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(112) The Institute of Chartered Shipbrokers confine themselves to stating that they are not opposed to administrative unification on the Clyde provided that charges and dues are not increased above those prevailing at similar large ports on the West Cost of the United Kingdom.
(113) The Clyde Lighthouses Trust consider that they should in any event remain in being as at present constituted for the purpose of dealing with Lights, Beacons, and Navigational Marks. On the other hand they consider that, if unified central control is considered desirable, the conservancy of the river, including dredging, should be the duty of the new authority. They stipulate however that provision must be made against any diversion of the dredged channel prejudicial to the harbours, docks and industries or the lower reaches and the approaches to the up-river docks, and tor protective provisions for the benefit of certain pensioned officials and for apportioning the Trust's obligations.
On closer investigation we had difficulty in eliciting from this body any solid justification for their separate existence on the assumption of the creation of a new unified port authority with an area at least co-extensive with the Clyde Lighthouse area.
(114) The Scottish Area Members of the National Road Transport Federation Ltd., while not deeply concerned in the administration of naviga- tional and port facilities, draw pointed attention to the benefits resulting from certain of the improvements brought into use during the war.
In their view the new Transit sheds have proved of great value. The cessa- tion of compulsory weighing and the closing of all weighbridges within the docks have resulted in a notable speeding up of traffic and economy in the use of vehicles and manpower. Most beneficial results have flowed irom the introduction by haulage contractors of Mobile Cranes, Mechanical carriers, and stackers, and it is desired that unrestricted use of these within the dock area should be permitted and arrangements made for their wider use. By such methods the speed of timber discharge has been more than doubled, but the full benefits cannot be attained without quay-side cranes, of which none is available at the timber discharging wharf at Shieldhall. The Federa- tion join other interests in asking for the permanent provision of a floating crane or cranes of the type made available to meet war exigencies, and for an increase of outside delivery chutes provided with canopies.
The Federation also lays stress on the improvement of communications within, and to and from, the docks, though this is a matter for the adjoining local authorities as well as for the port authority. They urge the construction of tunnels at advantageous points between Glasgow and Bowling and of the proposed high-level bridge at Finnieston. Complaint is also made of the inadequacy of the ferry services, both in the upper reaches and between Gourock and the opposite coasts. It is stated that at Renfrew and Erskine Ferries the time occupied in collection of fares often exceeds the time occupied in crossing, and that those ferries should be free. At Whiteinch it is stated that the delays are such that time can be saved by a detour of three miles to the George V Bridge.
It is also strongly urged that distinctive signs should be erected in and around the various dock areas directing transport drivers to the most direct and least congested route to the various docks, and that the roads from Clyde Place via Kingston Dock to Springfield, Mavisbank, Plantation and Princes Dock. and the road from the North-West Entrance Queens Dock to Finnieston Street should be exclusively reserved for dock traffic.
Some of these may appear small points, though others are not. Their cumulative effect in economy and expedition would be very considerable, and they certainly merit consideration.
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(115) The Scottish Steel Makers' Association, the Scottish Black Sheet Makers' Association and the Scottish Bar Iron Manufacturers' Association support the representations of the Scottish Ironmasters' Association (Para. III) with regard to the handling of ore imports, and urge the continued and extended provision of cranes, grabs and other equipment to expedite the discharge of scrap and limestone at Rothesay Dock, and the provision of extra accommodation near King George V Dock.
They also urge the replacement of hydraulic by electric cranes, the further provision of mobile cranes and auto-trucks, and concerted action to minimise road congestion, including the disuse of dock weighing machines.
These Associations also advocate the development on the Clyde of the ship-breaking industry, with regard to which we add a further comment in Para. (140).
(116) The Glasgow Shipowners' and Dock Labour Employers' Organisa- tion dealt with various aspects of the dock labour problem in Glasgow and certain difficulties experienced under the war regime. As these matters raise delicate issues, some of which are, we understand, under discussion at present, and as their solution will not materially affect, or be affected by, the adminis- trative organisation of the Clyde Ports, we do not pursue the question, beyond noting the plea of the employers' organisation for a strengthening of the representation on the port authority or authorities of persons with close practical experience of the Docks and of the specialised labour problems there encountered.
This body further urged that expedition would be promoted by the provision of more and better cranes. They suggested that floating cranes of 20-60 tons of safe working load should be made available, and drew attention to the inadequate provision at Meadowside, Yorkhill and Marklands. They further complained of the delays caused by the faulty working of existing cranes of the older types. These pleas for improved dock-side equipment were also urged by the Scottish Transport and General Workers Union, representing dock labour at Glasgow.
Other points of criticism related to the inadequacy of rail facilities on the breasts of quays, the absence of lock-up facilities for pilferable cargo, the desirability of replacing coaling chutes by coaling cranes, and the growing need for cross-river accesses and for better travelling facilities between Glasgow and the docks on both sides of the river.
Of special interest was the plea that the needs of the trader would be better met by the reconstruction in the upper reaches (e.g. Queen's Dock and Kelvin Basin) than by new construction lower down in the Shieldhall area; and that developments on the Cart and the Leven would be facilitated by barge traffic between these rivers and the ocean berths.
(117) The remaining representations which we received were directed in the main to points already sufficiently covered, and they need not be detailed.
COMMENTS ON THE REPRESENTATIONS
(118) It was apparent from the reasons given in support of certain of these representations that many, well qualified to judge, have little belief in large authorities as such, or in the virtues of paper schemes of amalgamation. A certain amount of scepticism prevails as to whether the theoretical advantages to be anticipated from unification will in fact be realised, and whether, if realised, they will outweigh the drawbacks to be anticipated from the uprooting of a system which has long worked reasonably well. It must
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