a sort of half-way, an amalgamation, a compromis between town and country. Then, after passing the little obelisk erected to the memory of Henry Bell, he comes in sight of the rock of Dumbarton, (Engraving,) where he is taken by a row-boat a little way up the river Leven, if the steamer is bound to any place lower down the Clyde; but some of the steamers go up the Leven to Dumbarton town. Here steaming is at an end for the present; but after an inland ride of four or five miles, the tourist reaches the southern end of Loch Lomond, where another steamer receives him, and takes him to all the 'lions' on both shores of the lake. This kind of lake-touring has become highly relished in Scotland. Six or seven years ago a small steamer was established on Loch Katrine, near the Trosachs: and many of the lochs, or rather inlets of the sea-such as Loch Goyl, Loch Fyne, Loch Long, Loch Gare, &c., westward of Glasgow, and near the mouth of the Clyde, are visited by pleasure tourists per steam-boat. Many of the Glasgow citizens have country residences at Helensburgh, Rothsay, and other pleasant spots on the islands and shores of the Firth of Clyde; and boat-loads of such travellers are con veyed down the river by steam every afternoon. The eighteenth century witnessed a sort of contest for superiority between Greenock and Glasgow. The former town was only a mean fishing-village in the beginning of the seventeenth century; but it gradually advanced as a shipping town during that century. In 1707, by the public spirit of some of its inhabitants, a harbour was formed at Greenock, which was larger and more important than any constructed in Scotland up to that time. Greenock is admirably situated with regard to the sea, being close to the mouth of the Clyde; and as soon as the Glasgow merchants had embarked in the Virginia tobacco-trade, the Greenock ship-owners took their full share in the proceedings. Had the Clyde been allowed to remain in its original state, Greenock would have continued in the supremacy as regards foreign trade; but the people of Glasgow naturally wished to make their town not merely commercial but maritime. Having received the advice of Smeaton and other engineers, they constructed, in 1775, upwards of a hundred jetties, at different parts of the river, whereby the effective width was lessened, the rapidity of the stream increased, and the bottom scoured out to a greater depth. The quay which had formed the "Broomielaw" or harbour was lengthened in 1792 by 360 feet, and in 1811 by 900 feet. Still, notwithstanding these works, Glasgow could only receive small vessels called "gabberts," of 35 to 45 tons, up to the Broomielaw, by the beginning of the present century; and there are still living a few persons who remember seeing the harbour without a single vessel or boat in it of any description. The Clyde Trustees, however, kept steadily in view the progressive improvement of their harbour; and the result has been wonderful. The trustees consist of some of the most influential men in the city, in part ex officio and in part elected. By deepening and deepening year after year, the bed of the river had been so far changed that by the year 1821 vessels drawing 13 feet of water could come up to the Broomielaw or quay of Glasgow. Still this did not suffice: it was desirable that vessels of 700 or 800 tons burden should be able to load and unload at the quay; and to effect this it was necessary to carry the depth still greater. By 1841 the quay space had reached a length of 3,340 feet on the north shore, and 1,200 feet on the south. At the present time the depth of the river close to the bridge has actually reached 18 feet at high-water; the north quay now extends to a length of 4,900 feet, and the south quay to nearly as great a length; while further additions are contemplated to both; and the whole way down the Clyde, from Glasgow to Dumbarton, the bed and banks of the river are as carefully attended to as in a ship-canal. For the first seven miles of this distance the sloping banks are actually formed artificially of blocks or slabs of whinstone, placed almost as regularly as in ashlar-work. It is impossible to walk along the banks of the Clyde without being struck with the disproportion between its width and the magnitude of the traffic on it. The river is certainly not a broad one, but rarely has there been seen one more busily occupied. The large vessels anchor at Greenock till a favourable time of the tide arrives, when they ascend the river up to Glasgow bridge. For the first mile or two below the bridge, the shipping is wedged in so closely as to leave room only for a passage up and down; and there are times when the vessels are ranged nine tiers in depth, off both south and north quays. An ever active and exciting scene presents itself in this harbour. Imports and exports, passengers and goods, divide it between them. The eastern part of the north quay, next to Glasgow bridge, is occupied by the small river steamers, which run up and down to Dumbarton, Greenock, Rothsay, &c.; the next, or central part of the same quay, is mainly appropriated to sailing-vessels which arrive with import goods, and which discharge their cargoes at the quay; while the western extremity is left for the large steamers, which ply to Liverpool, Dublin, Belfast, &c. The southern quay is