| Royal Naval Dockyard, Bermuda | |
|---|---|
| Bermuda | |
A 6" gun overlooks the Great Sound |
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| Type | Shipyard, dockyard, HMS |
| Built | 1795 |
| In use | 1795 — 1958 |
| Controlled by | Royal Navy 1795-1958; USN/USAF/US Army 1948-1995 |
| Garrison | HMS Malabar - to 1995; US Naval Air Station and a US Army Fort Bell and airfield; USAF Kindley AFB 1948-1970; USNAS Bermuda 1970-1995 |
| Battles/wars | War of 1812, World War II, Cold War |
HMD Bermuda (Her/His Majesty's Dockyard, Bermuda) was the principal base of the Royal Navy in the Western Atlantic between American independence and the Cold War. Bermuda had occupied a useful position astride the homeward leg taken by many European vessels from the New World since before its settlement by England in 1609. French privateers may have used the Islands as a staging place for operations against Spanish galleons in the 16th Century. Bermudian privateers certainly played a role in many Imperial wars following settlement. Despite this, it wasn't until the loss of bases on most of the North American seaboard (following US independence) threatened Britain's supremacy in the Western Atlantic, however, that the Island assumed great importance as a naval base (the attendant Bermuda Garrison of the British Army existed primarily to protect the naval base).
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In the decades following American independence, Britain was faced with two threats to its maritime supremacy. The first was French, as Napoleon battled Britain for military, political, and economic supremacy in Europe, closing continental ports to British trade. He also unleashed a storm of privateers from the French West Indies in an attempt to cripple British trade in the New World. The Royal Navy was hard-pressed in Europe, and unable to release adequate forces to counter the menace of the privateers. In any case, multi-decked ships-of-the-line were designed to battle each other in slow moving, opposing lines. However many guns they might have to bring to bear, they were not able to run down, or out-manoeuvre the small privateers.
The second threat was American. The successful English colony in the United States, Jamestown, Virginia, which Bermuda was settled as an extension of, was intended to exploit the abundance of timber on that continent. This was at a time when Britain, and much of Europe had long been stripped almost clear of trees. American timber had been one of the enablers of Britain's ascendancy to maritime supremacy, and, by 1776, a significant part of Britain's merchant fleet was made up of American ships. Despite their own, brief, naval dispute with Napoleon, the Americans took full advantage of their neutral position in the wars between Britain and France, and the British Government was enraged by what it saw as America's failure to support it in combating a common threat. The British Admiralty was also enraged by the habit of American merchant and naval vessels to poach sailors from the Royal Navy at a time when its manpower was stretched to the limit. The US also had its own interest in breaking Britain's supremacy on maritime trade, and from the first days of the Republic it has often claimed to champion free trade.
The Royal Navy sought to counter the threat of French privateers in the New World by commissioning its own light vessels, built along the lines of traditional Bermuda sloops. The first three vessels commissioned from Bermudian shipyards were 200 ton, 12-gun sloops-of-war, ordered in 1795, and commissioned as HMS Dasher, HMS Driver and HMS Bermuda. Over the next fifteen years, the Admiralty would commission a great many more vessels from Bermudian builders. Although the first were intended to counter the privateer menace, Bermudian sloops ultimately became 'advice' vessels, using their speed and handling to evade enemies, and carrying communications and vital freight around the globe. in addition to ships commissioned by the Admiralty, Bermudian merchant vessels were also bought-up and commissioned for this purpose. The most famous was undoubtedly HMS Pickle, which carried the news of British victory back from Trafalgar.
The Royal Navy began to invest into Bermudian real-estate in 1795. Very early, it began to buy islands at the West End of the chain, and in the Great Sound, with the view to building a naval base and dockyard. Unfortunately, at that time, there was no known channel wide and deep enough to allow large naval vessels to gain access to the Great Sound. A naval hydrographer, Thomas Hurd, spent a dozen years charting the waters around the Colony, and eventually found the Channel through the reefs, which is still used, today, by vessels travelling to The Great Sound and Hamilton Harbour.
Initially, the Royal Navy bought and developed property in and around the then capital of St. George's, at the East End. These included Convict Bay, which became a Royal Canadian Naval Base, HMCS Somers Isles, during the Second World War, and the brick building now housing the Carriage House Museum, and Restaurant. Once Hurd's Channel had been discovered, however, the Royal Navy soon relocated all of its facilities to the West End.
