157
188
6
(16) The undertaking extends from Albert Bridge, Glasgow, to a line between Newark Castle, Port Glasgow, and Cardross Burn, a distance of over 18 miles. The harbour section lies between Albert Bridge, Glasgow, and Rothesay Dock, Clydebank, a distance of over 6 miles. The lower 12 miles consist of the dredged channel and river approach, and in this lower section there are no quays. The dredged channel by which access is obtained to the port extends for about 4 miles below the lower limit of the Trust's under- taking, and this lower portion of the channel is under the control of the Clyde Lighthouses Trust. The whole system is open to the tide.
(17) The general powers and duties of the Trustees are the dredging and maintenance of the river and docks and the provision of dock facilities, the cost to be met from dues levied under statutory schedules. In certain respects, e.g., in dealing with wrecks, leasing lands, and deepening the channel, the powers are wider than those to be found in the general harbour acts.
(18) Eighty per cent. of the pre-war imports into Glasgow were distributed within the city and the industrial areas of Clydeside and Mid-Scotland, and the remaining 20 per cent, within the remainder of Scotland. About half the goods imported and exported were conveyed from and to the docks by rail, and half by road general merchandise (as opposed to minerals), being conveyed by road to the extent of 88 per cent. From an analysis of the goods handled during the year to June, 1937, we take these particulars:-
General commodities by rail
by road
35
Coal, minerals, etc., by rail Grain, 80 per cent. by road
Commercial oils and petrol.
tons 62,977
3,000,000
3,100,000
200,000 380,000
The average tonnage handled by road vehicles per day was about 10,000 tons the number of loads per 8 hour day was 3,769; and the average load was thus about 3 tons. 2,770 mechanically propelled vehicles in 1937 had dock permits, and it was then estimated that some 3,000 horse-drawn lorries could be made available. The use of such lorries is declining.
(19) Though there is considerable warehouse accommodation (including cold storage) in the city, there were before the war no warehouses within the dock estate immediately accessible to ships (with the exception of a granary of 47,000 tons), the quay sheds being transit sheds only. There are practi- cally no mills, manufactories or works with a water frontage; and on this account, and, because there is no room for mooring vessels in the river or docks, barges were not used prior to the war, and discharge into lighters was unknown. A service of tugs is provided by two private firms.
(20) The time occupied in bringing a ship from the Tail of the Bank to Princes Dock is about 3 hours, and the practice is to steam with the tide. The maximum current is about 3 knots on the ebb tide. There are no dangers due to tides, shoals or shifting sands, and we were informed by pilots with wide experience that, given the care required by the narrow waters, the task of navigating in the channel ships up to 18,000 to 20,000 tons presented no difficulty, and that, with some additional widening and dredging, ships of 30,000 tons could be brought up to Glasgow. It is, of course, well known that, by the adoption of special measures, the two giant Cunarders have both been brought down the channel. We are advised that the recent develop- ments of Radar and similar devices have not yet proceeded far enough to make them valuable aids to navigation in the channel in fog, but that diffi- culties arising from fog are no greater nor more prevalent on the Clyde than at most other ports.
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B. THE CART NAVIGATION
(21) The Cart is a tributary of the Clyde, which it enters opposite Clyde- bank, after flowing through a portion of Renfrewshire in the vicinity of Paisley and Renfrew. The undertaking of the Cart Navigation was entrusted in 1787 to the Magistrates of Paisley, who, owing to financial difficulties, were superseded in 1843 by temporary trustees, and in 1872 by permanent trustees. From 1891 the trustees defaulted in payment of mortgage interest, and a judicial factor was appointed by the Court. In or about 1915 the undertaking became derelict. By the Paisley Corporation (Cart Navigation) Order Confirmation Act, 1938, the undertaking was resuscitated and vested in the Corporation of Paisley, all its debts being cancelled and the Corporation being given the powers of the former trustees, and additional powers appro- priate to conservancy and harbour authorities.
While this undertaking has had an unfortunate history, its potentialities are obvious, and the continuance and development of the barge and lighter traffic introduced on the Cart during the war is worthy of investigation.
C. PORT GLASGOW HARBOUR
(22) This undertaking was formerly vested in and administered by Trustees operating under the Port Glasgow Harbour Acts, 1864 to 1890. From 1893 onwards the revenue was insufficient to pay the B Debenture interest, and from 1911 onwards the revenue was insufficient to pay the A Debenture interest. In 1939, the arrears of interest being then £85,000 and the traffic being negligible, the Trustees were empowered by the Port Glasgow Burgh and Harbour Order Confirmation Act, 1939, to sell the undertaking to the Town Council for £3,000, and a portion has since been filled in and converted into a public park. There are, of course, important shipbuilding yards in this
area.
D. DUMBARTON HARBOUR BOARD
(23) This undertaking is administered under local acts, passed in 1881, 1899 and 1907, by a Board consisting of 11 members, of whom 6 are nomi- nated by the Town Council of Dumbarton and 5 are elected by harbour ratepayers. The area comprises the lower reach of the river Leven at its confluence with the Clyde. To meet the loan charges on mortgage and over- drafts a guarantee rate has been levied by the Town Council, the limit being 4d. in the £. The dues on goods are negligible, practically the whole revenue being derived from dues on ships built in Dumbarton or putting in for repairs. There is now only one firm of shipbuilders at Dumbarton (Messrs. Denny), and the harbour undertaking is dependent on this firm for its existence, and is virtually an adjunct of the shipbuilding yards. As such it is of importance to the Burgh and to the shipbuilding company, and the development of barge traffic on the Leven should be considered.
E. GREENOCK HARBOUR TRUST.
(24) This undertaking has had a complicated and checkered history. The original trustees were nominated by the Superior of Greenock in the middle of the 18th century, and the administrative structure was repeatedly modified until the passing of the consolidating act of 1866, which set up a board of 25 members, of whom 16 were nominated by the Town Council and 9 elected by shipowners and ratepayers. By 1887 the Trustees had defaulted in pay- ment of interest, and in 1888 certain financial adjustments were made by local act, and the bondholders secured the right, which they have since retained, to a substantial representation on the Trust, the membership then being fixed at 9 members from the Town Council, 6 from shipowners and ratepayers,
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