almost wholly occupied by vessels loading with export goods: seven-eighths of the export trade of Glasgow being conducted on this quay. Each portion of quay has its own series of pictures. The little steamers are swift rattling craft, which run up and down the river at a marvellously cheap rate, and carry their loads of human beings all day long. The import ships, and sheds placed along the quay in front of them, exhibit a countless array of the treasures of foreign climes, brought from every part of the world. Cotton in one ship, tea in another, sugar, indigo, drugs, silk, timber, sulphur, guano,-all are brought up on the open quay; and there is perhaps no place in the kingdom where the modes of packing and unlading and stowage are more easily observable than here. Then, farther down, we come to the large steamers: the extremes of splendour and of wretchedness: the gorgeous floating palaces which go to Liverpool, and the huge black-looking receptacles that bring over the destitute Irish. It is one of the saddest sights in Glasgow to stand on this quay, and witness the disembarkation of a ship-load of miserable homeless beings, who, driven from their own country by want of work or want of food, scrape up two or three shillings a piece for a passage to Glasgow, and there swell the already too numerous population of the wynds and narrow streets. Fathers with hands in their pockets and short pipes in their mouths; mothers with infants at their breasts, and a scanty bundle of ragged clothes at their backs; and troops of dirty, half-naked, and scarcely civilized children-all pour out of the vessel, and all wend their way along the Broomielaw towards that den of filthy buildings which lies within pistol-shot of the flourishing Trongate, and which forms the Ireland of Glasgow; bringing with them disease and poverty. It is indeed a painful spectacle. The trade of the Clyde has in every point of view increased in a wonderful degree within the last few years. It is calculated that the accommodation for traffic in the river is now seven times as much as it was in 1810; and the traffic has increased still more than P.-VOL. III. the accommodation The shippers are always trea ling | harbour, it being the lowest bridge on the Clyde. The bridges which cross this busy river at Glasgow are four in number-Jamaica, Stockwell, Hutcheson, and Rutherglen bridges. The bridge, par excellence, is Jamaica or Broomielaw or Glasgow Bridge (for it is known by all these names), on account of its fine proportions and construction, and of its contiguity to the But it is not the most ancient. Stockwell Bridge, or the "old bridge," dates from the fourteenth century; but it was then only twelve feet wide; and it is curious to see the mode in which increased width has been given to it: ten feet of additional width was given to it about seventy years ago; and about thirty years ago Telford suspended two ornamental iron foot-paths at the sides, overhanging the water in a very ingenious manner. This was the only bridge at Glasgow for more than four hundred years. In 1768 the Jamaica Street bridge was built; but in 1833 it was replaced by Telford's fine bridge, which is 60 feet wide, and one of the most beautiful in the kingdom. As the principal part of Glasgow is north of the river, while the export quays are almost wholly on the south, the traffic across this bridge is scarcely equalled by anything in Britain, out of London. Hutcheson Bridge is a plain structure in a line with the High Street and the Saltmarket. The fourth bridge we have named, Rutherglen Bridge, is so far to the east as scarcely to come within the limits of Glasgow. IRON-SHIPS; STEAM-ENGINES; MACHINE-WORKS; If we look at the industrial occupations which now give life and wealth to Glasgow, we find that ships and steam-engines, iron and coal, are among the most notable of her elements. For many ages, as we have before said, Glasgow had no ships of her own; she hired vessels belonging to Dumbarton, Greenock, and else where. And even when her merchants did purchase | which he put a steam-engine; and with this vessel he vessels for their own use, these vessels were generally built lower down the Clyde, and not at Glasgow. It was not until iron vessels came into use, that any considerable number of ships were built at Glasgow. The name of Napier, which is so closely connected with the engineering celebrity of Glasgow, points out to us the rapid rise of the use of iron in ship-building. At the iron ship-yard of this firm, on the south bank of the river, one of the most interesting of mechanical operations is carried on; we see the keel and the ribs of a ship made of bar iron, and the covering made of sheet iron; and we can hardly fail to be astonished at the slightness of a fabric which is found afterwards to be capable of withstanding the fiercest storms of the ocean. made repeated trips along the Firth of Clyde in 1813. The problem was now effectually solved, of the possibility of moving vessels by steam-power along rivers ; and the Clyde towns became busy in the matter. But it was not till 1818 that David Napier put in operation the bold principle of tracking the broad sea by steam. He built engines which enabled a steam vessel (the Rob Roy') to go from Greenock to Belfast; then another (the 'Talbot') from Holyhead to Dublin; then the Robert