, it employed over 10,000 skilled artisans and covered. Chatham dockyard closed in 1984, and of the Georgian dockyard is now managed as the Chatham Historic Dockyard visitor attraction by the Chatham Historic Dockyard Trust.
Overview
was commissioned by the Navy Board to paint a panoramic view of Chatham Dockyard in 1785. The painting, now in the National Maritime Museum, provides a detailed illustration of the yard as it was in the Age of Sail; many of the buildings and structures illustrated survive:Descriptions of the working dockyard
described Chatham dockyard as...stored for the finest fleet the sun ever beheld, and ready at a minute’s warning, built lately by our most gracious sovereign Elizabeth at great expense for the security of her subjects and the terror of her enemies, with a fort on the shore for its defence.
Daniel Defoe, visiting the yard in 1705, also spoke of its achievements with an almost incredulous enthusiasm:
So great is the order and application there, that a first-rate vessel of war of 106 guns, ordered to be commissioned by Sir Cloudesley Shovell, was ready in three days. At the time the order was given the vessel was entirely unrigged; yet the masts were raised, sails bent, anchors and cables on board, in that time.
Charles Dickens, who had grown up in Chatham, returned in later life and described in 1861 the novel sight of a ship being built for the first time of iron :
Twelve hundred men are working at her now; twelve hundred men working on stages over her sides, over her bows, over her sterns, under her keel, between her decks, down in her hold, within her and without, crawling and creeping into the finest curves of her lines wherever it is possible for men to twist. Twelve hundred hammerers, measurers, caulkers, armourers, forgers, smiths, shipwrights; twelve hundred dingers, clashers, dongers, rattlers, clinkers, bangers, bangers, bangers!
History
Gillingham Water
Chatham's establishment as a naval dockyard was precipitated by the use of the Medway as a safe anchorage by the ships of what became England's permanent Royal Navy. In 1550, a decree was issued to the Lord High Admiral that:all the Kinges shippes should be harborowed in Jillyngham Water – saving only those that be at Portsmouth
Even prior to this, there is evidence of certain shore facilities being established in the vicinity for the benefit of the King's ships at anchor: there are isolated references from as early as 1509 to the hiring of a storehouse nearby and from 1547 this becomes a fixed item in the Treasurer's annual accounts. The storehouse would have furnished ships with such necessary consumables as rope, pulleys, sailcloth and timber. Careening took place on the river, according to a Privy Council instruction of 1550; for more specialised repairs and maintenance, however, ships would have had to travel to one of the purpose-built royal dockyards.
The early dockyard
1567 is generally seen as the date of Chatham's establishment as a Royal Naval Dockyard. In the years that followed the ground was prepared, accommodation was secured and in 1570 a mast pond was installed. The following year a forge was built for anchor-making. At around the same time a large house was leased for administrative purposes including meetings of the Council of Marine Causes..The renowned Tudor shipwright Mathew Baker was appointed to Chatham in 1572. Under his supervision the site was developed to include sawpits, workshops, storehouses and a wharf with a treadmill crane. Most significantly, Chatham's first dry dock was opened in 1581. The first ship to be built at the dockyard, a 10-gun pinnace named HMS Merlin, was launched in 1579.
The dockyard received its first royal visit, from Elizabeth I, in 1573; later, in 1606, James I used Chatham dockyard for a meeting with Christian IV of Denmark.
Relocation
In the early 17th century the government resolved to invest in a new specialised facility for refitting and repairing warships. By 1611 Chatham had been chosen as its location. The decision established Chatham as the country's premier naval industrial complex; nevertheless, concerns were already being raised over its river being prone to silting.The decision required the dockyard to move from its original location, which was too constricted, to a new site to the north. By 1619, the new dockyard consisted of a new dry dock and wharf with storehouses, all enclosed within a brick perimeter wall. The growing importance of the dockyard was illustrated with the addition soon afterwards of a mast pond, and the granting of additional land on which a second dry dock was constructed, along with a sail loft, a ropery and residences for the dockyard officers: all of which were completed by 1624.
Peter Pett, of the family of shipwrights whose history is closely connected to the Chatham dockyard, became commissioner in 1649. In 1686 two new dry docks were built, in addition to the old single and double dry docks; all four were rebuilt and expanded at various points in subsequent centuries. Although the yard focused mainly on refitting and repairs, some shipbuilding continued to take place. It made do with a single shipbuilding slip for much of the 17th century. Also in 1686 a 'Great Long Store-house' was built, alongside the ropery on what is now Anchor Wharf; and two new mast ponds were constructed, in what was then the northernmost part of the yard, in 1697 and 1702.
