The Improvement of the River Clyde and Harbour of Glasgow, 1873-1914.” by Sir THOMASMASON, Assoc

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Associate &‘embers-continued. DUDLEYVINCENT JOYCE. i I~EGINALD CAMPBELLRATTRAY, B. A. ALAS WILFRID LADSER, Stud. Inst. 1 (Cantab.), Stud.Inst. C.E. C. E. MAURICEAUGUSTUS RAVEXOR. JOHNBORRIE MCCULLOCHMCNAB, HARRYRIGBY. Stud. Inst. C.E. ROBERTHENRY PRICE 1tONAYXE. JULIUSJOSEPH XAPER. GEORGEPOWELL SCOTT. JOHNMEENAX. HERBERTSERRIDCR. GEOFFREYH~NRY JENNER MELLSOP. I JOHNWILFRID STADDON,Stud. Inst. WILLIAMbfILLAR, B.E. (Ireland). C.E. HUGHEDMUND MOFPATT. i ARNOLDALFRED PRICE DUNBARSTONE. LIOFELDUNCAN MORISON. CHARLESHENRY WARREN. l TVILLlAM LANCSTOSNEWSEAM. l HAROLDWATKINSON. ~%TILLIAXiALEXANDER NITEN. JAMESTHOMAS WICKHAM. THOMASWALKER NOTT, M.A. (Ca7~-’ EDTARDWALTER WILLETT. tub.). FRANKLEWIS WILLIAMS. WILLIAXERNEST PARKER, Stud. Inst. DETAPOORA JAYASENAWIXALASU- C.E. RENDRA.

(Paper No. 4141.) The Improvement of the River Clyde and Harbour of Glasgow, 1873-1914.” By Sir THOMASMASON, Assoc. Inst. C.E. THE last account of the River Clyde presented to The Institut’ionl was thatby the late Mr. James Deas, Engineer of the Clyde Navigation, read in May, 1873, and the purpose of this Paper is to sketch the progress of the works from that date until now. This period is, however, so long that space will not permit of dealing in detail with all the workswhich have been executed. Briefly, thestate of matters in 1873 was thatthe river, from Glasgow to the sea at Port Glasgow, had an average depth of 15 to 18 feet at low water, and 25 to 28 feet at high water of spring- tides, while the largest vessel navigating the river had a draught of 22 feet;the total quayage of theharbour was 6,410 yards in 1engt)h; thewater-area was 76 acres ; there was onlyone small dock or basin(Kingston dock) ; thequantity of goods imported and exported amounted to 2,236,925 tons; the tonnage of vessels arriving at and departing from the harbour was 4,392,402 tons; and the revenue amounted to&182,907. Fig. 1, Plate 1, shows byheavy lines all works executedsince 1873, except deepening and widening under water.

.~~. .. ~~ ~-~ ~~~~~~~~ Minutes of Proceedings Inst. C.E., vol. xxxvi, p. 124.

DOCKS,QUAYS AND OTIIER WORKS. In 1873 the principal works, authorized and under construction, were: the first public graving-dock, now called No. 1 graving-dock, and Stobcross dock, subsequently named Queen’s dock. No. 2 Gracing-Dock (Figs. 2, Plate l).-The graving-dock was authorizedby Act of 1868, and opened in 1875. Thegeneral dimensionsare shown inthe Figures. The entrance is provided withaship caisson. The dock isdrained by four centrifugd pumps,each placed in a well in which there is a vertical spindle, at the lower end of which a pnmp fan is fixed, while the upper end is connected with a pair of horizontal, direct-acting, double-cylinder engines, with cylinders 14 inches in diameter and 15 inches stroke. Thc pumps raise the water in the wells to such a height that it flows awayby gravity into tl~eriver.. Theoriginal boilers have been superseded,and steam is now obtainedfrom three steel cylindrical multitubular boilers, each 11 feet in diameter by 12 feet inlength, with two furnaces, the working-pressure being 90 ‘lbs. persquare inch. The dock containsabout 6,000,000 gitllons, and thepumps can discharge this in about 2 hours.The costof the dock and equipment, excluding land, was %134,867. Porkhill wharf, which was authorized along with the graving- dock in 1868, was completed in 1873, and it and the ground behind mere dedicatedto the timber-trade, which previouslyhad been accommodated on the riverside ground lying between the Queen’s dock and the river. Qzwen’8 Dock (Figs. 3, Plate l).-Stobcross dock, now called Queen’s dock, was sanctioned in 1870, and included a diversion of thePointhouse Road round the dock. Thesame Act authorized the construction of a riverside quay, about 800 yards in length, on the north side of the harbour, now calledStobcross quay, and of another quay, about 700 yards in length, on the south side of the 11arFour, now called Plantation quay. The first portionof Plantation quay (Fig.4a, Plate l),403 yards in length, had already been completed, but it was not until 1874-75 thatthe last portion was addedto the harbour accommodation. Here it may be noted that at Plantation quay the systemof cylinder foundations was firstadopted in Glasgow harbour.The cylinders were l2 feet in diameter, formed with brickwork rings2 feet 6 inches in depth, and2 feet 4 inches in thickness, built uponS platform and brought forward for putting together. They werejoined together by a “tongue” formed on one cylinder, fitting into a groove on the adjoining cylinder. The bottom of the cylinder was furnished with

a cast-iron shoe 4 feet 6 inches deep. The cylinders were built in a trench, cut out to about the levelof low water, and were sunk by excavators or diggersremoving the material from the inside. TO assist inthe sinking, special cast-ironweights wereemployed. After being sunk until the heads were at a level of about 1 foot 8 inches above low mater, cast-iron lintels were laid along back and front, to cover the joints and intersections to prepare for the superstructure,built of brickworkand finished witha granite cope. The wall was tied back to blocks of masonry by rods 2$ inches in diameter, placed 24 feet apart. In view of later experience this now appears to be a very light wall, but it has stood well ancl is in excellent condition. Its stability is probablydue to the very favourable character of thematerial in which it was constructed, generally coarse gravel and sand. In the remaining portionof this quay-wall (Fig.4) the substructure was changed from the single-cylinder type to groupsof triple concrete cylinders, 12 feet 5 inches in diameter outside ancl 7 feet 9 inches inside, 29 feet 9 inches in length, the tops of the cylinders t,ermi- nating at 3 feet below low-water level. These triple groups measured 24 feet in length and about 20 feet across. The concrcte rings with which the cylinders were formed weremoulded within frames on a platform, and were 2 feet 4 inches thick and 2 feet 6 inches in depth.The cast-iron shoes were also of a differenttype, being madeV-shaped in section. After being sunk, the front wells of the cylinders were filled with concrete deposited through the water, andthe back wells were filled withsand over a bottom seal of concrete 6 feet thick. Chock piles, 9 inches square, were driven to close up the joints between the groups. The intersections betweerl the groupswere bridged over with cast-iron and freestone lintels. The superstructure was formed with concrete rubblefaced with brickwork. In this quaya foundation was formed with cylinders for the seat of a 60-ton steam-crane. After completion, a depth of 20 feet below low water was given bp dredging along thewhole length of the wall. Returning to Queen’s dock, the first work to be taken in hand was the diversion of the Pointhouse Road round the dock, nearly 1,000 yards in length by 55 feet wide, the average depth of cutting being 29 feetand the greatest 43 feet.About one-fourth of the materialexcavated consisted of thehardest boulder clay, which requiredto be blasted with dynamite, the remainder being sand and gravel. The dock has a water area. of 333 acres, with a quayage of 3,334 yards. There are three basins, the north (1,891 feet in length by 270 feet in width) and south (1,668 feet h length by 230 feet in

width), with a pier between them 195 feet broad, and a,n outer or canting basin, 1,000 feet long and 695 feet in width at the widest part.The general depth is 20 feet below low waterand 32 feet below high water. The entrance is 100 feet wide, and is crossed by a swing bridge carrying pedestrian, vehicular, and railwaytraffic. As nlready stated, two types of cylinder foundations were used atPlantdion quay. Atthe Queen'sdock, a thirdtype was employed throughout tbe dock, exceptwhere about 800 yards of ordinary quay-wall could be founded by open cutting on boulder clay or rock. Thecylinders were triple in shape,formed by the combination of three circles 9 feet 74 inches in external and 5 feet 94 inches in internal diameter. The groupsso formed wereassembled with two cylinders to the front and one behind, then one cylinder to the front and two behind, so asto dovetail into one another. The sides of the groups where they pressed against each other mere flattened for a length of 5 feet to give a good bearing. The shoe was 2 feet in depth, of l-inch metal, and V-shaped in section. TO carry the first concrete ring, theshoes had an inner ringof cast-iron, 1 inch thick, projecting 12 inches inwards at the level of 6 inches down from the top and tapering outwards to the bottomof the shoe where it joined the outer ring, thus forming a cutting edge at the bottom of the shoe, thewedge-shaped space between outer and inner ringsbeing filled solid with concrete. The shoe weighed about 4% tons and was made in six parts for bolting together. After a shoe had been set in the bottom of the trench prepared for it, the first concrete ring was set on the shelf referred to and connected withthe shoe bythirteen 14-inch bolts passing through holes moulded in the concrete ring and screwed up on a malleable-iron ring, 5 inchesbroad by 4 inchthick, which was setin a chase formedon the top surface of thering. The remainder of the cylinder w:~formed by tenmore rings bedded ontop of one anotherin Portland-cement mortar in three and four segments alternately, so as to break bond. Thetotal height of a cylinderwhen fully built was 28 feet. Sinking was effected by grabsoperated by quick-working steam- derrickcranes. To complete the sinking, loading with cast-iron weights wasnecessary, the quantity required being generally 300 to 400 tonsfor each group.The tops of thecylinders finished about 3 feet below low-water level. The average rate of sinking was about 1 foot per hour, but in good working sand as much as 3 feet per hour was attained. After sinking. the wells of thecylinders werefilled solid withconcrete lowered in boxes withtrap doors. To close thejoints between

