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against delays in the handling of goods,-due in part to inadequate or unsatisfactory equipment, in part to the congested conditions of road and rail transport in and about the docks, and deficient cross-river communications, in part to the limited hours normally worked by dock labour, and in part to customs and practices of the Port which tend to retard the free flow of traffic. Some of these factors are, while others are not, within the control of a dock authority. From the comparisons furnished with pre-war continental ports, there is no doubt that their cumulative effect is very serious, and that great economies would be capable of achievement if all the agencies concerned co-operated in meeting the criticisms. Credit is due to the Clyde Trust and to certain shipping and stevedoring companies for the increased mechanisation achieved during the war by the provision of quay cranes, mobile cranes, mechanical trucks, etc. By the continuance and intensification of this policy the turn-round of vessels and the despatch of cargoes can be further expedited, and greater use thus made of the existing quayage.
(166) We desire to lay special emphasis upon the widespread complaints against the inconvenience and inadequacy of road communications, especially for cross-river traffic, and upon the importance of this single factor for the attractiveness and efficiency of the Clyde ports. Central and local road authorities have so far done little to indicate that they realise how great are the direct and indirect benefits to be attained from the provision of a first- class system of roads for the service of the dock areas, with sufficient free and efficient vehicular ferries and adequate radial facilities from centre to circumference on both sides of the river. For the further developments to be expected in the Shieldhall area and in the lower reaches such improvements will be indispensable. We are glad to be able to state that this matter is engaging the attention of the Clyde Valley Regional Planning Committee who share our view that the matter is of the first importance.
(167) As regards the lower reaches of the river and estuary the framing of a master plan for long term development is necessarily dependent at the moment upon the outcome of the proposals now under consideration for the establishment of a naval base. If, as we hope, this project is adopted, it will necessarily form the focus of development not only in the estuary but in the adjoining industrial centres, and it will go far towards solving many problems in planning the future of the lower harbours and their hinterland.
SUMMARY OF MAIN RECOMMENDATIONS
(168) We conclude by summarising the conclusions we have arrived at in answer to the second branch of our remit. They are:.
(1) That it is no longer compatible with the most efficient operation, or the best expansion and development, of the ports and navigational facilities on the Clyde that they should continue to be administered as in the past as separate and unrelated undertakings:
(2) That the time is now ripe for bringing the river and estuary as far down as the Cumbraes under the full control of a single unified authority, consisting of 21 members chosen as indicated, and that this authority should also enjoy certain limited powers in the lower estuary:
(3) That the unification should be effected by public legislation providing on the lines proposed (a) for vesting the constituent undertakings in the new authority; (b) for the determination by an arbitration tribunal of the amounts of the transfer considerations, if any, and for the issue by the new authority to the expropriated interests of stock in satisfaction of the transfer considerations; and (c) for conferring on the new authority certain powers in relation to undertakings not comprised in the initial transfer and to present or projected undertakings in the lower estuary.
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(169) In parting with this investigation, in the course of which we learned much of the work of the Clyde under war conditions, we cannot conclude without paying our tribute of admiration for the outstanding services rendered to the national interest and the cause of the United Nations by the Clyde Port Authorities, Port organisation, and workers throughout the critical years when the Clyde and the Mersey were the main arteries for the supply of Great Britain with foodstuffs and raw materials, and the shipment of munitions to the forces overseas. For a long period the Clyde ports worked intensively under adverse conditions day and night, and displayed a resiliency and a reserve of power and endurance for which the nation should be permanently grateful, and which augurs well for the prospects of the river and its ports in the years to come.
(179) We desire to record our indebtedness to the Regional Port Director for Scotland and his staff for their assistance at every stage of our investiga- tion, to the Clyde Navigation Trustees for so courteously facilitating our river inspections, and to our Secretary, Mr. McLarty, for his unfailing efficiency and industry.
July, 1945.
We have the honour to be,
Your obedient Servants,
T. M. COOPER. ROBERT LETCH.
ROBERT TAYLOR,