The reputation of the Clyde in respect of ocean steamships and “ironclads” has become world-wide. Some of the best specimens of marine architecture are Clyde-built. Her own river steamers are the finest and fleetest in the United Kingdom. The Thames river steamers, though far inferior to the Clyde boats, answer their purpose by conveying vast numbers of people short distances at a cheap rate. The Victoria Steamboat Association, with its fleet of forty-five river steamers, can carry 200,000 people daily for a penny a mile. The Rhine steamers and those plying on the Swiss lakes are in keeping with the picturesque scenery through which they run. Painted in bright colours, they present a very attractive and smart appearance. They are kept scrupulously clean and are admirably managed. Many of them are large, with saloon cabins the whole length of the vessel, over which is the promenade deck covered with gay awnings. They run fast. The captain sits in state in his easy chair under a canopy on the bridge—smoking his cigar. The chief steward, next to the captain by far the most important personage on board, moves about all day long in full evening dress—his main concern being to know what wine you will have for lunch or dinner that he may put it on ice for you. The _table d’hote_ is the crowning event of the day on board a Rhine steamer, _i.e._, for the misguided majority of tourists to whom a swell dinner offers greater attractions than the finest scenery imaginable. The success of the first _Comet_ induced others to follow the example. The year 1814 saw two other small steamboats on the Clyde. Next year the _Marjery_, built by Denny of Dumbarton, made a voyage to Dublin and thence to the Thames, where she plied between London and Margate for some time, to the consternation of the Thames watermen. In 1818 David Napier of Glasgow went into the business, and equipped a number of coasting steamers with improved machinery. At this time the _Rob Roy_, claimed to be the pioneer of sea-going steamers, began to run to Belfast, but being found too small for the traffic she was put on the Dover and Calais route. In 1819 the Admiralty of the day had a steamboat built for towing men of-war, called the _Comet_, 115 feet by 21 feet, with two of Boulton & Watt’s engines of 40 horse-power each. This vessel was followed by the _Lightning_, _Echo_, _Confiance_, _Columbia_ and _Dee_—the latter vessel having side-lever engines of 240 horse-power, with flue boilers carrying a pressure of six pounds to the square inch, which developed a speed of seven knots an hour. In 1822 a large number of steam vessels fitted with condensing engines were afloat. The _James Watt_ was built in that year to ply between Leith and London. The largest steamer at that time was the _United Kingdom_, built by Steele of Greenock, 160 feet long by 26½ feet wide, having engines of 200 horse-power—as much an object of wonder in those