dly accumulating growth of the same industry on the
Clyde. The contrast is startling, and although it may be gratifying to
the pride of those who are identified with the northern river, it must
create sad and humiliating emotions in the breasts of others who have
seen the "silvery Thames" shorn so completely of her ancient glory and
prestige as a mart of naval architecture. The Clyde has not directly
made capital out of the Thames, but the progress of the one has
undoubtedly been stimulated by the misfortunes of the other. It is
impossible to ignore the fact that the Clyde possessed many advantages
over its rival. Its immediate proximity to almost illimitable fields of
iron and coal, the easy terms upon which shipbuilders could thus obtain
their materials, and the lower wages paid to workmen on the Clyde, had
undoubtedly an important influence in securing for the latter its
exceptionally prosperous career; but there were, at the same time, other
drawbacks to contend with, including a miserably inadequate draught of
water, which in the early history of naval architecture, were only
surmounted by patient continuance in well-doing, by unwearied energy,
and by the most advanced and economical application of the mechanical
arts on which shipbuilding is dependent. These conditions were present
on the Clyde in a greater degree than on the Thames, and hence the fame
of the one has been eclipsed by that of the other. Into all parts of the
civilised world the fame of the Clyde has been carried through the
medium of her shipbuilding works. We still continue to lead the van in
this industry, being so far ahead of all other seats of naval
architecture that by comparison they dwarf into insignificance and "pale
their ineffectual fires." Let the figures speak for themselves. In 1863,
the new tonnage launched on the Clyde was 124,000 tons, while at the end
of that year 140,000 tons additional were on the stocks or under
contract. In 1871 no less than 196,229 were launched, and 301,809 tons
were on the stocks or under contract. Comparing these results with those
attained on the Wear--perhaps the greatest rival to the Clyde in this
particular industry--it appears that the aggregate tonnage launched
during 1863 was 70,040, and during 1871 only 81,903, or in round numbers
11,000 tons additional were launched on that river. It is impossible in
the course of this article to follow the history and analyse the causes
that have contributed so mat