Numerous islands at the West End, and in the Great Sound were used for various purposes, but the core of the base, the Dockyard, began to take shape on Ireland Island, at the North West extremity of the archipelago. Initially, local labourers, free or enslaved, were sought to carry out the construction. Bermudian labour proved scarce, and Bermudian attitudes to manual labour were such that the Admiralty soon resorted to using convicts, shipped from Britain and Ireland, to carry out most of the original phase of building at the base. Admiralty House in Bermuda, at that time, was still in the East End, at Mount Wyndham, above Bailey's Bay.
One of the first Naval actions of the War was the capture of the Bermuda sloop, HMS Whiting, in a US port. During the War, the British blockade of American ports was orchestrated from Bermuda, and a squadron based in Bermuda was active in the Chesapeake from February 1813 until the end of the War, British forces briefly occupying Kent Island in 1813 and establishing a base on Tangier Island in 1814, where the Royal Navy recruited from among refugee slaves a Corps of Colonial Marines. Other refugees were first brought to Bermuda in May 1813, where they were employed in the construction of the new Dockyard on Ireland Island in the company of hired artisans, both free and enslaved, and finally to Nova Scotia and New Brunswick for resettlement. In August, 1814, British forces sailed from the Dockyard to attack Washington, D. C., and Baltimore, Maryland, in the Battle of Baltimore.[1]
After the War the Corps of Colonial Marines were brought to Bermuda to man the garrison and to continue the construction of the Dockyard, but in July 1816 they were disbanded and taken, together with their families, to Trinidad where they were granted land. The consequent depletion of the construction workforce was partially made good in 1823 by the first importation of British convicts.
Bermudian privateers also played a notable part in the war, capturing 298 American vessels. But the most notable role the Colony would play in the war was as the launching point for an amphibious operation against the American seaboard, which succeeded in driving the US Government out of Washington DC and burning the city. When forces returned to Bermuda from Washington, they brought with them portraits of King George III, and his wife, Queen Charlotte, taken from an American public building; these portraits have hung, ever since, in the House of Assembly of the Bermudian Parliament .
After the War, the Navy concentrated on the building of the Dockyard, while the Army began its own buildup of fortifications, coastal artillery, and infantry garrisons to defend the Naval Base, as the British Government began to view Bermuda more as a base than as a colony.
In 1851 Master stone carver Charles Thomas Thomas travelled to North America. He was appointed foreman of works with the Works Department of the British Royal Navy, responsible for development of the strategic Royal Naval Dockyard, Bermuda. By the time the first phase of development was complete, in the 1860s, the convict establishment was no longer seen as politically expedient. The last convicts were withdrawn in 1863, returned to Britain on the Bermudian merchant clipper, the Cedrine (which was wrecked on the Isle Of Wight, on its maiden voyage, costing Captain Thomas Melville Dill, his Master's certificate).
The primary limitation of Bermuda as a Dockyard was the porosity of its limestone sandstone, which prevented construction of a proper drydock. From 1869, this problem was remedied with a floating drydock. This, and its successors, was a large hull, with a U-shaped cross section. It could be partly submerged by filling ballast tanks with water, so that a ship might be brought in and braced into position. The tanks were then emptied to lift the ship out of the water for repairs below its waterline.
When the second phase of development began at the end of the 19th Century, there was still a shortage of Bermudians willing to work as common labourers, and the Admiralty resorted to importing labour from British West Indian islands (which were suffering economic hardship due to the loss of the sugar industry, following American victory in the Spanish-American War). This began a century of sustained immigration into Bermuda from the West Indies which has had profound social and political effects.
The Dockyard served as the base for a succession of Royal Naval organisations, including the North America and West Indies Squadron. A fleet of C-Class cruisers and smaller vessels was based there in the 1930s. In both World Wars, Bermuda served as a staging area for trans-Atlantic convoys.
During the First World War, the Dockyard and its vessels, intended to dominate the American coastline and the West Indies, found themselves absorbed with the role of protecting Allied merchant shipping the length and breadth of the Atlantic. The vessels of the North America and West Indies Squadrons were employed to track down German surface raiders, and in escorting the convoys that were assembled at Bermuda before crossing the Atlantic.
During the Second World War, again, the naval base in Bermuda organised trans-Atlantic Convoys. Ships would arrive at Bermuda singly, where Charles Fairey´s converted yacht, HMS Evadne, patrolled beyond the reefline, and the converted tugboat, HMS Castle Harbour, crewed by local ratings, patrolled nearer to shore and transported the pilots (who steered the visiting ships through the treacherous reefs that protected the harbours and anchorages) and the naval examination officer tasked with inspecting arriving vessels. Most convoys from Bermuda (coded BHX), once assembled, joined at sea with convoys originating at Halifax, Nova Scotia (coded HX), before crossing the Atlantic, it having been shown mathematically that - the area of a circle increasing disproportionately to its circumference as its radius is increased - it required relatively fewer warships to protect one large convoy than two smaller ones.
