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Naval dockyard in Kent, England; in use from 1512 to 18692=the railway station of the same namethe dockyard in England

Woolwich Dockyard (formally H. M. Dockyard, Woolwich, also known as The King's Yard, Woolwich) was an English naval dockyard along the river Thames at Woolwich in north west Kent, where many ships were built from the early 16th century until the late 19th century. William Camden called it 'the Mother Dock of all England'. By virtue of the size and quantity of vessels built there, Woolwich Dockyard is described as having been 'among the most important shipyards of seventeenth century Europe'. The ship was built in Old Woolwich, which is where the dockyard was initially established: past Bell Water Gate, east of the area later known as Woolwich Dockyard. The site consisted of one or more rudimentary dry docks, a long storehouse (for canvas, rigging and other materials) and a small assortment of other buildings. Like its counterpart Deptford Dockyard, Woolwich was probably chosen for its position – on the south bank of the tidal River Thames conveniently close to Henry's palace at Greenwich – and for its proximity to deep water. Several other ships were built here after Great Harry, but in the 1520s shipbuilding appears to have ceased (the site may have been prone to flooding, a problem that caused the closure of another Royal Dockyard further downstream in Erith at around this time). By 1540, however, the royal shipwrights had begun operating on higher ground further to the west at what was to become the permanent site of the Dockyard, where a pair of dry docks (already in situ and known as "Boughton's Docks") formed the centre of operations. The site was purchased by the Crown in 1546 and in the second half of the century several sizeable ships were built there. The yard was also used for heavy repair work.

The fortunes of the yard had waned toward the end of the seventeenth century; in 1688 its work was valued at £9,669, in contrast to nearby Deptford (£15,760), not to mention the (by now much larger) Royal Dockyards at Portsmouth (£35,045), and Chatham (£44,940). In the first half of the eighteenth century, however, it gained a renewed momentum: the site doubled in size, as did the workforce, and even in the first decade of the 1700s there were more ships launched from Woolwich than from any other English yard. Many buildings were built (or rebuilt) at this time, now mostly in brick. On newly acquired and reclaimed land to the east, three new slips were built and a new mast pond was created, along with adjacent mast houses and boat sheds; a sizeable rigging house was also built here. Alongside the Great Storehouse an equally large building, housing both a sail loft and a mould loft, was constructed in 1740. Meanwhile, land acquired to the west enabled a new terrace of officers' houses to be built in the early 1750s. The yard was further expanded westwards in the 1780s, again almost doubling in size. Much of the area of the expanded dockyard was preserved as open ground for storage of timber, with rows of wooden seasoning sheds; as the Navy's ships were growing in size and number, more raw materials were needed across the Royal Dockyards. Two new mast ponds were constructed, replacing a pond at the eastern end of the site which dated from 1720 but was now considered too small (the new ponds and mast houses could accommodate mast lengths of up to 120 feet (37 m)); the old pond, together with its associated buildings, was now given over to the construction and storage of ship's boats. Centrally positioned in the expanded yard, a new clock house was built, containing offices for the various departments of the dockyard, and with it a new main gateway (replacing the old entrance which had been located further to the east). Later, Shipbuilding continued in earnest during the Napoleonic Wars; but, as ships grew still bigger, the Thames continued to silt up. In 1800 Samuel Bentham, the Inspector General of Naval Works (who had himself served as an apprentice shipwright at Woolwich in the 1770s) proposed replacing Woolwich, Deptford, Chatham and Sheerness dockyards with a single new facility on the Isle of Grain; but this, (along with other radical proposals) was not pursued. In 1802 a steam driven bucket dredger was brought into service at Woolwich (prior to this, convicts had been used to dredge the quayside by hand) but still the silting persisted; nevertheless, the yard continued to be developed: in 1814 a large smithery or metal working factory was added to produce anchors and other iron items. In the 1820s two new covered slips were added (No.1 and No.2 Slips) large enough to accommodate the latest ship designs. The following decade a substantial part of the river wall was rebuilt in brick and the two dry docks were reconstructed in granite in the 1830s 40s. Alongside the docks a steam powered saw mill was provided, a new workshop with steam hammers and a hydraulic chain and cable testing facility.

From 1831, Woolwich found a new lease of life as a specialist yard for marine steam engineering (a relatively new technology which was being developed commercially at nearby Millwall). New buildings were constructed on the site for steam manufacturing and maintenance, including a boiler shop for manufacturing boilers, foundries for brass, copper and iron work, and an erecting shop for assembling the steam engines; by 1843 all were integrated into a single factory complex, with a single large chimney drawing on all the various forges and furnaces by way of underground flues. Integral to the creation of the steam factory was the conversion of two mast ponds (which lay to the north of what is now Ruston Road) into steam basins, where ships could moor alongside the factory while their engines and boilers were fitted. One of these basins was provided with its own dry dock (No. 1 Dock) which, like the basins, was filled in and built over in the 20th century. The factory was part of the dockyard, but had a high degree of independence: it was accessed by its own gate (known as the West Gate or Steam Factory Gate) and overseen by its own official, the Chief Engineer. Woolwich retained its primacy as the Navy's steam engineering yard through the 1840s, but following the establishment of large scale steam yards at Portsmouth (1848) and Devonport (1853) it became increasingly redundant, especially as its basins were no longer large enough for the size of ships now being built. Older ships still came to Woolwich for engine repairs and maintenance, but by the end of the Crimean War the steam factory's days were numbered. Surprisingly though, the dockyard had managed to remain active in shipbuilding and its facilities continued to be upgraded and expanded through the 1850s and early 1860s; during that time a new rolling mill and an armour plate shop were built as well as a sizeable new sail loft and rigging store. Ultimately, though, the yard could not keep pace with the emerging needs of the new ironclad warships, and by 1865 it was clear that both Woolwich and Deptford Dockyards were destined for closure.

