by Socceroo » Wed Sep 21, 2005 8:06 pm
The following is taken from the book “From Glasgow’s Treasure Chest” by James Cowan :
LACING THE RIVER (December 1932)
As might be expected in a native of this “dark sea born city” there are times when I experience an overwhelming desire to find myself afloat, to hear the gurgle of water beneath a boat’s counter, and smell the tang of the sea, or the wershness of the river.
This craving might be satisfied to some extent by sailing on one of the little steamers which ply between Port Dundas and Craigmarloch on the Forth and Clyde Canal; but time on ordinary business days, does not permit of this indulgence.
I am old enough to remember the time when this desire could have been satisfied by a trip down the river on the little “Clutha” steamers which ran from 1884 till 1903. They were discontinued because they could not be run at a profit in competition with the subway and the new electric tramway cars. Some people think that in these days of traffic congestion, when any extra means of transport would be welcome, the “Cluthas” could, with advantage, be restored to the river. Apart from this, however, now that the water is so much purer, it certainly seems a pity that there is not a service of some sort, by means of which our river, with its industrial interests, and the beauties of its lower reaches, could be seen; not only by the citizens themselves, but by the many visitors we have annually.
Even if some enterprising private owner could be permitted to operate a summer service, it would be better than allowing Glasgow’s greatest asset to remain so much neglected.
Until some such dream can be realised, however, I have to content myself with the next best. This I call “lacing the river”, or as much of it as I can manage in the time at my disposal. That is one of the charms of the scheme; it can be lengthened or shortened according to the circumstances of the moment.
I generally make my way first to Clyde Street ferry. If there is not a ferry at once, there is never more than a minute or two to wait for one. I am soon enjoying the sensation of floating, and here let me sing the praises of the much – criticized George V. bridge. If it had done nothing else it would have been welcome for me for its up-river vista from Clyde Street ferry. It is just what was needed to mitigate the ugliness of the railway bridge, and it forms a pleasing picture combined with the dome of the Clyde Trust buildings and the tower of the Sailors’ Home.
Arrived at Springfield Quay on the south – side, I have a choice of what to do. If time is short a walk alongside Kingston Dock will soon take me back to Jamaica Bridge ; but if I turn down the river there is the long stretch of sheds and quays, packed with interest all the way back to Mavisbank. Crossing here, one obtains a splendid view of the largest crane on the Clyde at Stobcross Quay. Then there comes the walk alongside Queen’s Docks, and over the swing bridge to Kelvinhaugh.
Kelvinhaugh is my favourite ferry, for it slants across the river, giving longer on the water than any of the others, and there is usually a fine view of some huge Anchor liner lying at the Quay on the north side.
The next ferry is at Pointhouse. It is exceptionally interesting on account of the view of the stocks in Meadowside shipyard, and the accumulation of shipping of many types generally to be seen in the mouth of the Kelvin, which there joins the Clyde. If I land at Pointhouse , however, I generally just wait for the next ferry back to the south side, because I thus avoid the detour necessary to cross the Kelvin by the iron passage from Ferry Road to Meadowside Street and the ferry there.
Whereas, on the south side it is only a short distance along in front of Harland and Wolff’s to Govan Ferry, and there is an interesting view to Meadowside shipyard on the other side all the way.
The next stage, from Govan to Whiteinch ferry on the south side, or from Meadowside to Whiteinch on the north side, is now a rather long walk either way. As a rule, I prefer the south side along Govan Road as it can be pleasantly varied – although not shortened – by entering Elder Park, so that its beauty can be enjoyed for a part of the way, and there is no such pleasant variation on the north side.
Whiteinch is the farthest down of the free city ferries, and time never permits me to go beyond it.
In this way I “lace the river” crossing and re-crossing as I find it most convenient at the moment. It must not be imagined that I complete the whole “lacing” in one expedition. To do so would involve walking probably as much as seven miles, in addition to the ferry crossings. It is one of my ambitions to do this when time permits ; but I have done it many times in sections, and for general interest and as a palliative for the cooped – up sea – lover’s craving for the water, I know nothing better than “lacing the river” – and it can all be done for nothing.
There is also a pedestrian version of “lacing the river” which I have frequently indulged in; but, as with ferries, never all at one time, as that would involve too long a walk.
Anyone wanting to obtain a good idea of the city’s relationship with the river along which it has grown could hardly do better than “lace the river” by the ten bridges from Dalmarnock Bridge to George V Bridge, in course of which expedition many of the most interesting of the city’s historical points could be observed.
The aerial photograph on p. 43 gives an excellent idea of the main city river crossings from the tidal weir to George V Bridge, which will no doubt be the last to span the Clyde, until the much-talked-of Finnieston Bridge comes into being – if it ever does. The George V Bridge has been much criticized ; but it has undoubtedly improved the vista from down river, and its extreme usefulness cannot be denied. It has three spans – a middle one of 146ft. with side spans each 110ft. It is 80ft wide. The memorial stone was laid by His Majesty King George V on July 12, 1927.