succeeding groups of cylinders, a chock-pile, 9 inchessquare, was driven angle-ways in the intersection behind the cylinders, to prevent materialfrom running through. The concrete rings were 2 feet 6 inches deep by l foot 11 inches thick, and were made in movable wooden moulds on a platform. The concrete consisted of 5 parts of gravel or broken stones and sharp sand to 1 of Portland cement, mixed by steam power. Thecutting of therings into segments was effected by malleable-iron platesplaced radially across the empty woodenmoulds. Twelve hoursafter a mould was filled the dividingplates could be withdrawn ; 2 dayslater the moulds could be removed from the blocks ; and in periodsranging from 9 days in hot summer weather to 3 weeks in winter weather, the blocks were ready for lifting. Upon the foundation so formed the superstructure of thequay-wall was built,with concrete rubble masonry faced with freestone ashlar and coped with granite. Thefoundation for the swing bridge is formed with twelve concrete cylinders, 9 feet in diameter and 29 feet long, placed close behind the triple cylinders forming the foundation for the north wall of the entrance. On t.he rectangular foundation so formed a stepped ashlar pier was erected, 16 feet square at the bottom, 10 feet square at the top, and surmounted by a block of granite 7 feet square by 34 feet deep, on which the centre lifting-press rests. This pier is surrounded by concrete rubble, 104 feet in height, up to the level of the floor of the bridge press-chamber. Outside the entrance to the dock a timber wharf was constructed, 374 feet in lengthby 30 feet in width, of creosoted timber. At this dock hydraulic power was introduced for the first time, theinstallation including engines;steam-boilers, pumps, accumu- lators, swing bridge, four coaling-cranes, two mineral-cranes, and a number of capstans,all by Messrs. Sir W. G. Armstrongand Company. The engines consisted of one pairof horizontal expansive- acting high-pressure steam pumping-engines, capable of 75 actual HP. at the pumps when running at the rate of 60 revolutions per minute.The cylinders were 14 inches indiameter and 24 inches stroke, and the accumulator had a ram 20 inches in diameter and 234 feetstroke. The four 19-ton coding-cranes had a sweep of 292 feet, and a projection, beyond the face of the quay, of 19 feet. Lifting and turning was performed by hydraulic engines and gear- ing, the engines arranged with three powers, and the lifting-gear having two motions. Subsequently a second installation of steam power was supplied, with an accumulator, away from the first one, about the centre of the north quay. The four coaling-cranes have also been improved

by having direct-acting rams substituted for the hydraulic engines forhoisting ant1 lowering, ancl thejibs of thecranes have been lengthened SO as togive them :L gxeatersweep and enable them to deal with larger vessels. ,Originally the pumps drew water direct from the dock, but this having been found objectionable, owing to the foulness of the water, the practice was ?bandoned and Glasgow Corporation water and returnwnter-pipes were introduced. The north and west quays, which are devoted to the export of coals and the importof minerals, are provided with excellent railway connections. The remaining quays are given over to general trade, and have goods-sheds 60 feet in width, in one ‘spzn, placed 15 feet off the face of thequay. The crane equipment comprises one %-ton :md eleven 5-ton steam cranes, and four lg-ton, one l$-ton and one l$-ton hydraulic cranes. The dock was utilized in sections as completed, the first portion being opened in 1877, andthe final portion about 1880. The capital outlay upon the dock has been 2901,662. River Widening.-In 1873,although the first graving-dock was only in process of construction,the Trustees obtained powers to construct a second dock alongside the first. In addition to minor works, they were also empowered to widen and straighten the river at three places, the first being on the south side, along the lands of Shieldhall and Shiels, for a length of about fr mile, the area to Le turnedinto waterway being 3 acres; the second, extending from the lands of Braehead to Renfrew harbour, nearly 1 mile in length,and having a.n area of about 7 acres ; andthe third, on thenorth side of theriver, along the lands of Scotstounfor a length of 1,440 ynrds,and with an area of under 7 acres. The first and third widenings were completed in 1875-6, but the second was not carried out for a number of years, and will be referred to later on. Prince’s Dock (Figs. 5, Plate l).-The completion of Plantation quayand the construction of Queen’s dock and Stobcross quay broughtup the total quayage of theharbour by 1883to 10,624 yards ; but notwithstanding this large increase, trade was expand- ing so rapidlythat in that year the Trustees secured power to construct, another large clock on the south side of the river, on the lands of Cessnock. !L’his dock isnow known by the namz of Prince’s dock. Bythe same Act power was given tobring in on a high level what is now called the Prince’s Dock Railway. In 1890, however, under fresh parliamentary powers, the form of the dock was altered, and the railway was arranged to be brought in on a low level.

The first work tobe undertaken was the diversion, southwards by about 400 yards and for a length of about 1,560 yards, of the main r0a.d with tramways thereon, leading from Glasgow to Govan and Renfrew, and this was completed in 1892. The dock has a water-space of 35 acres; the area of quays, roads and sheds is 392 acres, and the quays are 3,737 yards in length. In arrangementthe dockconsists of anouter or canting basin, 1,150 feet, in length by 505 to 676 .feet in width ; a north basin, 1,188 feet long by 220 feet average width ; and centre and south basins, 1,367 and 1,528 feet in length respectively by 200 feet wide. The two inside piers areeach 250 feet in width. The north basin has a depth of 20 feet ; the centre and south basins, 25 feet,and the outer basin varies in depth from 20 to 28 feet.All these depths are below low water,the latter depth beinggiven along the west quay, which is 1,000 feet in length, andis provided with a 130-ton steamcrane for the accommodation of vessels of thelargest class, whenfitting-out after launching. At highwater the depths are increased by 12 feet. Theentrance is bell-mouthed in shape, with a minimumwidth of 156 feet. The west quay is devoted partly tovessels fitting-out and partly to fruit and general trade ; the south quay is set apart for export of coal andimport of oreand similar materials. The remain- ingquays are taken up with general trade and are provided with sheds. On the west quay there are two sheds of one story, one 60 feet and the other 100 feet wide, set back 15 and 18 feet respectively from the cope of the quay. The other sheds have two stories, that onthe north side of thenorth basin being 1,664 feet long by 70 feet wide, while the four on the north and south piers have an aggregate length of 5,312 feet by 75 feet wide, all set back 20 feet off the coping. Thetotal floor-area providedby the two-story sheds is 113,292 square yards, or more than 23 acres. At the east end of the dock is the hydraulic power installation, and the same building contains the electric light installation. The pumpingmachinery originally consisted of twoseparate sets of three single-acting 5-inch pumps, worked by three triple-expmsion surface-condensing engines, having cylinders 15, 22, and 36 inches in diameterby 24 inches stroke, the working-pressure being 150 lbs. persquare inch. Each set of pumpswas capable of delivering 200 gallonsper minute against a pressure of 750lbs. persquare inch.Steam was suppliedby two marine boilers,each 11 feetin diameterby 10 feet long. There were twoaccumulators, each

having a ram 20 inches in diameter with 20 feet stroke, and loaded togive :L pressure of 750 lbs. persquare inch. The pressure and return water-pipes are led round the quays in subways formed in the quay-walls, with hytlrant-boxes spaced 30 feet apart for crane connections. Latterly the installation hasbeen increased by the addition of two more sets of pumping-engines,two additional sets of boilers, and another accumulator which was placed on the west quayof the dock. Thecrane equipment consists of forty-threehydraulic, three steam cranes, and one electric crane. The hydraulic cranes are of thefollowing powers, namely, 12 ton, 2 tons,and 5 and 2 tons combined, yith a reach of 274 to 32 feet beyond the face of the quay-wall, and a clear lift above cope-level of 25 to 35 feet. In all cases the gauge of the crane-carriage is 14 feet. In addition, there are the following steamcranes, namely, one 5-ton travelling, for general purposes ; the 25-ton travelling coaling-crane on the south quay; and the fixed 130-ton crane on the west quay, for fitting-out vessels. TOincrease the coaling-facilities, a 20-tonhydraulic coal-hoist with a lift of 50 feet above the cope was placed at the west end of thesouth quay. This hoist is workedon the system of loaded wagons going in on the low level and empty wagons running away by gravity on the high level. The dock is connected with the three chief Scottish railways, via thegeneral terminal station, and has an independent access by the Prince’s dock branchrailway. The dock wasutilized in sections as completed. The first portion was occupied by shipping in 1892, and the last was ready in 1897. Thequays, as well as theseat for the130-ton crane, are all founded on concrete cylinders similar to those described under the head of Queen’s dock, and details need not be repeated for Prince’s dock. It maybe added, however, thatthe superstructure of the quay-walls is faced with moulded concrete blocks, and that thewalls are tied back by tie-rods, 24 inches in diameter and 60 feet long, screwed up on blocks of concretemasonry 12 feet long by 6 feet broad by 8 feet deep. Where a depth of 20 feet below low water was to be provided, these tie-rods were placed 64 feet apart ; where the depth was to be 25 feet below low water they were put 32 feet apart.To permit of thedepth of 28 feet below low waterbeing given at the west wall, ;l row of twin cylinders was placed behind the triple ones, and tie-rods, increased to 34 inches in diameter and 70 feet in length, were placed 64 feet apart. The general thickness of the superstructure at the bottom is 16 feet where resting on a

