up-river trade, as an opposition boat. Then the Esmeralda for Captain Washington Pitts. She was built in thirty days, and was 100 feet long, 24 feet beam, 3 feet 6 inches deep. The stern-wheeler Lark was built at the foot of Fourth Street, in 1863, for Captain R. J. Vandewater. Her dimensions were 150 feet long, 28 feet beam, and 3 feet 6 inches deep, and the sternwheel steamer Governor Dana was also built at the same place. The Julia was now placed on the stocks for the California Navigation Company, in 1864, and intended for the Stockton trade. She was 160 feet long, 170 feet over all, 30 feet beam, and 9 feet depth of hold. The Julia's engines were built in St. Louis, and were known as "poppet-valve engines." They were shipped out to Captain Weeks, and the California Navigation Company bought them. The barges U. S. Grant, Ruby, Jacinto, and five others, were built in 1864, for the California Navigation Company's river trade.

Finding the city pushing out toward the South side, and the old landmarks disappearing, houses getting too close to the old shipyard at Steamboat Point, Captain Tiernan, as Captain North and Captain Owen had done, went over on the Potrero. He located nearer the city than the others

of the trio, on what was known as Bradshaw's Point,-about where the Arctic Oil Works are now situated. Here the sternwheeler Flora was built, in 1865, for the California Navigation Company. She was 138 feet long, 28 feet beam, 3 feet 6 inches deep. Then the double-ender Alameda, a ferry-boat for Mr. A. A. Cohen, was built in 1865. Her length on keel, 192 feet; over all, 212 feet; 34 feet beam, and 13 feet depth of hold. The engines put in the Alameda came from Detroit, and were owned by John Wright. They were old beam engines, and had been used on a Detroit river-boat, called the Dart, I think. A. A. Cohen utilized them for the Alameda. Then the side-wheel steamer Amador was built for the California Navigation Company, to run to Stockton. She was 218 feet over all, 38 feet beam, and 11 feet depth of hold. In 1867, the scowschooners Elko and Truckee were built at the Potrero for the Southern Pacific Railroad Company, to carry freight for the railroad before the freight steamers were built. Another steamer for A. A. Cohen, also for the ferry business, was built at the same place, in 1868. She was a sidewheel boat, 195 feet long, 215 feet over all, 34 feet beam, and 15 feet deep. She was called the El Capitan, and is still running

in good condition on the bay. The sternwheeler Pilot, built for Fassett, McCauley & Androus, in 1868, was 102 feet long, 22 feet beam, and 4 feet 6 inches deep. Then the stern-wheel steamer Red Bluff was built for California Navigation Company, in 1868, and her dimensions 150 feet long, 30 feet beam, and 3 feet 8 inches depth of hold. In 1867 the propeller McPherson was built for the United States Government, for Captain R. J. Vandewater. Then the scow-schooner Mabel and Edith was built at the Potrero for A. A. Cohen in 1868, and she was run for many years by Captain Geo. F. Whitcomb on the Bay in the freight-carrying trade. The stern-wheeler Gila was set up, taken apart, and shipped to Colorado River, to order of B. F. Hartshorne, now of New York. She was 140 feet long, 29 feet beam, and 3 feet deep. Also the stern-wheeler Mojave, sent down under the same conditions. The barge Gilacitos was set up and shipped for Colorado Navigation Company. The stern-wheeler Sonoma was built on the Potrero for Steffen Brothers, in 1874,-130 feet long, 27 feet beam, and 4 feet deep. She is now owned by the California Transportation Company, and runs in the fruit-trade. The stern-wheeler Constine was built in 1874; and the barge Governor Hayes was built at Oakland Point, in 1876, for the Southern Pacific Railroad Company, and is 225 feet long, 43 feet beam, 6 feet 6 inches deep. In 1880, Captain Tiernan built the barge Garfield at Oakland Point for the Southern Pacific Railroad Company,-226 feet long, 43 feet 6 inches beam, and 6 feet 6 inches deep. Then he built a dredger for the railroad company; also a patent cleaner for the hull of a vessel to be used without hauling the vessel out on the ways.

The Newbern belonged to the Government, but became useless to the country; so Captains Hartshorne and Wilcox bought her for the Colorado River and Gulf trade. Captain Tiernan took the contract to repair her and fit her for passenger traffic. Her freight capacity was enlarged, a new deck was put in, and several staterooms were added. It was expected that two months would complete the job, but as time went on, there did n't seem to be any less men employed.

Mr. Hartshorne came down one day and said, "Tiernan, when will you get rid of those caulkers?"

They will be through Saturday night, sure. You will not find one aboard Monday morning."

Monday morning arrived, and the Captain reported that the ice-house was leaking, and must be repaired. A caulker was sent in to do the work, and about eleven A. M. down came Captains Hartshorne and Wilcox.

Hartshorne looked around, and with a smiling face, addressed Captain Tiernan with, "So you did get rid of those caulkers?

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Oh, yes," was the answer, when suddenly the muffled thud of the caulker's mallet was heard, and Hartshorne turned to Tiernan with fire in his eye and a question on his lips.

"Oh, that's only the ghost of the caulker, and the echoes of the knocks you've been hearing all the week," was the answer.

The Newbern went ashore down the coast, some time ago, and her bones lie bleaching on the sands of the Golden Shore.

