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    National Archives photo N As we near the centennial of the loss of Cyclops, it is appropriate to remember the ship, her officers, and crew and to review their valuable contributions.

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    Navy was in transition from coal burning warships to ships powered by oil. Dependence on foreign coal and foreign ships to transport that coal were major concerns.

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    During the first fifteen years of the twentieth century, the U. Navy commissioned a dozen colliers. Some were converted to other types. Overview of Loss — The Last Voyage Cyclops, the only ship of her class, was engaged in the transportation of bulk cargo to and from the United States to Brazil in early On 9 Januaryshe was assigned to Naval Overseas Transportation Service, departing Norfolk the day before with 9, tons of coal for English ships in the South Atlantic.

    Rather than proceeding directly to Baltimore, as scheduled, Cyclops deviated to Barbados, arriving on 3 March At this port she was about 1, nautical miles from destination.

    This was confirmed by a survey board, which recommended that the ship return to the U. There were suggestions that the ship was overloaded when she departed Brazil.

    Certainly, the addition of more coal in her bunkers and water at Barbados may have offset any reduction in draft achieved during the voyage north. Post-sinking investigations in Rio concluded that the ship had been heavily loaded. She had no prior experience carrying ore.

    Cyclops departed Barbados for Baltimore on 4 March but never was seen again. It was improbable that Cyclops was off Virginia on that date because she was not due at Baltimore until 13 March, and her speed of advance was reduced to about nautical miles per day because of the unseaworthy engine.

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    The weather off the Virginia Capes on the following day, 10 Marchreportedly was violent. In any event, Cyclops failed to arrive at Baltimore and no wreckage has ever been found.

    Absent direct proof it appears most likely that a synergy of events caused the loss of Cyclops. The ship was operating on a single shaft because of the cracked cylinder. This reduced her speed and maneuverability and left Cyclops at risk of greater damage if she were to suffer a further engineering casualty.

    She was loaded deeply, at or beyond her marks. This cargo was new to the ship and it is not clear that the officers, crew, and stevedores in Brazil knew how to properly load, stow, and trim the ore.

    There have been reports that she previously suffered hull damage due to a coal fire, hull failures, or separation of pipes, or hull and strength members.

    She also had problems with extreme rolls. On at least one occasion it was reported that her cargo had shifted. This process may have been unperceivable to the bridge watch, particularly if it occurred during dark or extreme weather; they would have little notice that the ship was about to sink.

    If Cyclops had not previously lost her remaining engine, she may have continued to steam along driving the bow underwater, alternatively she capsized. Barrash, the author of the definitive study of the ship titled simply USS Cyclops[5. Roosevelt Presidential Library, where it has been for over 70 years.

    More than 90 years after the loss of the ship, naval postmark and cover collectors have been introduced to this unique cover. Cyclops had a post office on board for about seven months, from mid-July, when she returned from France, until her sinking. During that time she made a brief voyage to Nova Scotia and undertook her fatal cruise to Brazil.

    It is likely that Cyclops was carrying the fleet mail from Brazil to the United States when she disappeared.

    But the single, surviving cover with her postmark was dated 28 Januarythe day of her arrival at Rio. Following the April declaration of War by the U. She joined a convoy for St. Nazaire, France, in Junereturning to the east coast in July. Except for a voyage to Halifax, Nova Scotia, she served along the east coast until 8 January when she departed for Brazil with coal. To a small group of collectors of naval postmarks, there has been a similar, but less morbid, mystery arising out of the loss of Cyclops.

    The first reported postmark from Cyclops, dated inwas identified to collectors in the mids by a leading illustrator and student of naval postmarks. A copy of that postmark never has been published. Inhowever, the same man help publish a Handbook of Naval Postmarks containing his illustration of a Cyclops postmark.

    For 60 years that postmark was advertised to be the rarest naval postmark, the only known example of a cancellation from Cyclops. Byhowever, it was revealed that the Cyclops postmark was a fake.

    Roosevelt Presidential Library since Thanks to the diligence and scholarship of Captain Creekman and Mr. Barrash, collectors now are able to appreciate that postmark.

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    This has been labeled a Locy Type 3 cancel. Rubber hand stamp Type 3 cancels were issued beginning in C 32 and content. Asper, who also was lost with the ship. For more than 80 years there have been organized collectors of postmarks and markings from U. The membership is worldwide and has included disabled veterans, flag officers, career sailors, new recruits on active duty, retirees, Pearl Harbor survivors, commanding officers, Coast Guardsmen, Marines, Chaplains, postal clerks Navy Mail Clerksretirees, civilians, women, children, even incarcerated prisoners, and Air Force veterans.

    We are a worldwide, eclectic group of collectors who carry on a hobby that began before most of us were born. If you have served in the U.

    Naval post offices have been in existence since the cruise of the Great White Fleet,when they were authorized by Congress Act of May 27, Master Chief John P. It transports mail efficiently and inexpensively at least for the senders to and from ships around the world. The primary purpose of the postal system is to transmit official and personal mail to and from the deployed fleet.

    A Sailor or Marine can send mail at the prevailing US domestic rate no matter where stationed. In the early twentieth century Sailors were part of a world-wide post card craze. Like email of a later era, postcards were brief and inexpensive ways to communicate.

    While they were not instantaneous, post cards often carried photographs or illustrations of distant and exotic places; destinations that many could only dream about. Sailors and Marines, of course, had unsurpassed opportunities to visit ports around the world.

    The cruise of the Great White Fleet was a seminal event in the operational reach and scope of the U. During the round-the-world cruise, sailors sent penny postcards from foreign ports which were posted aboard the ships.

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    The actual collecting of naval postmarks probably began after the return of the battleships from the cruise. During the s, collectors would join together and form the Universal Ship Cancellation Society, now in its ninth decade.

