Royal Navy Dockyard
Royal Navy Dockyards were state-owned harbour facilities where ships of the Royal Navy were built, based, repaired and refitted. Until the mid-19th century the Royal Dockyards were the largest industrial complexes in Britain.
From the reign of Henry VII up until the 1990s, the Royal Navy had a policy of establishing and maintaining its own dockyard facilities. Portsmouth was the first Royal Dockyard, dating from the late 15th century; it was followed by Deptford, Woolwich, Chatham and others. By the 18th century, Britain had a string of these state-owned naval dockyards, located not just around the country but across the world; each was sited close to a safe harbour or anchorage used by the fleet. Royal Naval Dockyards were the core naval and military facilities of the four Imperial fortresses - colonies which enabled control of the Atlantic Ocean and its connected seas. The Royal Dockyards had a dual function: ship building and ship maintenance. Over time, they accrued additional on-site facilities for the support, training and accommodation of naval personnel.
For centuries, in this way, the name and concept of a Royal Dockyard was largely synonymous with that of a naval base. In the early 1970s, following the appointment of civilian Dockyard General Managers with cross-departmental authority, and a separation of powers between them and the Dockyard Superintendent, the term 'Naval Base' began to gain currency as an official designation for the latter's domain. 'Royal Dockyard' remained an official designation of the associated shipbuilding/maintenance facilities until 1997, when the last remaining Royal Dockyards were fully privatised.
Function
Most Royal Dockyards were built around docks and slips. Traditionally, slipways were used for shipbuilding, and dry docks for maintenance;. Regular hull maintenance was important: in the age of sail, a ship's wooden hull would be comprehensively inspected every 2–3 years, and its copper sheeting replaced every 5. Dry docks were invariably the most expensive component of any dockyard. Where there was no nearby dock available ships would sometimes be careened to enable necessary work to be done. In the age of sail, wharves and capstan-houses were often built for the purpose of careening at yards with no dock: a system of pulleys and ropes, attached to the masthead, would be used to heel the ship over giving access to the hull.In addition to docks and slips, a Royal Dockyard had various specialist buildings on site: storehouses, sail lofts, woodworking sheds, metal shops and forges, roperies, pumping stations, administration blocks and housing for the senior dockyard officers. Wet docks accommodated ships while they were being fitted out. The number and size of dockyard basins increased dramatically in the steam era. At the same time, large factory complexes, machine-shops and foundries sprung up alongside for the manufacture of engines and other components.
One thing generally absent from the Royal Dockyards was the provision of naval barracks. Prior to this time, sailors were not usually quartered ashore at all, they were expected to live on board a ship. When a ship was decommissioned at the end of a voyage or tour of duty, most of her crew were dismissed or else transferred to new vessels. Alternatively, if a vessel was undergoing refit or repair, her crew was often accommodated on a nearby hulk; a dockyard often had several commissioned hulks moored nearby, serving various purposes and accommodating various personnel, including new recruits. Things began to change when the Admiralty introduced more settled terms of service in 1853; nevertheless, thirty years were to pass before the first shore barrack opened, and a further twenty years before barracks at all three of the major home yards were finally completed. Through the course of the 20th century these barracks, together with their associated training and other facilities, became defining features of each of these dockyards.
In 1985 Parliament was given the following description of the functions of the two then remaining Royal Dockyards:
"The services provided by the royal dockyards at Devonport and Rosyth to the Royal Navy fall into five main categories as follows:
Refit, repair, maintenance and modernisation of Royal Navy vessels;
Overhaul and testing of naval equipments, including those to be returned to the Director General of Stores and Transport for stock and subsequent issue to the Royal Navy;
Installation and maintenance of machinery and equipment in naval establishments;
Provision of utility services to Royal Navy vessels alongside in the naval base and to adjacent naval shore establishments; and
manufacture of some items of ships' equipment".