In 1867, the schooner H. L. Tiernan's keel was laid. She was 96 feet on the keel, 104 feet over all; 28 feet beam, and 9 feet deep. She had a fine record as a deep-sea vessel; but like many another good ship, she lies wrecked on the coral banks of one of the South Sea islands.

In 1869, the Dover was built for up-river trade. She was a stern-wheel boat, owned by the California Navigation Company, and was 140 feet long, 32 feet beam. In 1870, the Mare Island was built to run as a ferry-boat between Vallejo and the Mare Island Navy-Yard. She was owned by John Maguire, and is 120 feet long, 28 feet beam, and 8 feet deep. She ran for some years in the Berkeley Soap Company's service, and on the opening of the Klondike rush was towed up the coast for service on the Yukon.

At North Beach, for Peter Donahue, in connection with Captain Charles White, contractor, and Captain Wm. Gates, superintendent, Captain Tiernan modeled and designed the side-wheel, double-ender Tiburon, in 1884. She is 220 feet long, 240 feet over all; 34 feet beam, and 13 feet

hold. Her engines were low-pressure, and were built at the Union Iron Works, owned by Peter Donahue, and were the first engines exhibited at the first Mechanics' Fair, which was held on the block now occupied by the Lick House on corner of Sutter and Montgomery Streets, San Francisco. These engines had a queer history. They were built by Mr. Donahue, sold to Ben Holladay, resold to the California Navigation Company, when Holladay failed, bought back again by Peter Donahue, and stored for many years on Brannan Street, before they were at last

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engines were built by the Fulton Iron Works. They are low-pressure beam engines.

In 1875, Tiernan hauled out, at Oakland Point, for the Southern Pacific Railroad Company, the side-wheel steamer Chrysopolis, (originally built by Captain John G. North, for the Sacramento River,) and turned her into a double-ender ferryboat. Her length, as changed, is 261 feet 7 inches, on keel-282 feet 7 inches on deck; breadth of beam, 40 feet 10 inches; depth of side amidships, 17 feet 6 inches; depth at ends, 15 feet 3 inches. She is now

put in service, and they are acknowledged to be doing fine work to date. In 1890, the side-wheel steamer Ukiah was built for Mervyn Donahue. John Dickey was the contractor and Captain Tiernan modeled, drafted to full size, and superintended the building of the boat. The Ukiah is a passenger ferry-boat, also a car-boat, having two tracks on deck. Her length on keel is 271 feet; length on deck, 291 feet; breadth of beam, 42 feet,-over all, 78 feet 8 inches; depth of hold, 15 feet 6 inches; draft, light, 6 feet; tonnage, gross, 2,564.42-net, 2,018.77; length of cabin, 177 feet; speed per hour, 18 miles. Her

called the Oakland, and makes her regular trips across the Bay, fog or no fog, as good as when first launched.

Her

During the same year, a side-wheel, double-ender steamer and car-boat was built at Oakland Point for the railroad company and called the Transit. length is 337 feet 10 inches on deck; beam, 40 feet 4 inches; depth of sides, 17 feet 5 inches; depth of ends, 15 feet 3 inches. Her fastenings are trunnels, composition bolts, and spikes. It was a great mistake in the early days of steamboat building to use copper-washed or composition spikes, on account of the action of the sea

water on the copper sheathing. The copper nails holding the sheathing in place came in contact with the composition fastenings and formed a sort of battery, which in three years' time would almost entirely destroy the fastening. One could pick out the nails with one's fingers, the spikes having the appearance of pieces of wire. In 1883, the side-wheel double-ender passenger-boat called the Piedmont was built at Oakland Point for the Southern Pacific Railroad Company. She measured 252 feet on keel; on deck, 273 feet. She is running regularly to Oakland pier. In 1870, the double-ender Thoroughfare was built; she also is a side-wheeler, and her keel was laid at the foot of Second Street, also for the Southern Pacific Railroad Company. She is 247 feet 6 inches long; 266 feet over all, 38 feet breadth of beam, midships, 14 feet 6 inches; same at ends. The Thoroughfare was the first regular car-boat built for transferring cars over to San Francisco. Sixteen cars is her capacity.

In 1879, he built, at Oakland Point, for the railroad company, the great sidewheel, double-ender ferry and car boat Solano. This boat was the dream of the late Senator Stanford, who decided in favor of a steamboat for carrying cars

across the straits, instead of a bridge, which was preferred by his business associates. His confreres thought a 450-foot boat could never be handled in the swift current of the Straits of Carquinez, but time has proved that Mr. Stanford's idea was a good one. The Solano is, indeed, a wonderful vessel. She has four rudders at each end. She carries two vertical beam engines of sixty-inch diameter and twelve feet stroke. The wheel-shafts are placed sixteen feet apart, eight feet each side of center of length of boat, not being in direct line of each other across the boat. Engines are placed in center of boat, leaving about four feet between cranks for walking around. Old steamboat engineers will ask why that change was made. It was done in order to add twelve cars to her carrying capacity. The first plan was to have engines on the sides of the boat; in that case each engine would take up twelve feet of space, making twenty-four feet, and that would only leave room for three tracks, or thirty-six cars. Captain Tiernan's way of locating the engines on the car-boat, leaves room for four tracks. adding twelve cars, making forty-eight cars for a full load. There is no steamboat in the world built like her. Her wheels are placed on each side, in just the