The Fleet Air Arm´s Royal Naval Air Station on Boaz Island, HMS Malabar, nominally an aircraft repair and replacement facility without its own aircrews, provided air patrols during the early years of the war, using Supermarine Walrus flying boats flown by naval pilots from ships at the dockyard, or the Royal Air Force or Bermuda Flying School pilots from Darrell´s Island. Once the US Navy began flying air patrols from Darrell´s Island in 1941, however, the Fleet Air Arm´s patrols ceased.
Although Bermuda was a naval base, her warships were normally spread far ad wide across the Atlantic, unable to protect the base or the colony. Early in the war German battleships, operating as commerce raiders, created some concern of Bermuda´s vulnerability to naval bombardment (especially when Convoy HX 84 - which included ships from Bermuda - was attacked by the Admiral Scheer in November, 1940), but the island was never attacked, and the threat of German surface vessels and their aircraft quickly faded.
After the Second World War, with the primary former threat in the region, the USA, having been an ally in both World Wars, and a continuing ally under NATO, the naval base in Bermuda diminished rapidly in importance to the Admiralty.
The US Coast Guard had operated anti-submarine vessels from a base on White's Island, in Hamilton Harbour, in the Great War. During the Second World War, the United States had had been permitted to build a US Naval Air Station and a US Army airfield in the Colony under 99-year leases. This had begun before the US had actually entered the war, but - along with US Army infantry and artillery deployments to Bermuda - had the effect of placing much of the responsibility for guarding Bermuda in American hands, thereby freeing British forces to be redeployed elsewhere.
With little remaining interest in policing the World's waterways, and with the American bases to remaining to guard Bermuda in any potential war with the Warsaw Pact, the Royal Navy closed most of the Dockyard facilities in 1958 (a process which had begun several years earlier), selling the land to the local government.
After the closure of the dockyard, and the disposal of most Admiralty land holdings in Bermuda, a small part of the base, which included the wharf of the South Yard, was maintained as a supply base, named HMS Malabar, until it, too, closed in 1995, following the end of the Cold War. The closure of HMS Malabar marked the end of 200 years of permanent Royal Naval presence in Bermuda.
Following the withdrawal of the Admiralty (the Commander-in-Chief, America and West Indies), the Senior Naval Officer West Indies (SNOWI) was based at Bermuda, also, ´til the role was abolished in 1976. SNOWI served as Island Commander Bermuda in the NATO chain of command, reporting to Commander-in-Chief, Western Atlantic as part of SACLANT.[2]
By the 1990s, other than HMS Malabar, the Royal Naval presence in the North-Western Atlantic and Caribbean had been reduced to the West Indies Guard Ship (now called Atlantic Patrol Task (North)), a role which was rotated among the frigates of the fleet, which took turns operating extended patrols of the West Indies. The ships normally stop at Bermuda on the way to and from taking up their station in the West Indies, and usually provide the Royal Naval detachment which takes the senior position in Bermuda´s parade each Remembrance Day (a practice that began before the closure of HMS Malabar).
It should be noted that the name HMS Malabar causes considerable confusion in relation to the Bermuda naval base. At least one vessel attached to the HM Dockyard, and three separate shore establishments have used the name. The shore establishments included one at the Commissioner's House, at the north of the Keep, and, later, the Royal Naval Air Station on Boaz Island that operated during the Second World War. Both of these were establishments within the larger active naval base, and the name HMS Malabar never applied to the entirety of the HM Dockyard Bermuda.
After the closure of most of the base as an active naval dockyard in 1957 (excluding HMS Malabar, the shore establishment which operated 'til 1995), the base fell into a state of disrepair. Storms and lack of maintenance caused damage to many buildings. Beginning in the 1980s increased tourism to Bermuda stimulated interest in fixing up the dockyard and turning it into a tourist attraction. Currently, cruise ships regularly land at the dockyard during summer months. To serve these visitors, several former warehouses have been turned into artists shops and a pedestrian mall has opened in the clock tower building. The keep area is now the site of the Bermuda Maritime Museum and the Dolphin Quest attraction. There are also several restaurants on site. Money is still being raised to repair the remaining damaged buildings and build a second dock to attract additional cruise ships. As of April 2011 the mega-cruise ship dock has been constructed.
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