Woolwich Dockyard finally closed in 1869; however, although the easternmost part of the site was sold, everything west of No. 5 Slip (i. e. over 90% of the area) was retained by the War Office

After closure, much of the retained land went on to be used as storage space for the Ordnance Stores Department, based at the nearby Royal Arsenal; general items (including barrack stores, accoutrements and harness) were moved to the Dockyard, while 'warlike stores' remained in the Arsenal. Warehouses were built across much of the site and existing buildings were converted to provide storage space; there were also workshops on site for manufacturing harnesses, saddlery and the like. A railway system served the complex, part narrow gauge, part standard gauge, the latter linked (by way of a tunnel under Woolwich Church Street) to the North Kent Line (which was in turn linked into the Royal Arsenal Railway). The tunnel remains in situ for use by pedestrians. The dockyard church was used as a garrison chapel by the infantry quartered nearby in Cambridge Barracks. From 1878 part of the Dockyard was given over for the Commissariat Reserve Stores; over the next decade it became the main supply depot providing food and forage for overseas garrisons and expeditionary forces. During the Sudan Campaign a very large forage store was built on the site, with hydraulic equipment for compressing and bailing hay. Briefly, from September 1888, the Commissariat and Transport Corps had its Regimental Headquarters in the Dockyard, but the following year the corps became the Army Service Corps with its headquarters in Aldershot. In 1889 an Inspectorate of Royal Engineer Stores (IRES) was established at Woolwich Dockyard (an early example of independent quality assurance), which had 'custody of a complete set of sealed patterns for all items of Royal Engineer equipment' and responsibility for 'the preparation of detailed specifications to govern manufacture'. It remained based in the Dockyard, and was later renamed the Inspectorate of Engineers and Signal Stores (IESS) in 1936, and the Inspectorate of Electrical and Mechanical Equipment (IEME) in 1941. The Chief Inspector of General Stores (later styled Chief Inspector of Equipment and Stores) was also based there from the 1890s, as was the Superintending Engineer and Constructor of Shipping (who supervised, across various different shipyards, the construction of vessels for the War Department Fleet). During the First World War the dockyard remained operational as an Army Ordnance Depot and ASC Supply Reserve Depot. the headquarters of the War Office Inspection Department, and the Records Offices of the Army Service Corps and the Army Ordnance Corps. Following the outbreak of the Second World War, stores and facilities were removed from Woolwich Dockyard in an attempt to protect them from aerial bombardment. Later on, military activity resumed in the Dockyard: from 1942 it served as a Central Repair Depot of the Royal Army Ordnance Corps, and at the same time the Royal Army Service Corps established its main Boat Stores Depot there. In time, the repair function of these corps was taken over by the Royal Electrical and Mechanical Engineers.

In 1926 the western part of the site was sold to the Royal Arsenal Co operative Society; the Co Op still occupies a number of buildings on the site. The older, eastern portion of the site remained in Ministry of Defence hands, used for storage, workshops and offices, until the closure of the Royal Arsenal in the 1960s. (The Royal Electrical and Mechanical Engineers, one of the last military units on site, moved out in 1966, taking with them the muster bell and mast that had stood inside the main gate; it was re erected at their depot at Arborfield, where it was rung for church services; in 2016 it was scheduled to move with the corps to their new headquarters at MoD Lyneham.)

Thereafter the older part of the dockyard was turned into a housing estate by Greenwich London Borough Council in the early 1970s. In the 1980s and 90s the Thames Path was extended to the area. Various housing projects have encroached on the historic character of the area. Two towers with luxury apartments were built at Mast Quay around 2005, with even taller towers being projected in 2015. However, the build to rent development had "26 main deviations to the original planning permission" granted in 2012, and in September 2023, Greenwich Council ordered Comer Homes to demolish the blocks. Comer said it would appeal against the enforcement notice.

On Woolwich Church Street, a late 18th century guard house and police office with neoclassical features stand alongside the former dockyard gates. Nearby, the former dockyard administration building now serves as the Clockhouse Community Centre; it dates from 1778 to 1784. Closer to the river, a couple of closed off docks have been preserved (and partly rebuilt) as a reminder of the area's marine significance. Two shipbuilding slips have also survived, either side of the new Mast Quay apartment blocks, and a pair of antique guns have been mounted on the quayside where a Royal Marines gun battery formerly stood. A third slip cover, manufactured by Henry and Martin Grissell and erected over the new No. 5 Slip in 1856–58, was also moved to Chatham in the 1870s, where it went on to serve as the main Engineering Factory of the expanded dockyard. Unlike the earlier two examples it was subsequently demolished (in around about 1990). The Dockyard Church, designed by George Gilbert Scott and dating from 1856 to 1858, had formerly stood just inside the main gate to the Dockyard. It had seating for 1,200 worshippers and was designed to accommodate not only the resident officers and workers of the yard but also the Woolwich Division of the Royal Marines. After a period of disuse it was dismantled and rebuilt in 1932 in Eltham (where it remains in use as St Barnabas's Church).