single row of cylinders,but where the additional row of twin cylinders exists, the bottom thickness is 26 feet. The total cost of the dock, including road-diversion, all claims, and equipment, was &995,805. No. 2 Graving-Dock (Figs. 2, Plate I) was completed and opened in 1886. Its dimensions are shown in the Figures. The wing walls and apron of the entrance are carried on triple concretecylinders, similar to those at Queen’s dock. One of the cylinders wasused as a wellfor the 13-inch centrifugal pump requiredto keep under the heavy influx of waterin the gravel encountered. Intothis well wereled three lines of open-jointed spigot and faucet pipes-cast-ironpipes under the sills, and fire- clay tothe upper end of the dock. These pipes werelaid under the foundation of the floor, with branches to each side as required, so as to give free passage to every spring of water met with. To preventthe pipes from becomingchoked withsand, a wirerope with 21 wire brush attached was carried through each, right up to the upper end of the dock. The pipes were bedded in clean riddled gravel, 18 inches in depth, and by this means the ground was well driedto receive thebottom bed of concreteforming the lowest section of foundation of the floor and side walls. On this concrete bed, which is 12 inches thick at the centre and 3 feet 2 inches at the sides, an invert of brick in cement, 4 feet 2 inches thick, was laid to a radius of 120 feet, surmounted by a bed of concrete 4 feet 5 inches thick in the centre, tailing out to 12 inches on each side, with a camber of 6 incheson the upper surface. On thisis laid the flooring of the dock, consisting of nidgedgranite causeway, 6 inches thick, set in and grouted with cement. The floor at the entrance is 12 inches below the sill and is level longitudinally. To diminish the extent of ground taken by slopes, sheet piling, 9 inches thick, was driven along the sidesof the dock and 12 inches thickround the head of the dock. In front of thesheet piling, brickwork was carried up from the invert to above the top of the piling.The ground behind the piling was thencut away for a breadth of 74 feet and a depth of 6 feet and filled up with concrete, on which were built the outer side walls, 37 inchesthick at the bottom and 18 inches at the top, plumb at the back and stepped onthe inside and made watertight. Inside the walls the whole body of the dock is formed with concrete, except the facing of the side walls of theentrance, stairs, timber-slides, top altar-course, and cope, which are of granite. The other altar-courses, seventeen in number, are of granolithic, 14 inches tread and 184 inches rise, exceptthe bottom course which has 30 inches of averagerise.

Theconcrete of the sides wasput in between movable frames, roughlystepped to receive thegranolithic altar-courses, which were moulded on a platform off the work, and set in position like ashlar, except the bottom altar-course, which was made in situ in 8-foot lengths. The floor of the caisson-chamber is an invert of brick in cement, withgranite stones and cast-iron blocks alternately,for carrying the rails for the caisson to travel on. The sides and end walls of chamberare of brickworkand concrete, with a freestone string co:lrse on each sidefor the hauling-chain path. On each side of the dock thereare four timber-slidesand two stairs, the latter being 44 feet in width. The caisson for closingthe entrance is built of ironand is rectangularin shape, with folding roadway and handrails. On bottom of caisson are fixed rollers which run on broad iron rails laid on eachside of the floor of the caisson chamberand berth. The caisson has a watertight deck about half-way between bottom and top, and is ballasted with 180 tons of concrete ballast, 60 tons of which isportable, being in 12-inch cubes, which can be liftedout, if required,to enable the caisson to be floated out of its recess. The caisson is moved out of andinto its chamber by means of a hydraulic hauling-engine, which can also be worked by hand. The dock was drained by the pumps belonging to No. 1 g’itlkg- dock, through a cast-iron pipe, 5 feet 9 inches bore, but as this pipe \yi~sput in at a timewhen the second dock was intendedto be 2 feet 10 inches less in depth than it was actnally constructed, the last few inches of water above the floor had to be emptied by a 10-inch centrifugal pump driven by a gas-engine. Later on, when No. 3 dock was constructed, the pumps in connection with it alone were made to empty No. 2 dock. This graving-dock cost %110,989, including equipment. Quarantine-Station, etc.-For some time previous to 1883 a cattle quarantine-station occupied theground on the site of thequay necessary for the working of No. 2 graving-dock, and its removal became imperative.The Trustees accordingly secured powers in 1884 for the formation of a quarantine-station and cattle-depots, andalso timber-yards on the lands of Shieldhall.These works being outside the limits of the harbour as then existing, the Act provided thatthey should be held to be includedwithin the harbour. Llxter on,under Act 1904, theharbour-limits were extendedby 12 mile,from the river Kelvin to the western boundary of Shieldhalllands, and the harbour water-area was

therebyincreased by 86 acres, bringing up t,hewater-area to 291 acres. In due course about 380 yards of wharfing were constructed to accommodate thecattle-trade, and the Trustees leased tothe Corporation of Glasgow 33 acres of land upon which the necessary lairage buildings were erected by the Corporation. For the storage of timber, 22 acres of ground were laid out. No. 3 Graving-Dock (Figs. 2, Plate l).-By theAct of 1890, which authorized the amended form of Prince’s dock, the Trustees also obtained power to construct graving-dock No. 3 alongside the existingtwo docks. Theleading dimensions of this dock, which was opened in 1898, are shown in the Figures. The dock is divided by a pair of steel gates into two lengths, RS follows :- Feet. Inches. From inside of caisson at outer entrance to apex of sill for) 460 gates at innerentrance ...... From apex of sill for gates to head of dock . . . . . 420 0

The wing walls and apron of the entrance are founded on triple concrete cylinders, similar to those used for quay-walls at Prince’s dock, sunk to a depth of from 55 to 61 feet below cope-level, and thereafter filled with concrete. The apron is 16 feet wide. Two of the cylinders of the apron remained unfilled until near the completion of the dock, and were used as sumps to pump from. Into thesewells pipes of 9 inches bore, bedded in clean riddled gravel, were led, for draining the dock-area. The area of the dock was excavated to low-waterlevel with sideslopes, but thereafterit was carried on within sheet piling, 44 feet long by 12 inches thick, driven along the sides and round the upper end of the dock. The material met withwas similar to that encountered in Prince’s dock, sandand gravel predominating, with occasional pockets of clay. The bottom partof the floor consists of a bed of concrete, 14 inches thick at the centre and 4 feet 6 inches at the sides. On this wss placed the brick invert, 5 feet 10 inches thick, with radius of 177 feet, surmounted by a bed of concrete, 6 feet 6 inches thick at the centre, diminishing to 12 inches at each side, with a cross-sectional camber of 6 inches on the upper surface. The floor-surface of the dock was laid with a granite causeway, with the exception of 103 feet at the head,which was done with concrete blocks. The excavation for the chamber for the travelling caisson at the dock-entrance was done after the areawas surrounded by sheet piling, 373 to 55 feet long, and 9 to 12 inches thick. The berth for the ca,isson is 16 feet wide, and the sills outside

andinside are 16 and 20 feet v-iderespectively, all foundedon concrete 2 feet 6 inches thick. These sills are formed of brickwork, 12 feet thick, finished on each side by radiated granite quoins, and on top by nidged granite causeway. The top is circled to a radius of 360 feet, and the sill-quoins next the dock are a11 worked to a radius of 150 feet, forming a horizontal arch to withstand pressure of the caisson on the inner sill at high water, The caisson-berth is formed of brickwork, 3 feet G inches thick, surmounted by a 4-fOot brick invert. Cast-iron roller-boxes were built along each side. The caisson-chamber is 974 feet long by 21 feet wide by 39 feet deepfrom cope-level. The Boor is a continuation of the caisson- berthalready described, with brickwork steps at the sides. Theside walls are of brickand concrete, and the chamber is roofed withsteel girders :Lnd jackarching, and then causewayed over.An underground chamber, 23 feet 3 incheslong by 11 feet 6 inches wide by 7 feet G incheshigh inside, was formed at the innerend of the west wall of the caisson-chamber to hold the caisson hauling-engine. The side walls of the outer and inner entrances and the hen.d of the dock are of brick and concrete. The walls of the outer entrance are faced with granite, and those of the inner entrance and head of the dock with moulded grmolithic-faced concrete :Lshlar, all coped with granite. The side w:~llsof the dock are of concrete put in betweenmovable framesroughly stepped to receivethe gmnolithic altar-courses, fourteenin number. The bottom course is 3 feet 9 inches by 20 inches tread ; the next threecourses, 3 feet B inches by 20 inches ; the next, 3 feet 6 inches by 14 inches ; the remaining nine courses, 18 inches by 14 inches tread,. surmounted by a cope 18 inches deep by 3 feet broad. !Che altar courses, with the exception of the bottom course, were made in moulds on a platform and then huilt in position like ashlar ; the bottom course was made in situ. The side walls of the dock are 4 feet 6 inches lower than the cope of the entrance. Near the outer entrance, a rudder-well, 10 feet long by 7 feet wide by 8 feet deep, is provided in the floor of the dock. Theapron for the sill of thegates of theinner entrance is 6 inches below the floor of the dock at the centre. The sill is 1 foot 6 inches above the Boor of the dock at the centre; the outer edge is brought to an apex for the meeting faces of the gates, and the inner side worked to o, radius of 120 feet, forming a horizontal arch. The meeting faces andinner side of sill are of granite.The upper surfaces of sill and apron are hid with granitecauseway. In the floor of apron itrebedded radiatecl granitestones for