Nomenclature
For a long time, well into the eighteenth century, a Royal Dockyard was often referred to as The King's Yard. In 1694, Edmund Dummer referred to "His Majesty's new Dock and Yard at Plymouth"; from around that time, HM Dock Yard increasingly became the official designation. While, as this phrase suggests, the primary meaning of 'Dockyard' is a Yard with a Dock, not all dockyards possessed one; for example, at both Bermuda and Portland dry docks were planned but never built. Where a dock was neither built nor planned the installation was often designated HM Naval Yard rather than 'HM Dockyard' in official publications ; they are included in the listings below.While the term 'Royal Dockyard' ceased in official usage following privatisation, at least one private-sector operator has reinstated it: Babcock International, which in 2011 acquired freehold ownership of the working North Yard at Devonport from the British Ministry of Defence, reverted to calling it Devonport Royal Dockyard.
Historical overview
The origins of the Royal Dockyards are closely linked with the permanent establishment of a standing Navy in the early sixteenth century. The beginnings of a yard had already been established at Portsmouth with the building of a dry dock in 1496; but it was on the Thames in the reign of Henry VIII that the Royal Dockyards really began to flourish. Woolwich and Deptford dockyards were both established in the early 1510s. The Thames yards were pre-eminent in the sixteenth century, being conveniently close to the merchants and artisans of London as well as to the Armouries of the Tower of London. They were also just along the river from Henry's palace at Greenwich. As time went on, though, they suffered from the silting of the river and the constraints of their sites.By the mid-seventeenth century, Chatham had overtaken them to become the largest of the yards. Together with new Yards at Harwich and Sheerness, Chatham was well-placed to serve the Navy in the Dutch Wars that followed. Apart from Harwich, all the yards remained busy into the eighteenth century – including Portsmouth. In 1690, Portsmouth had been joined on the south coast by a new Royal Dockyard at Plymouth; a hundred years later, as Britain renewed its enmity with France, these two yards gained new prominence and pre-eminence.
Furthermore, Royal Dockyards began to be opened in some of Britain's colonial ports, to service the fleet overseas. Yards were opened in Jamaica, Antigua, Gibraltar, Canada and several other locations. Following the loss of the thirteen North American continental colonies thet formed the United States of America in 1783, Bermuda assumed a new importance as the only remaining British port between the Maritimes and the Floridas. Being more defensible than Halifax, Nova Scotia, and in a position to command the American seaboard, the Admiralty began buying land at Bermuda's West End in 1795 for the development of what would become the main base, dockyard and headquarters for the North America and West Indies Station until United States Navy control of the region under the North Atlantic Treaty Organization led to HMD Bermuda being reduced to a naval base from 1951 until its final closure in 1995.
File:HMS York in AFD1 at HMD Bermuda in 1933.jpg|left|thumb|HMS York in Admiralty Floating Dock No. 1 at HMD Bermuda in 1934
In the wake of the Seven Years' War a large-scale programme of expansion and rebuilding was undertaken at the three largest home yards. These highly significant works lasted from 1765 to 1808, and were followed by a comprehensive rebuilding of the Yard at Sheerness.
Through the Napoleonic Wars all the home yards were kept very busy, and a new shipbuilding yard was established at Pembroke in 1815. Before very long, new developments in shipbuilding, materials and propulsion prompted changes at the Dockyards. Construction of marine steam engines was initially focused at Woolwich, but massive expansion soon followed at Portsmouth, Plymouth and Chatham. Portland Harbour was built by the Admiralty in the mid-19th century to help protect ships taking coal on board; because of its key position, midway between Devonport and Portsmouth in the English Channel, Portland was developed as a maintenance yard. A new maintenance yard was also opened on Haulbowline Island in Cork Harbour. Meanwhile, the Thames-side yards, Woolwich and Deptford, could no longer compete, and they finally closed in 1869.
The massive naval rebuilding programme prior to the First World War saw activity across all the yards, and a new building yard opened at Rosyth. In contrast, the post-war period saw the closure of Pembroke and Rosyth, and the handover of Haulbowline to the new Irish government – though the closures were reversed with the return of war in 1939. A series of closures followed the war: Pembroke in 1947, Portland and Sheerness in 1959/60, then Chatham and Gibraltar in 1984. At the same time, Portsmouth's Royal Dockyard was downgraded and renamed a Fleet Maintenance and Repair Organisation. In 1987 the remaining Royal Dockyards were part-privatised, becoming government-owned, contractor-run facilities ; full privatisation followed ten years later. The following year Portsmouth's FMRO was sold to Fleet Support Limited. As of 2019, all three continue in operation, to varying degrees, as locations for building and maintaining ships and submarines of the Royal Navy.