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    To the contrary, they tend to be strong proponents of new ships and since the early s have celebrated shipbuilding events keel laying, launching or christening, and commissioning with cacheted commemorative envelopes.

    They have thrived during the cruises of USS Constitution, the Two-Ocean shipbuilding programs of the late s, the massive first nuclear ship construction programs from the late s through the middle s, the space recovery programs of Mercury, Gemini, and Apollo during the s and s. Collectors have been students of different types and styles of postmarks and an elaborate system of classifying postmarks was created in the late s by a Navy doctor, Lieutenant Commander Francis E. Marine Corps during World War I.

    This is on an envelope sent by a crewmember when Cyclops was in port in Brazil. Cyclops was not in commission until World War I and her post office was not opened until mid-July Face and reverse of envelope addressed to Cyclops crewmember lost with the ship. The fake Cyclops Type 1 postmark counterfeited by John E.

    In the s an early student of naval postmarks, John Gill of Massachusetts, reported that he had found the first cover from Cyclops. Now it understood that this Cyclops postmark was a forgery or fraud.

    That full cover was never copied and accounts varied from merely a postmark on a full cover or a post card. Importantly, the postmark initially was reported to be dated and subsequently the date was changed to The Handbook of Naval Postmarks lists the cancel as a Type 1 postmark dated No further information about the ship was listed.

    In the Catalogue, published in a Billig Philatelic Handbook, the cancel was listed again, but this time with a year date of This edition reported that the ship was commissioned on 7 Novemberand her post office was established on 20 February A post office closing date of 1 March is given, presumably the date of the last month-end report the Postal Clerk had sent in while they were still in port in Barbados.

    Gill provided a drawing of the cancel, the very first illustration in the discussion of cancel types. It eventually became featured in the explanation of the Locy Type Chart as the example of a basic Type 1 cancel Figure 7.

    She is also not listed in the Postal Guides during this period. When someone pointed out that his year date seemed odd, since the standard cancel that year would have been a Type 3, not a Type 1, he changed the date toand then produced a drawing to prove it. It would also appear that the post office establishment date was pure fiction, to justify the cancel. Although many people have written about seeing the cover over the years, no full description of it has ever been published.

    I believe that we must accept the truth that the famed CYCLOPS cover, too, was made by Gill himself from a metal printing plate on an old unused stamped envelope. Query, why would Mr. There should have been a significant volume of mail for official business, primarily to the Bureaus at OpNav, and to and from family and friends.

    There are multiple factors why the envelopes with postmarks from the ship were not preserved. World War I was before collecting covers became a hobby.
    Function[ edit ] Woolwich Dockyard, Ships under repair and construction are prominently seen on the yard's two docks and three slips.

    Throughout its history, the Royal Navy has when necessary made extensive use of private shipyards and dockyards, both at home and abroad, and continues to do so. Nevertheless, since the reign of Henry VIII it has also made a point of establishing and maintaining its own dockyards.

    These Royal Navy dockyards have always had a dual function: Dockyards were often built around a number of docks and slips. Traditionally, slipways were used for shipbuilding, and dry docks also called graving docks for maintenance; dry docks were also sometimes used for building, particularly pre and post Regular hull maintenance was important: In the age of sail, wharves and capstan -houses were often built for the purpose of careening at yards with no dock: Royal Dockyards were generally established close to harbours or anchorages where Royal Navy ships were based.

    In addition to their docks and slips they had various specialist buildings on site: Barracks accommodation alongside No. 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 not to mention, in due course, the metal hulls of the ships themselves. One thing generally absent from the Royal Dockyards until the 20th century 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 the only real exception being at some overseas wharves where accommodation was provided for crews whose ships were being careened.

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    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. Nomenclature[ edit ] While the term 'dockyard' implies a yard with a dry dock, not all dockyards possessed one; for example, at Portland Dockyard a dock was planned but never built.

    Where a dock was neither built nor planned as at Harwich and many of the overseas yards the installation was often called 'HM Naval Yard' rather than 'Dockyard' in official publications, though the latter term was used informally; they are included in the listings below. Historical overview[ edit ] Portsmouth: 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 ; 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 s a third yard followed at Erith but this was short-lived as it proved to be vulnerable to flooding.

    The Thames yards were pre-eminent in the sixteenth century, being conveniently close to the merchants and artisans of London for shipbuilding and supply purposes 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 established had overtaken them to become the largest of the yards.

    Apart from Harwich which closed inall the yards remained busy into the eighteenth century - including Portsmouth which, after a period of dormancy, had now begun to grow again. InPortsmouth 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.

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    Furthermore, Royal Dockyards began to be opened in some of Britain's colonial ports, to service the fleet overseas. Yards were opened in Jamaica as early asAntiguaGibraltarCanada Halifax, and several other locations. These highly significant works involving land reclamation and excavation, as well as new docks and slips and buildings of every kind lasted from toand 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 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 midth century to help protect ships taking coal on board; because of its key position, midway between Devonport and Portsmouth in the English ChannelPortland 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 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 A series of closures followed the war: Senior personnel[ edit ] Commissioner's House, Chatham The Navy Board was represented in each yard by a resident commissioner though Woolwich and Deptford, being close to the City of London, were for some time overseen directly by the Navy Board.

    The resident commissioners had wide-ranging powers enabling them to act in the name of the board particularly in an emergency ; however, until they did not have direct authority over the principal officers of the yard who were answerable directly to the board. This could often be a source of tension, as everyone sought to guard their own autonomy.

    They began to be given the rank and appointment of "Staff Captain Dockyard " modified in to " Captain of the Dockyard ". For much of the twentieth century, [11] the principal Dockyard departments were overseen by:
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