carryingcast-steel paths, 9 inchesbroad, for gatecrollers. Four double stairs of granite, with granite timber-slides combined, are built on each side of the dock, four in each division. The outer division of the dock is filled bytwo culverts, 7 feet 4 inches high by 4 feet wide, one of them passing round caisson- chamber.The inner division is filled fromthe outer division by two similar culverts. A loop culvert, G feet by 3 feet G inches, is also provided,leading from the main discharge-culvert into the sump, to increase rapidity of filling. Foremptying the dock asump, G1 feetlong by 12 feet broad by 11 feetdeep, isconstructed under the engine-house. The waterdischargedis from the sump into Prince's dock by pumps, through a main clischarge-culvert, 11 feet 6 inches high by 8 feet wide. A culvert, 9 feet by G feet,enters the sump directly from the south side of the dock, supplemented by a culvert 3 feet in diameter passingunder the floor of the dock tothe north side. Fromthe inner division, G-foot culverts are also led into the sump through the malls of the dock. Connection is also mnde with No. 2 graving- dock by means of a culvert 2 feet G inches in diameter, to assist in the emptying of that dock. Fourteen hydraulic sluices control the operations of emptying and filling. The travelling caisson for the outer entrance is of iron and steel, rectangular in shape, 90 feet long by 30 feet 6 inches high to the deck, and 15 feet 9 inches wide, surmountedby a foldingbridge 5 feet 6 inches above deck, thus :Illowing the caisson to be housed in thechamber. The caisson weighs465 tonsand the ballast 240 tons. It is moved by endless chains worked by a hydraulic engine at the inner end of the caisson-chamber. Hand gear is also provided for use if necessary. A pair of mild-steelgates divide the dock intotwo divisions. Thewidth between heel-posts is 87 feet.The gates are each 46 feet 9 incheslong, from heel-post to verticalmeeting face; 29 feet 2 inches high to the top watertight deck ; 5 feet 8 inches wide at thecentre, and 2 feet at each end;and are straight in front and curved at back. Each gate is surmounted by a platform, forming a footbridge. The gates, which weigh 170 tons, are worked by direct-actingrams, 14 inches in diameter, housed underthe level of the cope. Themeeting faces of caisson andgates, and theheel-posts for thelatter, are of Americanwhite oak. The pumpinginstallation consists of two 60-inch centrifugalpumps, each drivenby a pair of verticaldirect-acting engines, with THE INST. C.E. VOL. CC.] I

Downloaded by [ RICE UNIVERSITY] on [13/09/16]. Copyright © ICE Publishing, all rights reserved. 114 MASON ON IMPROVEMENT OF THE RIVER CLYDE [Minutes of cylinders 28 inches diameter and 2.1 inches stroke, with a steam- pressure of 110 lbs. persquare inch. An auxiliary15-inch pump with 4-foot 4-inchdisk is aldo provided for leakagewater. There are four boilers of the return tubular marine type, with assisted draught, each 12 feet 6 inchesin diameter and 19 feet long, giving a working-pressure of 130 lbs. per square inch. The engine- and boiler-house is situated immediately to the south of the dock, close to the outer entrance. Five6-ton direct-acting hydraulic capstans, two atthe outer entrance,two at the inner entrance, and one at the head of the dock, and twelve capstans oneach side, are provided ; also thirty-one mooringposts. G20 sets of portable keel-blocks are laid down in threelines along the floor, thegeneral size being 5 feetlong, 16 inches broad, and 30 inches high. For handling propellers and other heavy weights a %-ton steam travellingcrane, with sweep to thecentre line of the dock, is provided on the north side. Without a vessel in it, the capacityof the dock is about 13,762,500 gallons at high-water level, andthis quantity was discharged by thepumps on first trialin l hour40 minutes. The cost of the graving-dock, including equipment, was 2240,872. RotiLevny Dock (Figs. 6, Plate 1, and Figs. 7, Plate 2).-Inaddition to the constant demands for more accommodation for general trade, theTrustees became muchhampered for want of berthagefor mineral-trafiic, ancl thedesirability of itsremoval as much as possible out of Glasgow harbour became apparent. After considerable ditticulty D site was found in the burgh of Clydebank, G miles from Glasgow, ancl in 1899 powerswere obtained to construct n. mineral-dock on 76 acres of ground which were secured. This clock, now known as Rothesayclock, llas an entrance 200 feet in width, leading into an outer basin about 600 feet square, from which runs eastward an inner basin of an average length of 1,735 feet, nnd tapering in width from 302 feet at west end to 230 feet at eastend. The water-area is nearly 20 acres, and,including a riverside quay-wall, it provides 2,045 yards of quayage. The depth is 25 feet at low and 3Gh feet at high water of average spring-tides. For the export of coal, four 32-ton hoists and one 32-ton crane are provided,and for theimport of ironore there are twenty-one cranesand two transporters. At the east end of the dock lands 15 acres of ground were reserved for storage sidings, of which there are about 18 miles of single line. At Rothesay dock thefounding of thequay-walls on concrete

monoliths,instead of oncylinders, where the material was soft,, was inaugurated. At the eastern portion of the dock a considerable length of thequay-walls was founded on boulder clay in open cutting, a.nd to some extent within sheet piling. The size adopted forthe monolith was 30 feetlong by 21 feetbroad, with one longitudinaland two cross walls, all 3 feet 2 inches,thick. This arrangement of walls gave six wells or spaces, each 6 feet 9 inches to 5 feet 10 inches in length by 5 feet 9 inches in width, for excavation purposes. In each end of the mono1it.h were three chases, the two at the sides being 1 foot 2 inches in width by 9 inches in depth, and the centre one 1 foot G inches in width by 9 inches in depth. The side chases were to receive sheet piling driven between each pnir of monoliths, and the centre chase was to receive the concrete filled into the space between eixh pair of monoliths after the space was dredged out. Thefirst shoes, formingcutting edges for themonoliths, were builtwith steel prates andangles, which proved expensive.A timber shoe was therefore tried, and this being satisfactory, timber shoeswere used forthe remainder of themonoliths, except at roundedportions of thedock-entrance, where circular-faced steel shoeswere imperative.The cost of a timber shoe amountedto about 272, as compared with g105 for a steel one. The steel shoes were V-shaped in cross section, and after setting, the V space was filled solid with concrete. In all cases the shoe was secured to the lower portion of themonolith by bolts l$ inchin diameter. The V-shaped portion of the wooden shoe was 2 feet in depth, and was built with one whole log combined with the two hnlves of another log cut diagonally. Thecutting edge of the shoewas preserved fromabrasion by bent steel plates spiked on. Four cross-beams and two longitudinal beams, 12 inchesby 12 inches, spanned the shoe crosswise and longitudinally to carry the division walls. These beamswere provided with cutting edgesformed of diagonally-cut half logs. The walls of the monoliths were first formed with brickwork, but asbuilding in situ proved to be slow andinconvenient, it was decided touse concrete blocks. A platform wasaccordingly laid down, upon which the blocks were moulded, withinframes, of 6-to-1 concrete. The blocks were built in courses 3 feet 73 inches in depth, and weremoulded in two sets of lengths, so that when built the blocks in each course should break joint with those in the adjoining courses. Theordinary height of a complete monolith, including shoe, is 31 feet,Sinking was effected byexcavating in I2

Downloaded by [ RICE UNIVERSITY] on [13/09/16]. Copyright © ICE Publishing, all rights reserved. 116 msox ON IMPROVEMENT OF TIIE RIVER CLYDE [Minutes of the wells withgrabs worked by 10-ton tra,velling steamderrick- cranes. Tn general, about one-half of the monolith was built, sinking was commenced, and the monolith was carried clown :IS far as it would go. Builcling was then completed andsinking was resumed.The weight of the monolith alone was insuffjcient to sinkit, irrespective of the extent of grah-dredging in the wells, and loading with cast- ironweights, made for thepurpose, was necessaryin all cases. Whensinking in ordinary soft ground the average total weight required for each monolith was about 320 tons. In lnrder ground double this weight was necessary. Afterthe sinking of a monolith wasfinished, thelower parts of t.he wells were filled with6-to-1 concrete, and above that there was 9-to-l concrete. Theremainder of the filling was s:tnd orearth, except the uppermost 2 feetin depth, which was 6-to-l concrete. Each monolith was separitted from its neighbour by a space of 4 feet, to permit of the working of the grab. After the sheet piles were driven between the chases in the ends of the monoliths, the enclosed spnce was excavated bygrab and filled with6-to-l concrete. Thetotal number of monolithssunk was 142, of which thirteen had steel and 129 wooden shoes. On the continuous substructure thus obtained the superstructure of the wall W:LS built 23 feetin height. As thework proceeded eastward, boulder clay rose sufficiently high to permit of the monolith founchtions being abmdoned in favourof walls in open cutting. The upper part of the t'rench was formed with slopes of l+to 1, to the level of 3 feet below low water, and in this trench two rowsof sheet piling, e:tch 9 inches in thickness, were driven down to boulder clay. Excavation of the soft material between the two rows of piles was then commenced, care being taken to keep the sheet piling in pla.ce by heavy shoring. By this means the surface of the clay was reached, and the remaining depth of trench was cut out of the solid clay to foundation-level. Where the boulder clay rose to the surface of the ground the trench was cut from top to bottom with uniform slopes of horieontdto 1 vertical.The clay R-as veryhard and interspersed with boulders, and blasting with dynamite had to be carried on systematically. With regard to the equipment of the dock, the original intention was to apply hydraulic power, but upon full and careful considera- tion, t.he Trustees resolved to adopt electric power, which has been applied t.0 the four coaling-hoists, two transporters, and twenty-one

