the accommodation. The shippers are always treading on the heels of the quay builders. Even within the last few years the Clyde Trustees have purchased many thousand square yards of ground on the south side of the river, for the formation of basins and docks. When it is stated that 80,000 tons of iron, and 130,000 tons of coal, on an average of the last four or five years, are exported from the Broomielaw annually, it will be obvious that a very busy scene of traffic must be presented by these two commodities alone. The river trustees had spent considerably more than a million sterling in improving the river, down to the year 1846! The revenue derived from the river and harbour, which in 1820 amounted to £6,000, had in 1847 reached more than nine times that sum. The Customs' Duty, which in 1812 was only £3,154, amounted to thirty times that sum in 1833, and to nearly two hundred times that sum in 1845. The ships which were owned by Glasgow houses in 1820 amounted to 77, with a tonnage of 6,000 tons; by the year 1846 they had reached the number of 512, with a tonnage of 135,000 tons. The burden of the vessels which arrived and departed at Glasgow in 1820 was 160,000 tons; in 1846 it was 1,120,000 tons. These comparisons will tell more than can be told by long details, of the commercial advancement of 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

harbour, it being the lowest bridge on the Clyde. 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; IRON-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

ocean.

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 repair a small model of Newcomen's steam-engine; that Watt was dissatisfied with the working of the model, and turned his thoughts to the principles on which all steam-engines must act; that he gradually elaborated the idea of the condenser, the parallel motion, and numerous other important adjuncts to the steamengine; that his new steam-engines were used first at the Soho works, near Birmingham, and then in the various mining districts; and that finally every purpose to which windmills, and water-wheels could be applied, and almost every purpose for which horse-power is fitted, have been brought within the mighty range of this motive power. Glasgow, both in the manufacture of such engines, and in the use of them when manufactured, occupies a conspicuous place among the busy 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

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.

Marine steam-engines are among the most important pieces of mechanism now made at Glasgow. At the celebrated Vulcan and Lancefield Works of Robert Napier, and at the works of other eminent firms, such engines are made on a vast scale. The beams and boilers, the cylinders and pistons, are at once among the most ponderous and the most carefully executed works in metal. Most of the engine-factories are within a few yards distance of the Clyde; so that, in addition to the bustle on the river and its quays, there are always steamers lying at the Broomielaw to receive their engines and boilers. Some of these steamers are truly magnificent: those on the Glasgow and Liverpool route have cost £40,000 each! The 'Arcadia,' the 'Britannia,' the 'Caledonia,' the 'Cambria,' the 'Berenice,' the 'Niagara,' the America,' the '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