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and tributary lochs, and the creation of a deep-sea terminal port at Greenock. They attach as conditions (a) that the constitution of a unified authority should be such as to ensure the future administration of the different under- takings with fairness and justice, including their expansion and development, and (b) that the existing statutory protection of the present channel in the vicinity of Greenock and the interests of all parties concerned should be properly safeguarded.
(96) The Greenock Chamber of Commerce and Manufactures advocate unification as far down as the Cumbraes or, alternatively, as far down only as the Cloch Lighthouse, the new authority to be constituted on the lines of the Port of London Authority. They ask for safeguards against diversion of the dredged channel prejudicial to the harbours, docks and industries of the lower reaches and the approaches to the up-river docks, and that adequate representation should be provided for the interests represented on the existing authorities.
The improvements which they recommend includes (a) a deep-sea terminal port at Greenock with up-to-date well-equipped wharf and other necessary port facilities; (b) the provision of improved road and railway connexions and marshalling yards to serve the deep-water port and shipbuilding areas of Greenock and Port Glasgow; (c) the provision of a large naval graving dock at Greenock; (d) provision for the development of Flying Boat, Seaplane or Amphibious Plane base and servicing facilities, preferably at Greenock; (e) provision at Roseneath or other suitable site of a large oil fuel storage depot to serve the deep-water port; and (f) cold storage facilities in or near Greenock for the provisioning of ships using the deep-water port.
They add that the problem of financing any considerable port development work in the lower reaches " and deep-water areas adjacent thereto, how- ever desirable, is insuperable unless it is considered and based on a regional or national basis.
(97) The Glasgow Chamber of Commerce express the view that the existing administrative arrangements have not interfered with the efficiency of Glasgow Harbour which represents 90 per cent. of the total dues and shipping interests in the Estuary. They state however that unification as far down as the Cumbraes should not be opposed provided that the new authority is constituted somewhat on the lines of the Clyde Trust and that no additional burdens should fall on shipowners, shippers and receivers of cargo, An essential condition would be that Glasgow and the Clyde would not be put through unification at a disadvantage owing to excessive capital expenditure. Rates and charges must bear favourable comparison with similar charges at other principal ports.
The Chamber also recommended the adaptation of the Clyde above Glasgow for use by barges.
(98) The Trades House of Glasgow, an ancient incorporation representative of the trade interests of Glasgow and the surrounding districts which has from the first participated in the formation and management of the Harbour of Glasgow, point out that the seeming anomaly of entrusting the control of the River and Estuary to a number of different authorities has not in actual practice been productive of any material disadvantage, and express the view that unification will not result in increased efficiency or economy and therefore in increased trade, On the contrary they are apprehensive lest unification might create financial burdens which would adversely affect the interests and prosperity of the Clyde. They believe that the urge on the part both of ship owners and shippers is to have their destination near to the larger centres of
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population, and that imports and exports alike should be handled mainly at Glasgow, and that it is imperative that the port should be efficient and economic.
If unification should be decided upon, the Trades House urge that it should not extend beyond the Cumbrae Heads, and that the representation of the Trades House and the Merchants' House on the governing body should be continued.
(99) The Merchants' House of Glasgow, another ancient incorporation whose representatives have long participated in the management of the Harbour of Glasgow, and whose members are drawn from the business com- munity, point out that 18 out of the 42 members of the present Clyde Trust are appointed by Local Authorities from their own number, or from past members who have represented them on the Clyde Trust, and that they need not be, and in many cases are not, business men. In their view the control of a port should be mainly in the hands of business men and of rate- payers, and this consideration should be kept in view in framing the structure of any new governing authority.
They state that it is generally considered that it would facilitate efficient administration if the limits of the Harbour were extended to a line from Skipness past the Cumbraes to the Ayrshire Coast; but they are opposed to the inclusion in a unification scheme of the more distant ports, or to the project for making the Clyde navigable by barge above Glasgow, unless this project could be shown after full investigation to be an economic proposition. Support for even a limited extension is qualified by the condition that no burdens, obligations or schemes connected with existing harbour undertakings in the extension which would make the proposition economically unsound are to be taken over by, or imposed on, the extended undertaking.
As regards detailed improvements, the Merchants' House advocate many of the suggestions outlined in paragraphs (156) to (167).
(100) The Clyde Pilotage Authority consider that they should continue to function as hitherto as a separate body, their existing jurisdiction, powers and duties having proved satisfactory. They admitted that the constitution of the authority was out-of-date, and that in actual practice the authority worked largely as an adjunct of the Clyde Navigation Trustees. We failed to discover any solid reason for their desire to remain a separate authority in the event of unification taking place.
(101) The Ayr County Council express no view on the unification proposal, but urge development of the lower Clyde ports on the Ayrshire Coast, partly on national and strategic grounds and partly to facilitate industrial decon- gestion. They draw attention to the advantages offered in the upper estuary for a naval base, and in the Prestwick-Troon area for the creation of a new deep-water port.
(102) The Dunbarton County Council consider that it would be in the best interests of the Clyde Estuary if it were placed under the control of one body on which all riparian local authorities were adequately represented. They support this view primarily by reference to administrative considerations, and not on commercial grounds, the matters on which they concentrate being (a) the application of the Public Health Services to vessels using the River and Estuary; (b) the discharge from ships of oil and refuse; (c) the improvement of riparian communications, with a tunnel at Erskine Ferry and vehicular ferries from Gourock to opposite centres; (d) land reclamation between Milton and Ardmore; and (e) the utilisation of the Leven for barge traffic to the Vale of Leven industrial area. Even if no expansion of the port limits is to be effected, they ask for increased representation on the Clyde Trust.
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