cranes, to all capstans, and to turntables. The Trustees also decided to generate currentthemselves. Thepower-station includes an engine-house, 104 feetlong by 60 feet 6 inches wide, a boiler-house of the same length and 49 feet wide, with it house for condensing-plant, having a length of 36 feet 6 inches and a width of27 feet 9 inches. There are two boilers of the Babcock-Wilcox type. In theengine-room there are three main generating sets; each sot consists of one vertical, direct-acting, triple-expansion,surface-condensing steam-engine of 450 B.HP., each driving three generators, one of about 300 electrical HP., for supplying power to the general machinery of the dock, and two of about 400 electrical HP. each, for supplying current to rvor.1; the coal-hoists. Thereis n separatelighting-set, having an output of 120 kilowatts at 440 :~nd460 volts. Insulated cable is used in the basement of the power-station, but bare copper conductors are laid in the subway constructed in the back of the quay-wall. One of the hoists has a lift of 50 feet above the cope, and the other three have a lift of 60 feet. Each is capable of dealing with 800 tons of coal perhour, if 20-ton coal-wagonsnre used. The general procedure correspondswith that in the case of hydraulic hoists.The wagon approachesthe hoist by gravity on the low level, and after having been weighed is run over a turntable on to the hoist-cradle, which is raised to the height required to suit the hatchway of the ship. After the cradle is tipped it is lowered tothe level of a bridgeabout 16 feet abovequay-level. The wagon is then ejected from tmhe cradle and passes over the bridge bygravity, to be ag~inweighed todetermine the tare, after which it continuesby gravity to join the level of therailway- sidings. Each turntable is 18 feet in diameter, and when in operation it is tilted so as to cause the wagon standing on it to run into the hoist-cradle. The cranes have a lifting-capacity of 4 tons, and are supported at 27 feet above quay-levelon .a steel carriage, running on rails of 14 feet gauge, thus permitting railway-wagons to pass between its vertical members. Thejibs are of thederrick type, with a total range of lift of 80 feet, a radius of 45 feet,and a projection of 32 feet beyond the face of the quay. In order to give the dock the best rdw:Ly connections, both the NorthBritish Railway and the Caledonian Railway brought in branch lines of their own, withhge outside mnrshalling sidings, :md joined on to the Trustees'sidings. Rothesay dock is constituted a pnrt ofG1:Lsgow harbour,';tnd the

dues paid in it are the same as if the vessel were at Glasgow. The dock was opened in 1907 by theirRoyal Highnesses the Prince and Princess of Wales, now their Majesties the King and Queen. Thecapital expenditure on this dock, includingequipment, has been X574,889. Yorkhill Basins and Quays (Figs. 8 and 10, Plate 2).-Kotwith- standing all the increased accommodation, the demand for further quayage was so urgent that in 1904 the Trustees obtained powers toconstruct basins and quays at Yorkhill,on the last of the groundthey possessed onthe north side of theriver within the old limits of theharbour, and at Merklands in theburgh of Partick.The eastern portion of theYorkhill ground was occupied bythe cattle-lairage and slsughter-houses belonging to the Glasgow Corporat,ion,while thewestern part was takenup ns n timber-yard;and before these could be displaced accommo- dationhad t,o be providedelsewhere byconstructing the quay at Merklands. MerklandsQuay (Figs. 9, Plate 2), 525 yardsin length, was accordingly constructed, to give 26 feet depth below low water, and 38 feet at high water, :md at the same time the river was widened along the front. Behind the eastern portion of the quay, 78 acres of ground were leased to the Glasgow Corporation for a new cattle- lairage, and the remainderof the ground wasused for timber-storage. A portion of this quay at the cast end mas founded on houlder clay, but the remainder of theground consisting of softmaterial, the monolithsystem of foundation was followed, similar to what has beendescribed forRothesay dock, except thatthe length was increased to33 feet and the width to 23 feet.Both quay and lairagewere completed in 1907. Thequay and relative works have cost 273,693. Before the Yorkhill basins and quays could be proceeded with, it was necessary tomake other diversions of thePointhouse road. The works mere then taken in hand and by 1910 were ready for use. The scheme provided for 1,137 yards of quayage with a depth of 28 feet at low water and 40 feet at high water. Wherethe ground was soft,monolith foundations were again adopted,but the width was increased to 24 feetand the length reduced to 30 feet. When R foundation could be obtained on rock or boulderclay, an ordinary wall was put in between slopes andtimbering. At these quays a greatadvance was made in respect of shed accommodation, those erected being 90 and 100 feet in width, in a single span. To place the qn:~ys on an advantageous

footing, excellent connections were made to join on with the Cale- donianand North British Railway lines at Stobcrosslow-level station-yard. The sum of d241,013 has been spent on these quays and relative works. Underthe same Act of 1904,power was givento widen and straightenthe river on the south side at one place east of the riverCart; at three places betweenthe river Cart and Erskine ferry;and on the north side at two places betweenDalmuir andErskine ferry. The total area of land involvedwas over 36 acres, of whichmore than 22 acreshave been turned into water-space. Renfrew-S?a'eldhall Ricerside.-In 1899the royal burgh of Renfrew, notwithstanding keen opposition by the Clyde Trustees, obtained power to enlarge their small harbour by the construction of a dock, but in 1905 the Clyde Trusteesacquired, by purchase, theRenfrew harbour undertaking and all its rights, and the authorized dock was abandoned. Atthe same time the Trustees purchased 110 acres of riverside ground eastward of Renfrew. By this purchase, andby an arrangement with the Corporation of Glasgow, wherebythe site of theirauthorized sewage-works at Braehead was exchanged for a site at theeast end of Shield- hall,the Trustees became possessors of the whole river-frontage fromthe east end of Shieldhalllands to Renfrew,adistance of more than 2 miles. In conjunctionwith this transaction, theymade further purchases southward of Renfrewroad, with the result that they now hold about 400 acres of landon which it will be possible to construct quayage equal to about one-half of that exist,+. Meadowside Quay (Figs.9 and 11, Plate 2).--In 1907further powers were obtained to construct about 538 yards of deep-water quay at Meadowside, within the burgh of Partick. This quay was formed in open cut, and founded onboulder clay for the greater part of its length, only a small portion at theeast end, where the boulder clay fell away to too great a depth, being founded on monoliths. In this case the monoliths were made 30 feet in length and 24 feet in breadth. The depth of water given is 28 feet at low water and 40 feetat high water. The quay wascompleted ,in 1912, andis equippedwith a goods-shed, 100 feetin width, in one span. The capitalexpenditure on thisquay and relative works has been L129,393. On the ground behind the quay the Trustees have erected and equipped a largegranary, 313 feet long by 72 feet wide inside,

capable of storing 31,000 tons of grain.The building is in two portions, one l68 feet in length, containing silo bins, and the other, 144 feet in length, for floor storage. The bins are 150 in number, and 84 to 102 feetin depth, with stompcapacities ranging from 20 to 275 tons, the aggregate capacity being 20,000 tons of grain. The floor-storage portion of the building can accommodate 11,000 tons of grain on eleven floors. The top floor is 113 feet, and the conveyer gallery, which extends from end to endof the building, 131 feet above ground. The main elevator-tower rises to a height of 160 feet from the ground. The outsiae walls of the floor granary are built of brickwork, ;md the interior structure is formed with cast-ironcolumns, rolled steeljoists, and concrete floors. The outside walls of the silo portionand the division .walls of the bins are of reinforced concrete, but the outside walls have a facing of 9-incl1 brickwork, so as to give the whole building a uniform appearance. On the quay there are two travelling shipdischarging elevators, e:xh capable of taking 250 tons of grain per hour from a steamer, :Lnd a subway is provided in theback of the qu:~y-wall.for two lines of band conveyers. Tlle granary is equippedwith conveyer-b:tnda, ClevkLtors, and other machinery of the latest description for taking grain, either in bulk or in bags, into the granary direct from the bold of a vessel alongside the quay, for turning over grain, and for loading it into barges,carts, or railway-wagons. Threelines of rails run inside thebuilding for its whole length, and have connectionwith the Caledonian Railway. The granary was opened for use in May, 1914, and the cost of building,machinery, and all equipment may be taken at about dE120,OOO. The building and subways are furnished with electric light, and thewhole mnchinery, inside and outside the granary, is operated by electricity procnred from the Corporation of Glasgow. BromnicZatu Quay (Figs. 12, Plate 2).-In theforegoing pages descriptions have been given of the cylinder system of foundations adopted at Plantation quay,at Plantation qmy extension, at Queen's clock ancl at Prince's dock, andto the monolith foundations at Rothesay dock, Merklands quay, Workl~illquays, ancl at Meadowside quay. To complete the subject, mayit be of interest to refer to another system carried out about the year 1908 for the reconstruction of :L portion of the uortll qua,y of Glasgow harbour, between Robertson ancl York streets. At this place there is a p;~rticularly bad depositof muddy clay, in which the original quay-wvall and two reconstructions