Bruce,' the 'Superb,' and the 'Eclipse,' from Glasgow to Liverpool. There was one steamer, however, which was navigated from the Clyde to the Thames, in 1815: a most adventurous voyage, of which a capital description is given in Weld's recent History of the Royal Society.' The year 1822 witnessed the complete attainment of the object in view by all these means; and from that time a scene of endless bustle and activity has been presented by the steam-vessel arrangements of the Clyde-a river more connected than any other with the history of this important system. But the use of iron in ship-building would have been a small affair, were it not for the invention of the steam-engine. This was the great work, and Glasgow has worthily acted her part in it. The historians of the steam-engine tell us that James Watt, while a mathematical-instrument-maker to the University of Glasgow, was required by Professor Anderson to Marine steam-engines are among the most important repair a small model of Newcomen's steam-engine; pieces of mechanism now made at Glasgow. At the that Watt was dissatisfied with the working of the celebrated Vulcan and Lancefield Works of Robert model, and turned his thoughts to the principles on Napier, and at the works of other eminent firms, such which all steam-engines must act; that he gradually engines are made on a vast scale. The beams and elaborated the idea of the condenser, the parallel motion, boilers, the cylinders and pistons, are at once among and numerous other important adjuncts to the steam- the most ponderous and the most carefully executed engine; that his new steam-engines were used first at works in metal. Most of the engine-factories are the Soho works, near Birmingham, and then in the within a few yards distance of the Clyde; so that, in various mining districts; and that finally every purpose addition to the bustle on the river and its quays, to which windmills, and water-wheels could be applied, there are always steamers lying at the Broomielaw to and almost every purpose for which horse-power is receive their engines and boilers. Some of these fitted, have been brought within the mighty range of steamers are truly magnificent: those on the Glasgow this motive power. Glasgow, both in the manufacture and Liverpool route have cost £40,000 each! The of such engines, and in the use of them when manufac-Arcadia,' the Britannia,' the 'Caledonia,' the 'Camtured, occupies a conspicuous place among the busy bria,' the 'Berenice,' the 'Niagara,' the America,' the industrial spots of our kingdom. Meanwhile the application of steam-power to water transit advanced step by step; and here Glasgow has been even more distinguished than in respect to the steam-engine per se. It was in 1787 that Mr. Miller, of Dalswinton, in Dumfriesshire, employed Mr. Symington, the Scotch engineer, to try whether the steamengine might not be applied to the propulsion of a boat; and in the following year he had the pleasure of seeing a tiny steam-boat traverse a lake in his own park at the rate of five miles an hour. He next tried the boats of the Forth and Clyde canal, to which he fitted engines and paddles, and with which he attained a speed of six or seven miles an hour. The subject then slept for a time; until Fulton of America, after making himself acquainted with what Miller and Symington had done, succeeded in establishing a regular passenger steam-boat on the river Hudson, from New York to Albany, in 1806. Meanwhile Mr. Henry Bell was carrying on similar attempts in Scotland. He employed Messrs. Wood, of Port Glasgow, to build a little vessel called the Comet,' in 'Europa,' the 'Canada,' and a host of other ocean steamers, whose fame is more than European, had their engines from Robert Napier's works. A worthy compeer of ships and steam-engines is Iron, in respect to the prosperity of Glasgow and its vicinity. The district which borders on Glasgow on the east and south-east is wonderfully rich in iron ore; and this ore happens to be so nearly associated with the coal, and lime, and clay, necessary for its smelting, as to be more than usually profitable to its owners. As the discovery and working of this ore have been comparatively recent, Glasgow as an iron metropolis is still more modern than as a steam-engine metropolis. There were only 7,000 tons of iron produced in the whole county of Lanark in 1809; in 1846 the quantity of pig-iron alone sold in Glasgow exceeded 600,000 tons! With the exception of the immense and finely arranged works of Mr. Dixon, in the southern suburbs, nearly all the great iron-works are at some distance from Glasgow; but almost the entire produce of the county is sent to Glasgow for sale or shipment. This is the secret which explains the otherwise incomprehensible extent to which the railway companies are carrying their works: they are endeavouring to connect every colliery and every iron-work with the great western metropolis. In the year 1846 there were, in the portion of Lanark eastward of Glasgow, 83 smelting-furnaces, and 14 proposed new ones; while in the western part of the county there were 15 furnaces, and 29 proposed new ones; making a total of 141. There were twice as many erected in Lanarkshire as in all other parts of Scotland taken together. The whole number of furnaces was not only six times as large as in 1825, but the