Sheerness
One of the disadvantages of Chatham was their relative inaccessibility for ships at sea. Therefore, rather than risk being constrained by wind, tide and draught on a journey upriver, ships would seek as often as possible to do running repairs and maintenance while at anchor, and would only travel to the dockyard when necessary. Thus deliveries of victuals, ordnance and other supplies were made by small boats, sailing regularly between Chatham and The Nore.Seeking to alleviate this less-than-satisfactory situation, the Navy Board explored options for developing a shore facility with direct access from the open water of the Thames Estuary. The escalating Anglo-Dutch wars forced their hand, however: several temporary buildings were hastily erected in Sheerness, at the mouth of the Medway, to enable ships to re-arm, re-victual and be repaired as quickly as possible. In 1665, the Navy Board approved Sheerness as a site for a new dockyard, and building work began; but in 1667 the still-incomplete Sheerness Dockyard was captured by the Dutch Navy and used as the base for an attack on the English fleet at anchor in the Medway itself. Sheerness remained operational as a royal dockyard until 1959, but it was never considered a major shore establishment and in several respects it operated as a subsidiary yard to Chatham.
Consolidation
By the late 17th century a number of prestigious new buildings were erected, several of which are still in place. At the same time, the nearby village of Brompton began to be developed to provide housing for the dockyard's growing workforce.From the very start of the 18th century, however, Chatham began to be superseded in both size and importance, first by Portsmouth, then Plymouth, when the main naval enemy became France, and the Western approaches the chief theatre of operations. In addition, the Medway had begun to silt up, making navigation more difficult. As a result, it was acknowledged by 1771 that Chatham had no future as a front-line fleet base; nevertheless, following a visit by the Admiralty Board in 1773, the decision was taken to invest further in Chatham, and to develop it as a building yard rather than a refitting base.
By this time the establishment, including the [|gun wharf], stretched in length, and included an area of in excess of. Alongside the four dry docks it now had a total of six shipbuilding slips, albeit three of the six were under in length and suitable only for building smaller warships. The docks varied from to in length. The officers and men employed in the yard had also increased, and by 1798 they numbered 1,664, including 49 officers and clerks and 624 shipwrights. Additionally required were the blockmakers, caulkers, pitch-heaters, blacksmiths, joiners and carpenters, sail makers, riggers, and ropemakers, as well as bricklayers, labourers and others. Building works at Chatham did not compare with the substantial expansions underway at Portsmouth and Plymouth at this time; but the southern part of the yard was significantly redeveloped, with construction of two new storehouses on Anchor Wharf and a major reconfiguration of the ropery.
Among the vessels built in this Dockyard which still exist are and .
Mechanisation
Following the appointment of Robert Seppings as Master Shipwright in 1804, iron began to be introduced into the structure of ships being built at Chatham; the following year work began on a new, much larger smithery, commissioned by Samuel Bentham, designed by Edward Holl and fitted out by John Rennie. Among other things, the use of iron in ship construction enabled larger vessels to be built, and between 1836 and 1851 Chatham gained five new covered slipways, much larger in scale than the ones they replaced..In 1811, Marc Brunel recommended the installation of steam-powered sawmills in the royal dockyards, to replace the manual labour of the saw pits. Money was only made available for one such installation, however, and Chatham was chosen as its location. Land was purchased to the northeast for its construction, and the new saw mill began operation in 1814. The following year, John Rennie was engaged to build an entirely new dry dock which was the first in the dockyard to be built entirely of stone; it was built on the site of the old smithery. Unlike the earlier timber docks, which were drained using gravity, this new dock was pumped dry using a Boulton & Watt steam engine. After completion of the new dock in 1821, reconstruction of the other docks in stone followed ; they were likewise emptied using steam power, provided by the same engine and pumps. Another novel application of steam power was embarked on in 1817, with the building of a 'Lead and Paint Mill', in which a single beam engine powered a rolling mill and a series of devices for grinding pigment and mixing paint; the plant was operational from 1819. It was not until 1837, however, that steam power was first introduced into the ropery, and the smithery received its first engine in 1841.
At the same time, moves were being made towards the application of steam power to ship propulsion. The first steam-powered ship to be laid down at Chatham was HMS Phoenix, one of four paddle steamers built concurrently across the royal dockyards in the early 1830s, each designed by a different leading shipwright. HMS Bee, launched at Chatham in 1842, was an experimental vessel fitted with both paddles and a propeller, each of which could be driven independently from the same engine for comparison. Following the success of such early trials with screw propulsion, several older sailing ships were taken into dry dock and retro-fitted with propellers, beginning with HMS Horatio. Another hint of changes to come was seen in the launch of HMS Aetna, the first armour-plated vessel to be built at Chatham, in 1856. All these developments were to come together with the construction of HMS Achilles, in a newly expanded No.2 Dock, between 1860 and 1864: the first true iron-hulled battleship to be launched in a royal dockyard.
To meet the new demands of building in iron, metal mills were built alongside the smithery in 1845, containing rolling machinery and furnaces for reprocessing iron. Holl's smithery was itself enlarged with the addition of a foundry in the 1850s, and its courtyard was roofed over for a steam hammer shop in 1865. By 1861, No.1 Dock had been filled in and a machine shop constructed in its place for heating, bending and planing armour plate for HMS Achilles which was being built alongside. For the time being, however, marine steam engines were not manufactured on site but were ordered from Thames-based private contractors. In 1860 the dockyard's policing was also transferred to the new No.4 Division of the Metropolitan Police, which remained in that role until 1932.