intimber wharfing had all failed tostand. The cylinder and monolith foundations were sunk in dry land, but in the case of the caisson foundations they required to be set in water in frontof the former structure. The new wall was founded on a substructure of caissons,each 80 feetlong by 18 feetbroad, separated from each other by a space about 4 feet in width, made solid after the caissons were sunk bysheet piling at back and front and concrete filling between. On this a superstructure of brickwork and concrete was erected,the face of whichwas formed with vitrified blue bricks. The caissonswere sunk through the clay to depths ranging from 54 to 70 feet.For the first 25 feet in height they werebuilt of steel, after which the further height required was formed of brickwork and concrete, the amount of building being so adjusted that when the caisson had been sunk to its intended depth, the top of thebuilding should be brought to a. level of 2 feetabove low water. The sinking of the caissonswas done by men working in thebottom chamber under compressed air. In all,seven caissons were sunk. The necessityfor being able to accommodate vessels of the extreme sizes then building, as well as the largest warships, being much in evidence, and the Trustees being urged on with a desire to keep pace with the times, they obtained powers in 1911 to construct a large graving-dock, and to form two basins on a portion of the 110 acres of river-side ground previously referred to, eastward of Renfrew (Fig. 2, Plate 1). The works provided for are a large canting-basin and an inner basin, with a combined water-area of 32 acres, and quayage extend- ingto 1,650 lineal yards. The intended depths at highand low water are 30 feetand 413 feet respectively. The graving-dock is proposed to have a length of 1,020 feet, divided into two lengths by gates, and a depth of 36 feet on the sill below high-water level. The . entrance will be of ample width. Thequestion of laying out the 400 acres of landhas received carefulconsideration, and a scheme hasbeen formulated for five parallelbasins entering off theriver at an angle. The proposed widths of the basins range from 300 to 400 feet, and the interven- ing piers are 400 feet in width. In 1914powers were secured to make a diversion of Renfrew road, with tramways thereon, 2,770 yltrds inlength, and to construct the first twoeast-most basins, giving 41 acres of water and 3,345 yards of quays. When fully completed the whole scheme of five basins will add 97 acres of wnter-.~pacemd 8,200yards of quayage.Special

Downloaded by [ RICE UNIVERSITY] on [13/09/16]. Copyright © ICE Publishing, all rights reserved. 122 MASON OX INPROVEMENT OF THE RIVER CLYDE [Minutes of considerationhas beengiven to connecting thenew basins with the railway system adjoining them. In laying out the marshalling-yard for the basins, it is intended to form five separate groupsof sidings, on the gridiron system, corre- spondingwith the number of intendedbasins. This marshalling- yard will lie between the main line of railway and the diversion of theRenfrew road, where an area of morethan 30acres will be available. The road-diversion will be formed at such a level %S to pnss over the lines leading from the marshalling-yard to the quays, and for this purpose five double-line bridges will be constructed to carry the road.

RIVER-IMPROVEMEKTS(Fig. 13, Plate 2). Dealing now with the river, the chief obstacles encountered in deepening have been deposits of very hard boulder clay at several points,and clay and rock at Elderslie,a short distance above Renfrew.The rock at Eldersliewas discovered in 1854 by the groundingupon it of the Glasgow,” one of theTransatlantic steamers. It consistedof a mixture of whinstone, or trapand blaes (shale), associated with very hard boulder clay, and extended over 400 yards in lengthof channel. For anumber of yearsoperations were carried on by hand- drillingfrom a stageand blasting with gunpowder, and by this means a minimum depth of 14 feet below low water was obtained over one-half of the width ; while over the otherhalf there remained a minimum depth of only 8 feet. This was the state of matters in 1873. From 1880 to 1886 morevigorous measures were adopted, and a contract was entered into for boring with diamond drills and blastingwith dynamite. By this means a depth of 20 feet below low water was obtained over the whole width of the channel. Owing to the rapid increase in size of vessels, it was decided in 1903 to resume operations for the removal of the rock, and to give a depth of 28 feet below low water, so as to provide for a possible navigabledepth of 26 feet.This work wascompleted in 1907. Thebulk of theboring wasdone from barges, each fitted with five to eight Iogersoll-Sergeant percussion steam rock-drills,worked over the side through the water direct on to the bed of the river. The explosivesused consisted almost entirely of dynamite.The area of ground operated upon was nearly 59 acres. From first to last about 20 feet in depth of rock have been removed, at a total cost of about .€140,000,

Before commencing this work in 1903, the widening of the river along the south bank for a length of about 1 mile, already referred to as having been authorized by the Act of 1873, was carried out, and about 7 acres was added to the wdterway. The improvement of the river has depended almost entirely upon systematicdredging, and the Trustees have at alltimes been animated with the desire to keep pace with the requirements of the shippingfrequenting the port. As already stated, the deepest draughted vessel navigatingthe river in 1873 drew 22 feet.The draug1:t steadilyincreased until in 1914 linersdrawing 27 to 29 feet went to and from the harbour and docks. To ‘ensure the Cunarder “ Lusitania ” proceeding down the river safely in 1907 muchspecial dredging wasexecuted, and still further deepening and widening was done in 1914 for the passage of the much longer vessel, the “ Aquitania.” In 1873there were sixdredgers and fourteen steam hopper barges,which deposited theirmaterials in Loch Long, 28miles from Glasgow bridge. Owing, however, to objections being raised by residents on the shores of that loch, this site had to be abandoned, and a new depositing-ground was authorized by the Board of Trade in 1893. This site is at the mouth of the firth, 3 miles off Garroch Head, in 50 fathoms of water, and distant 46 miles from Glasgow bridge.On account of the exposedposition of thenew ground, and the greater distance from Glasgow, as well as the belief that it wouldbe cheaperto carry the dredgings in larger bulk, the old barges have been disposedof, and there is now a fleet of sixteen new barges, two of the vessels carrying 1,000 tons and the remainder 1,200 tons. The old dredging-machines have also been displaced, and dredging is now carried on by four of the most powerful modern dredgers. The original cost of these vessels, along with the diggers, the diving- bell, thetug and the hopper barges,was about 2440,000. Par- ticulars of the dredging plant aregiven in Appendix 11. In 1873 the workshops and slips for repair of the dredging-plant were located at Dalmuir, but Messrs. William Beardmore and Co., beingdesirous of addingthe ground to their great shipbuilding yard, the property was sold to them. To provide new accommodation the Clyde Trustees constructed on their ground at Renfrew extensivemodern workshops, with wharf and slips, at a cost of %122,000, andthe establishment was ready foroccupation in 1908. Theimprovements carried out upon the river in the way of

Downloaded by [ RICE UNIVERSITY] on [13/09/16]. Copyright © ICE Publishing, all rights reserved. 124 MASON ON IRIPROVEXENT OF THE RIVER CLYDE [Minutes of widening and deepening and the constrnction of docks at Glasgow have necessarily madechanges in thetidal phenomena. The flow of thetide between Greenock and Glasgow has beenaccelerated fromabout 1 hour 5 minutes in 1873to about 45 minutes,and often less, in 1914. Theperiods of ebband flow havealso been morenearly equalized. Whereasin 1873 the ebb was 1 hour 10 minuteslonger than the flood, the difference is now only 20 minutes, the periods for, flood and ebb being now 6 hours and 6 hours 20 minutes respectively. Low-water level at Glasgow 2~asfallen nearly 2 feet since 1873, and is now about 5 inches lower there thanat Greenock; and while in 1873 theaverage rise of spring-tides at Glasgow was 10 feet 6 inches, it is now 12 feet 2 inches. For a number of yearsself- recording tide-gauge: have been maintained on the river, and the presentpositions are atthe Broomielaw, Glasgow ; at Govan wharf ; at Rothesay dock ; at Bowling ; and at Greenock. As regardsdepth, in 1873 the average depth between Port- Glasgow and the river Cart was 18 feet, with 15 feet at one place ; now the least is 24 feet, and in many places more, below low-water level.Between theriver Cart and the river Kelvin the increase hasbeen from 16 to 23 feet, and between theriver Kelvin and Glasgow bridge from 14 to 20 feet. Thelongitudinal section of therit-er (Fig. 13, Plate 2) shows thedeepening between 1871-the bottomgiven on Mr. Deas's section-and 1914. Over this period the average deepening hasbeen 10 feet 8 inchesbetween Port-Glasgow and the river Cart, and 9 feet 3 inches between the river Cart and Gla~sgow. The greatest average deepening over 1 mile of length has been 13 feetin the first- named section, and 11 feet 1 inch in the second. The least average deepening in first section is 7 feet 11 inches :tnd 5 feet 7 inches in second. With respect to light,ing the river, in 1873 there were only two lighthouses,one lightship and three light-towers, all burning oil, andthe lighthouses and lightship were in charge of keepers. A considerableadvance was made in 1883,when lighted bnoys burning Pintsch compressed gas were first introduced, and subsequently, when the lighthouses ant1 beacons were also supplied with similar gas and keepers were dispensed with. In 1905the lights were overhauledand given distinguishing characteristics, all on the north sideof the channel being made white occultinglights, showing 4 seconds bright followed by 2 seconds eclipsed, and those on the south side of channel being made white

group-flashing,three flashes in quick succession, followed by 5 seconds eclipsed. There are now two lighthouses, seven light-towers, two lighted beacons and fifteen lighted buoys, all burning Pintsch gas, which isreplenished at intervals of n.hout 50 to 100 days, depending on the capacity of the various holde~s. In addition tJo thelight- houses and gas-buoys, ordinary buoys are placed at suitable points in the estuary, and these are sixteen in number. Fewies.-For many years t.he Clyde Trustees have discharged tJhe duty of providing cross-river communicntion by means of ferries, bothfor passengers and vehicles. In 1873there were seven passenger-ferries, three of which were carried on by small steamers with screws at either end to save turning, and fourby rowing-boats. The steam ferryboats werelicensed to carry about sixtypassengers, and some of them were supplied with fire-engines foruse in case of fire breaking out on the shipping. For vehicular traffic the Trustees hadonly one ferry, namely, that at Govan. This ferry consisted of a boat worked by steam on two chains leading across the river between inclined slips on either side, the boat carrying cigllt horses and carts and 140 passengers, or 500 passengers alone. In 1878 theTrustees obtained powers to construct a vehicular ferry at Finnieston, opposite the east endof Queen's dock, and also toestablish a service of smallsteamers to ply up and down the harbour.The first portion of the Act to be carriedout was the inauguration in 1884 of a fleet of smallsteamers whichplied betweenVictoria bridge, Glasgow, andWhiteinch, a distance of about 54 miles. These steamers, eleven in number, had twin screws and accommodated from235 to 366 passengers. They proved a success financiallyfor some time,but owing to thecompetition which wasbrought about by the G~:LS~OWCorporation electric tramwa.ysrunning on the main roads parallel with the river on north and south sides, the steamers began to losemoney, and in 1903 they were abandoned. Finniestonferry, authorized under the Act of 1878, was not broughtinto operation until 1890, when a commencementwas made with a boat of novel design, provided with four screws, two at each end,and having a deckcapable of being raised or lowered so as to be kept at the same level as the quay at all states of the tide. This vessel could take 258 passengersand ten carts, with horses, or 700 passengers alone. Among the works authorized by the Act of 1899, power was given to provide other two ferries of a similar character, one at Whiteincb, which was brought into use