produce of each furnace was about three times as great, owing to improved modes of procedure. Mr. Neilson's beautiful adaptation of the hot-blast to the purposes of smelting has undoubtedly been one of the causes of this advancement. Coal, too, is not less noticeable than iron, as an element in the commercial activity of Glasgow. The same districts which are so rich in iron are for the most part well supplied also with coal. The domestic consumption of Glasgow is supplied at a cheap rate; the whole county for miles round is equally supplied; the steamers receive all that they require; the smelting-furnaces swallow up their vast masses; and yet the coal of the district is plentiful enough to admit of a large exportation. The arrangements respecting the shipment of iron and coal render the southern quay of Glasgow still more busy than it would otherwise be; for nearly all these commodities are sent from thence. Hence the works now in progress to bring the various southern railways close to the southern quay. COTTON FACTORIES; PRINT WORKS; CHEMICAL WORKS, ETC. It might appear strange that two such opposite materials as soft delicate cotton and rough hard iron should combine to form the staple of Glasgow industry; but when we consider how closely the steam-engine links them, one with another, we may readily understand the matter. A steam-engine is the child of iron; cottonspinning is a child of the steam-engine. Glasgow is now one of the first seats of the cottonmanufacture; not only in respect to the factories therein located, but as a commercial centre for the whole of the cotton manufactures of Scotland. As in all similar cases, the beginnings were humble enough. Down to the time of the Union, the Glasgow folks made linens and woollens for their own use, by the simple spinningwheel or hand-loom; but there is no evidence that they made more than enough for themselves. Very soon after the Union, however, the prospect of trade with America gave rise to hopes that Glasgow might manufacture for foreign markets as well as for home consumption. When the spinning of cotton became, by the successive inventions of Arkwright, Hargreaves, and others, an important branch of manufacture in England, the capitalists of Glasgow lost no time in embarking in the enterprize. In the first instance, and before the steamengine had become uniformly used as a moving power, the spinning factories were built at a distance from Glasgow, in order to obtain the advantage of some running stream as a motive force. Hence were founded the Ballindalloch and Doune Mills in Stirlingshire, the Catrine Mills in Ayrshire, the Lanark Mills in Lanarkshire, and the Rothesay Mills in Buteshire-all in connexion with Glasgow houses. The first steam-engine employed at a Glasgow cotton-work was put up in 1792 by Messrs. Scott and Stevenson, on the south bank of the Broomielaw. It was in 1773 that the first attempt was made at Glasgow to use something different from human power in moving the various parts of a weaving-loom-a Newfoundland dog, working in a sort of drum or tread-wheel, was the first power-loom weaver. No sooner, however, did Dr. Cartwright and others bring the steam-loom to perfection, than Glasgow entered with full spirit into this department of the art; and from that moment Glasgow has followed close upon the heels of Manchester in every branch of the cottonmanufacture, though always to a much smaller extent. The-muslin trade early attained a high notoriety, which it has never since lost. At the present day Glasgow is the centre of considerably more than a hundred cotton factories. It is not that any great number of these factories are situated within Glasgow itself, for ground is much more cheaply obtained for this purpose in country districts; but it is Glasgow capital that has set them to work, and Glasgow enterprize and ingenuity that find a market for the manufactured produce and mechanical appliances for effecting the work to be done. Nearly all the cotton spun and woven in the whole of Scotland is sent to Glasgow to be warehoused and sold and shipped: and it is thus that Glasgow becomes at once the Manchester and the Liverpool of Scotland. Many of the cotton factories now existing within or immediately contiguous to Glasgow are among the finest specimens of such establishments. Some are spinning factories only; some are weaving factories only; some combine both; while there are a few which carry the operations even still farther, to the imparting of colour and pattern to the woven goods. There is one immense establishment, in the south-east part of Glasgow, which perhaps is not excelled by anything of the kind in the kingdom, in respect to the number and completeness of the operations carried on. The raw cotton is carried in in bags; it is opened and disentangled and carded into a regular state; it is roved into a loose cord and spun to a fine yarn; this yarn is woven into a cotton cloth; the cloth is cleansed and bleached, and it is finally dyed and printed. The organization of such an establishment is complete and instructive: the mental, the mechanical, the chemical, the artistic-all are combined. Some of the calico-printing establishments in the neighbourhood of Glasgow are of a very high order. Indeed calico-printing received some of its greatest advancements at Glasgow. The Bandana Works at |