Such work could not be done unless a permanent source of supply was maintained, and the advantage of thus being in position and always ready for important repair work goes a long way towards making up for the disadvantage of location in regard to economical production of new work.

How this large shipbuilding estab lishment has become a part of the shipping facilities of San Francisco harbor, and the large contribution that has come from it to the strength and efficiency of the United States navy, should therefore be a subject of considerable interest, not only to the Californians, but to the whole people of the United States.

The original Union Iron Works was established in San Francisco in 1849, and had a steady development with the growth of the State. In 1883 the works, under the firm name of Prescott, Scott & Company, was the leading engineering firm on the Pacific Coast, and their business had outgrown the possibility of further extension in the contracted quarters occupied by the old works in the business part of the city.

There was also at that time a growing want beginning to be felt for extended facilities to meet the demands of the rapidly extending commerce of the port.

It was therefore determined to form the Union Iron Works into a corporation under the laws of California, and remove the works to a suitable location having a water frontage on the bay, so that ship building and dock facilities could be added to the engineering business of the company.

The present location of the works was decided upon as affording ample room for a large business, with a permanent water front occupying the whole of the south side of what is known as Central Basin, the frontage of the Basin being twelve hundred and fifty-six feet. From the water front the works extend back fourteen hundred feet, the back portion not being as wide as the front. Altogether over thirty acres are covered by the works.

Besides repairing and fitting out wharves there is a hydraulic lift drydock, the platform of which is four hun

dred and fifty feet long and sixty-two feet wide, and which lifts a vessel of four thousand tons weight. This dock has been in operation since June of 1887, and about two thousand four hundred ships of all sizes within the capacity of the dock have been lifted since it opened. The total register tons lifted is about two millions.

The shipyard was started in 1884. Since that time about ninety vessels of all classes have been built, and counting those now building, twenty of them have been warships for the United States' navy, with a total displacement of one hundred and four thousand tons, and one war ship for the Japanese Government. The total horse power of engines built and building for the war ships is two hundred and six thousand.

The construction of war ships for the United States navy began at the Union Iron Works in 1887, when the contract was taken for building Protected Cruiser No. 2, the Charleston, provided for under the Act of August 3, 1886. Much astonishment was caused among the shipbuilding firms on the Atlantic Coast at the boldness of the San Francisco concern in undertaking, with so much against them, to build a warship, and that from elaborate English plans that had frightened the Eastern builders. This handsome vessel, unfortunately lost at the Philippines November 2, 1899, was built from plans bought by Secretary Whitney from Sir William Armstrong & Co., England, an act which at the time, and since, has been very much criticised, yet we do not know of any single act that did so much for the beginning of the new navy as this, as it gave the Navy Department the result of many years experience gathercd by one of the most successful builders of fast cruisers in Great Britain.

The keel of the Charleston was laid at the Union Iron Works on August 29, 1887, and she was launched on July 19, 1888, less than eleven months. This would have been considered a splendid recoru for an old-established yard. She was completed and delivered to the Government on September 24, 1889, two years and one month from the time the keel was laid. The Charleston was 320 feet

long over all, 46 feet 2 inches beam, moulded depth 32 feet 4 inches, a mean draught of water 18 feet 7 inches. Displacement 3730 tons, and the speed attained on trial was 181⁄2 knots. She had twin screws, with horizontal compound engines of 7,000 indicated horse power. Her batteries consisted of two 8-inch B. L. R. buns in barbettes, and six 6-inch B. L. R. in sponsons, for the main battery. The secondary battery consisted of four 6-pdr. R. F. guns, two 3-pdr. and two 1-pdr. R. F. guns; four 37 mm R. C.; and one 3-inch field gun.

The Union Iron Works has always been

ernment on September 27, 1890. The San Francisco is 325 feet long over all, 49 feet 2 inches beam, moulded depth 32 feet 9 inches, mean draught of water 18 feet 9 inches. Displacement 4098 tons, and the speed attained on trial was 19 knots, being one knot in excess of the contract speed, for which the builders received a premium. She has twin screws with horizontal triple expansion engines of 10,700 indicated horse power. Her batteries consist of twelve 6-inch B. L. R. guns for the main battery, and twelve 6-pdr. R. F. guns, two 1-pdr. R. F. guns, and two Colt's machine guns for the

proud of the Charleston, as their experience in this class of work came to them through this vessel, and her loss was felt as a personal one by the officers of the company.

The keel of the Charleston was just laid when the Union Iron Works again entered the competition for Government work, and succeeded in obtaining the contract, on October 26, 1887, for the Protected Cruiser San Francisco, which was for years the show ship of the new navy. Her keel was laid on August 14, 1888, and she was launched on October 26, 1889, and was delivered to the Gov

secondary battery; also four Whitehead torpedoes.

The San Francisco has through all her years of service reflected credit on her builders, and her officers and crew have always taken a pride in keeping her in first class condition. She has been admired for her fine appearance by experts at home and abroad.

The next vessel for which a contract was awarded to the Union Works, on July 14, 1889, was the double turret monitor Monterey, now stationed at Manila. Her keel was laid on December 20, 1889, and she was launched in the presence