Downloaded by [ RICE UNIVERSITY] on [13/09/16]. Copyright © ICE Publishing, all rights reserved. 126 MASON OR IMPROVEMENT OF THE RIVER CLYDE [Minutes& in May, 1905, and another at Govan, which began plying in 1912, and displaced the previous ferry-boat there, already mentioned a.s having been worked on chains. The ferry farthestdown the river isab Erskine. This was acquired by the Clyde Trustees in 1904, and has been worked by them since then. It isoperated by chains and has an inclinedslip on each side of the river. Another vehicular ferry was the one at Renfrew belonging tothe burgh ; thisferry also the Clyde Trusteestook over under powers conferred by the Act of 1911. At present the boat is worked onchains in connection with slips, but it is the intention of the Trustees to reconstruct the ferry and put on an elevating-decksteamer. The capital expenditure involved inthe fleet of ferry-boatsand relative constructional works amounts to the large sum of 2158,500. Like many other rivers intersecting a large city, the Clyde has for a longperiod suffered from pollution by sewage, andthe necessity for purification-worksbegan to bediscussed more than 60 yearsago. As was right, the Corporation of Glasgowtook up the question first, and they havenow completedtheir scheme of inter- cepting sewers and purifying-worksat a cost of about X3,250,000.1 The sewage on the north side of the river is treated at Dalmar- nock and at Dalmuir, the works at the former place having been inaugurated in 1894 and at the latter in 1904. The sewage on the south side of the river is dealt with at Shieldhall, where the works were brought into use in 1910. All sewage is subjected to precipi- tation, and the clarified effluent is then discharged into the river, while the sludge is carried to sea in steam barges. Much, however, still remains to be done in purifying the sewage of other towns upon the Clyde and its tributaries, and when this has been accom- plished it is hoped that the river may be restored somewhat. to its former condition of purity. In the history of the Clyde the aim of the Trustees has always been to keep pace with the requirements of the vessels trading with the port of Glasgow; and, in addition, they have had to take care thatthe river shouldbe keptup to the necessities of theship- builders. It may be claimed in this endeavour that they have been uniformly successful. Bothtraders and shipbuilders looked for widthand depth of channel,but, in addition, the shipbuilders required widening and flattening of curves to permit of safe navigation by longvessels notintended to betraders at theport. In

Minutes of Proceedings Inst. C.E., vol. clxxxix, p. 167.

this category areAtlantic liners intended to run only between Liverpool or Southampton and New Pork. Needless to say, the increase in size of traders on the Clyde has been very great during the last 41 years, as will be seen from the following Table :-

Length Year. Name. Draught. -- Ft. In.

1873 “California,”Allan Line . ~ 3,410 20 0 l 1883 “Furnessia,” Anchor Line 25 6 1893

1903 “ Coiu~nhis,~”knchorLine 27 0

1914 “ Ulysses,” Holt Line . . 29 6

The Table shows that since 1873 trading vessels have increased in tonnage by 325 per cent. ; in length by 56 per cent. ; in beam by 69 per cent.; and in draught by 48 per cent. The increase of the port has proceeded with remarkable steadi- ness, as demonstrated by the Table in the Appendix, givingfor each year from l873 to 1914 the quayage,register tonnage of vessels, inwards and outwards ; tonnage of goods imported and exported ; andthe revenue.These figures show thatthe quayagehas increasedby 12,824 yards, or tothree times; the tonnage of vessels hasincreased by 9,429,023 tons, or to overthree times ; the tonnage of goods hasincreased by 7,830,577 tons, or to four and a half times; the revenue has increasedby 2450,851, or to nearly three and a half times. Thewater-area of theharbour and dockswhich, in 1873, amounted to 76 acres,has now reached 535 acres, an increase of 459 acres. With regard to finance during the period under review, the debt of the Trust has grown from 22,350,256 in 1873 to =€7,196,575 in 1914, an increase of 24,846,319. The borrowing powers have been extended from 23,700,000 in 1873 to k9,700,000 in 1914, an increase of 556,000,000, andthe capitalexpenditure has expanded from &2,875,267 in 1873 to 29,789,191 in 1914, an increase of &6,913,924. This sum of 56,913,924 is the amount which has been expended on new works and improvements during the period under

review, andtowards this figure more than ~€2,500,000has been provided out of the savings of revenue, Casting an eye into the future, a serious outlook for harbour and river authorities is the rapid growth in size of ships, which can be turned out in a very short time compared with the period required to construct or enlarge works to accommodate them. The question, however, must be faced, if the leading ports are to maintain their positions; and as regards the Clyde, it is confidently believed that by progressive improvements it will continueto hold the high position which it has so long occupied for trade, :is well as its great reputation for shipbuilding. The Engineers to the Clyde Navigation Trust during the period under review have been the late Mr. Jnmes Deas, M. Inst. C.E., and Mr. W. M. Alston, M. Inst. C.E., the present Xna. alneer.

ThePaper is accompanied by eleven sheets of drawings,from which Plates 1 and 2 have been prepared.

APPENDIXES.

APPENDIX I. PROGRESS OF &UAYAGE, TRADE AND REVENUEPROAI 1873 TO 1914.

Year ended 1 Length of Registered Tonnage l Tonnage of J,lne. Quayage of Vessels Inwards Goods Imported 111and Lse. Ontwarda. I and Exported. Itevenue' Lima1 Yards. e 18i9 6,410 4,392,402 2,236,925 1 182,907 1874 6,557 4,402,842 2,218,533 1 192,128 1875 6, 708 4,489,711 2,346,848 196,327 1876 7,109 4,596,152 2,333,337 1 198,527

1877 ti ,942 4,857,232 2,473,414 ~ 208,732 1878 7,233 5, 224,046 2,560,518 ' 217,100

l879 7,370 5.361,114 2,466,433 ~ 211,502 1880 7,464 5,768,102 2,653,088 1 223,709

1881 8,442 6,115,066 3,053,113 ~ 248,062

1882 9,947 6,098,414 3,366,866 ~ 264,549 1883 10,320 6,352, 630 3,724,678 283,998

1882 10.77n (5,820,682 3,708,672 ~ 291,182

188.5 10,779 6,314,671 3,732,220 ~ 291,KSS l886 10,835 6,110,660 3,736,283 I 282,912 1887 10,95ti 6,507,888 3,723,058 ' 28;,9:x 188,3 l0,witi 6,6:38,376 4,084,309 311,495 1889 10,956 6,979,515 4,383,315 331,493 1890 10,956 6, 728,990 4,794,5ti2 356,203 l's91 10,956 7,191,041 4,477,506 854,581 1SW 11,056 ti,'380,566 -1,896,817 369,"1Zti 1 S!):$ 11,056 7,559,521 1,879,312 368,498 189-i 11,472 7,318,773 5,070,392 371,977 IS95 13,162 7,908,999 4,504,962 l 353,813 1Y9ti 13,130 8,086,151 5,307,700 ' 405,518 1897 13,363 8,563,764 5,673,152 I 410,190 1898 14,668 8,563,479 7,102,19') , 430,327 1899 14,681 8,761,199 6, 959,845 I 427,943 l900 15,109 8,723,194 i,215,368 441 ,c20 1901 15,109 8,761,363 7,273,53:: ' 444,077 1902 15,105 9 ,293,650 7,471,891 468,8l5 190:; 15,105 10,294,178 8,567,448 497,869 1904 15,105 10.833,490 9,138,029 51i,491 1905 15,261 11,121,336 9,025,806 513,548 1906 15,346 11,2!34,8S5 9,256,218 598,569 1907 15,835 11,799,tild 9,795,09:3 517,862 190s 18,250 11,993,?591 9,530,693 556,966 1909 16,402 11,975,558 9,618,563 537,668 1910 18,695 12,354,788 10,097,283 i 555,403 1911 18,695 12,498,468 10,359,292 ~ 577,322 1912 18,231 12,220,538 9,5aZ,ti62 ~ 582,555 1!119 19,294' 13,461,059 10,118,321 l 624,826 1914 19,2342 13,821,426 10,06i,502 i 633,758

Downloaded by [ RICE UNIVERSITY] on [13/09/16]. Copyright © ICE Publishing, all rights reserved. YO. l Length Breatltli between at Perpen- Bottom j - diculars. - Pt. Ins E't. Ius. 1 195 0 10 6, 2 200 0 11 0

3 195 0 34 0 16 S l99 6 3 5 10 ti ,

4 "0 0 35 0 15 ti 206 ti 3 ti 11 0 ~

5 200 0 35 0 15 6 205 6 :i ti l1 0 .

6 200 0 35 0 l5 6 205 6 36 11 0

7 200 0 35 0 16 6 206 6 36 11 0

S 200 0 35 0 15 6 206 G Jti 11 0

0 200 0 35 0 15 6 205 6 36 11 0 10 200 0 35 0 l5 6 'LOS 6 36 11 0

18 l.L9 ti 25 J 13 0 153 y 2G 89

19 199 ti 3.5 0 15 6: '105 0 :j 11 0 "0 11 0

21 300 0 3.5 0 15 6 206 0 36 .I 1s 4 76 0 2i 0 11 0

22 200 0 ! 35 0 l5 6 205 0 36 4 IS 4 7ti 0 27 0 11 0 ! l 23 200 0 35 0 ~ 15 6 205 6 36 4 ' 15 6 ~ 76 0 , 2i 0 11 0 l ! 24 1 200 0 1 35 0 15 6 205 6 36 4 1s 6 76 0 ' 27 0 11 0 l

XoTxs.--Barge No. 18 is provided with two life-buoys and seven life-belts ; and barges Nos. 1 to 10 and 19 to 24 are each provided with four life-buoys and ten life-belts. Barges Xos. 1 to 24 inclusivehave all steam winches at bow ; and each have steam capstan aft. Barges KO>.1 to 10 and 19 to 24 inclusive arc each fitted with steam gear for working the hopper doors, which can also be worked by hand if required ; barge KO.18 has only hand gear for working the hopper doors.

and Fer- 7 6 '11 0 ~106 13 6 ~ 750 ~ 1,000 guson, Paisley. 4 0 10 4 113 0 13 6 and Fer- 1 900 ~ 1,200 PaisIey . and Fer- 750 1,000 7 6 11 0 10 6 13 fi

900 ~ 1,200 4 0 10 4 111: 0 12 6 j 1,400 1906 (Flerning I 900 1 1,200 guson, I rulnlm 900 1 1,200 1903'{ Fleming and i guson, Paisle!P 900 1,500 Lvbnitz and C I I { Renfrew. I D00 1,200 1913' Lobniteand C ( Renfrew. Fleming and F 1 900 1,200 l 'Lobnite and C, { Renfrew. l gocl 320 400 bit and Linda;by> :OW. and Fer- Paisley. and Fer- Paisley. Ion8 and ?nfrew. Ions and mfrew. and Fer- Paisley. and Fer-

I l

Barge No. 18 has ironhull, single-screwpropeller, andonc pair of compound surface-condensingengines of 40 to 65 N.HP., onecylindrical marine multitubular boiler,working-pressure 80 to 90 lbs. ; average speedloaded, with andagainst the tide, 72 to 9 miles per hour. Barges Nos. 1 to 10 and 19 to 24 have each steel hull, twin-screw propellers, two sets of triple-expansionsurface-condensing engines of 160 N.HP. collectively,two steel cylindrical marine multitubular boilers, working-pressure 150 to 160 lbs. ; feed- water he.tter6 ; average speed loaded, with and against the tide, 12 miles per hour. Kg

AI’PEWDIS 11- TALILIG~~.-GENE~uL PAXTICULAW

( .l:! “ RohHlyI1”. . lb!l 0 39 ti 13 0 9 Y D :; 49 0 ?, 1 42

SUTLS.-‘‘Cairnclhu ” is provided with 4 life-buoys and l6 iifc-belts.

‘‘ Craigiehall ” ,, ,, 6 ,! ,) 15 $9

‘‘ Shieldhill ” ,, (5 >1 >I 15 ,>

“ 1:osSlyn ” >I 6 I, , ,, 1s ,, TIE “ Cairldllu ” (lredger Ilxs hull of iron adsteel, twin-screw propellers ; speed, 4 knotb per hour ; traversing gcar to dredge its own flotation ; has tw-o shoots on either aide, to load into bargcs or punts,as desired ; propelling and dredging gear$ worked by one pair of direct-acting inverted engines of 450 I.BP. ; two steel marine mulLitubular boilers, about 11 feet 8 inches diameber and 10 feet long, working pressurc 80 lbs. per squareinoh; fitted with feed-water heater,etc. ; completeclectric light illstallation. The mooring winches at bow and btern of vessel work the bow and stern chains as well as thc side chains and ropes. A 7-ton steam-derrick crane is fitted on deck.

The l‘ Craigiehall ” dredger has hull of steel, twin-screw propellers ; speed, 6 knots per hour ; the bucket ladder at water-line projects in front of hull, enabling dredger to cut its own flotation ; shoots on either side, for loading barges or punts, as desired ; propelling and dredgiug gears clriven by two sets of three-cylinder compound inverted sulh~ce-conclensiIlg engines, each of 600 I.HP., the rcvolutions of each engine being ‘30 per minute ; two steel nlariue nlultitubula- Iloilers, 12 feet 3 inches (liarneter by 10 fcet loug,working pressure 120 lbs. per squareinch ; feed-waterfilter, heater, and feecl- water tank, etc. ; complete electric-lighting installation by single and cluster lamps, the generating plant consisting of a compound-wound dynamo, driven direct by a compound double-actingsurface-condeming engine of 18 B.HP. The mooringwinches at bow and stern of vessel are operated by separate doublc-cylinder steam-engines, and work the bow arid btern chanls it? ,well the zidt! ch+u afld ropes. A ;-ton steam-derrick .crane is fiLbec! ou deck.

The " Shieldhill " dre(1gcr Ims Id1 of steel, twin-screwpropellers ; speed, 6 knots per hour ; the bucket ladder at water-line projects in frout of hull, enabling dredger 1 o cut its own flotation; sl~oota on either side, for loadingbarges or punt,s as detiired ; Iropelling and dredging gears driven by two sets of three-cylinder compound inverted nurface-condensingengines, each of 500 I.HP., the revolutions of eachengine being 90 per minute ; twosteel marine multitubular boilers, 12 feet 3 inches diameter by 10 feet long, working pressure 120 lbs. per square inch ; feed-watcr filter, heater, and feed-water tank, etc. ; completeelectric-lighting installationby incandescent and arc hnp, thegenerating plant considing of a compound-mounddynamo, driven dirrct ly :L compounddouble-acting surface-condensing engine of 18 RI%€'. The mooring wincllea ;It bow and stern of vessel work the bow and stern chains ;IS well as t,Iw Eitltz cll:rins a1~1ropes. A 7-ton steam-(lcrrick cnne id fitted on deck.

7'11~'' JkJdyIl" dredger has hull of steel, single-screw propeller ; speed, G knot 9 prr Ilour ; the bucket, ladder at, water-line projects in front) of 11~11,enabling dredger to cut, its own flotation ; shoots on eit,her side, for loading bargex or punts as desiretl ; propelling ancl dredginggear driven by one set of three-cylinder cornpoundinverter1 surf;\ce-condensingengines of 700 I.HP., the revolutionsbeing 114 per minute ; two hteel marine multituhular boilers, 12 feet diameter hy 10 feet long, working pressure 120 111.5. per quare incl1 ; feetl-mat,er filter, heater, 31x1 feetl-w.ater tank, etc. ; completc electric-lighting instdlation l97 incandescent an(l arc lamps, the generating plant con- rinting of a compound-\round dpamo, tlrircndirect by arompound double-actiry Rurface-condensingengine of 18 B.€IP. The mooringwinches at bow andstern uf vesd work the how andstern cllains as we11 :IS the Ride cllain;; and ropes. A :-ton steam-derrick cntne i3 fitted OII (le&.

TABLEIII,-GWNERAL PARTICULARS 01.’ TUG-STEAXER

General Dimensions. D~$$~~~i~~,k Name.

~ Ft. IllS. Ft. IllS. Ft. 1ns.i Pt. 111s.’Ft.In.;.! l ~

rontinud

" CLYDR."DIVING BELL, AND FLOATINGDIGGERS.

General Partirnlnrs. etc. Name, Builder's

-______--_.--- --~ 1

Twin-screw, compound engines ; marine1 ~ multitubular boiler 14 feet 3 inches diameter, 9 feet 6 inches long. Three

furnaces, 136 111s. working pressure. Has ~ Ails;? Sllipbuiltling Company,

derrickfitted tothe mast, lwd S tons at 15 feet 6 inchesradius . . . . .

inches by 6 feet 6 inchea high ;

1s self-propelletl by compound surface-\ D. Rowan and Co., 1871. condensingengines ; bow andstern and new winches ; 10-tonderrick crane tolift fitted at 'lyde Trust tons at 26 feet radius and 10 tons at 7 Dalmuir, 1900* steam- 18 feetradius ; winch andgearing for derrick operatinghopper doors, all worked by'l hopper door gear fitted steam from main boiler. Two Priestman Clyde Trust Works, Dalmuir, diggers are provided, one of 35 cubic feet ~ 1906 capacity and oneof 48 cubic feet capacity. cubic Crane iYA. Govan. I Hopper capacity, 267 yards . .I ,

Floating Digger id In-oded with 2 life-buoys and 7 life-l?elts. Digger Hoplter Ihrge No. 13 ,. 2 ,,,, 7 I,

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PLAN MONOLITMPLAN WALL. MQNOLITHWALL

MEADOWSIDE QUAYS. YORKHILL QUAY§.

ORDLNhRYWALL.. ORDINARYWhLL ORDINARYWALL. BETWEEN SHEET PILING