Anderston then & now - part5 pages66-68

Anderston then & now ..... a concise history of a Glasgow district
author John N Cooper

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Part 8

street names

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photo index

Misc

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Part Five

Pages 66 - 68

Railways
Rail travel came to Glasgow when the Garnkirk line was opened in 1831. The Caledonian Railway Co. completed the ‘Inner Rail Circle’ connecting Anderston to Maryhill in 1895, which included a passenger station at Finnieston, on Argyle Street, opposite Kent Road. The following year the Glasgow Cross to Anderston Cross line was opened. As a point of interest the tunnel connecting Anderston to Glasgow Cross is the longest rail tunnel in Scotland.

The arrival of the railway heralded the demise of the original ‘Gushet House’ that fronted Anderston Cross. A new building, which accommodated the entrance to the low level station, was erected in place of the Gushet House. This new building, dating from the 1890’s, is the one generally featured in old photographs of Anderston Cross.

Anderston Cross Station closed during the 1960’s and the fine red sandstone building was demolished. However, the track-bed and tunnels of the low level rail-link were retained as part of the ‘Planning for Action Transport Plan’. A new Rail Station on the site of the former Anderston Cross Station was opened during the 1980’s, once again providing an important arterial link to the city’s public transport service.

Following closure of the Stobcross Rail Station in the 1960’s a commercial flooring contractor occupied the premises for a number of years. As part of the planned transport development programme, the old station was demolished, and the new Exhibition Centre Station was built to serve commuters travelling to and from the SECC and Finnieston.

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River Traffic
In an effort to alleviate the pressure of pedestrian traffic on the Clyde bridges it was decided to establish a passenger ferry service at various points along the Clydeside. Three ferry terminals were established in Anderston; York Street, Clydeferry Street and Elliot Street, near Finnieston. The original ferries were simply large rowing boats that continued to operate until two fatal accidents occurred, one at Govan and the other at Clydeferry Street.

On 30th November 1864, a tightly packed ferry was crossing the river from Clydeferry Street, when the vessel was caught in the swell of a passing ship, the ‘Inveraray Castle’. The ferry was caught broadside to the swell and capsized spilling the men into the murky and rough waters of the Clyde. Of the thirty-nine passengers aboard the ferry, only twelve survived. A similar incident happened at Govan prompting the authorities to replace the rowing boats with more suitable craft. Steampowered ferries were introduced in 1866 and operated until diesel-powered vessels superseded them.

A Vehicular Ferry, which operated from the foot of Elliot Street, was popularly referred to as ‘The Horse Ferry’. As the vessel was also capable of carrying passengers, this option reduced the waiting time for pedestrians who had missed the passenger ferry. The Vehicular Ferry was withdrawn from service in 1966, followed by the passenger service during the early 1970’s.

Finnieston Ferry on a cold winters day 1968

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Glasgow Harbour Tunnel
A privately owned company opened the Harbour Tunnel for pedestrian traffic on 8th July 1895, and a section capable of conveying vehicular traffic was opened the following week. The tunnel provided quick and easy access to Kinning Park and Plantation from Finnieston. Along with the ferry service, the tunnel was a route favoured by workers, and football fans on their way to Ibrox. The vehicle section had lifts, built into the rotunda, capable of lowering horses and carts, and motor vehicles to the lower level, where they could travel segregated from pedestrians.

The pedestrian tunnel was accessed from either side of the river via a long flight of wooden stairs that descended into the dimly lit wooden-floored tunnel. Inside the pedestrian tunnel, a three-foot diameter sewage-pipe running the length of the passageway was plainly visible.

The vehicular section of the tunnel closed during the 1950’s, whilst the passenger section remained in regular use until it too was closed during the 1970’s. The upper portions of the southern and northern rotunda were refurbished at the time of the Glasgow Garden Festival in 1988. The Finnieston Rotunda is currently used as a restaurant and casino.
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THE MOTOR INDUSTRY
In 1899, less than fifteen years after Gotleib Daimler first developed a successful motor engine, Anderston entered the era of the ‘horseless carriage’. Two men, T. Blackwood Murray and N.O. Fulton founded what could be termed as the most successful motor vehicle manufacturer in Scotland, ‘Albion’.

Although the name Albion was mainly associated with commercial vehicles, the founders began their work building private cars. The Albion Motor Co. Ltd. was established on 30th December 1899 in the first floor attic of the Clan Line repair shop, situated at the bottom-half of Finnieston Street. The premises measured 3,000 square feet in area and were fitted-out with two lathes and two vertical drills. With this simple equipment and only seven employees, the company set about manufacturing their first petrol engine. Early 1900 saw the first completed Albion engine and chassis. For those with a technical interest, the vehicle specification was:

Two cylinders with horizontally opposed pistons capable of developing 8hp at 800rpm. Engine speed was governed by a bob-weight. Ignition was obtained from a low-tension magneto, designed by Blackwood Murray. This design of magneto remained in use in two cylinder Albion’s until 1914.
Power from the two-cylinder engine was transmitted to the road-wheels via a two forward and a single reverse speed gearbox driving a chain on a semi-floating rear axle.

Whilst the vehicle was reasonably economic in terms of fuel consumption, it required replenishing with water every 12-15miles. By the following year good progress was being made, and twenty-one chassis of the 8hp models proved most reliable in trials associated with the International Exhibition being held at Kelvingrove. In that same year (1901) the first Albion was exported to Kuala Lumpur. A steering wheel was introduced as an optional extra; up until this time, tillers were the most common method of steering vehicles. The company also built their first commercial vehicle and increased the engine capacity to 10hp.

In common with much of Anderston industry down through the years, lack of room for expansion forced the company to seek alternative accommodation. Albion purchased a new site at Scotstoun and moved from their birthplace at Finnieston in July 1903. During the 1960’s Albion Motors became part of the Leyland Group. At the height of production the company operated in 1,000,000 square feet of floorspace, employing over three thousand staff, a far cry from their early days at Finnieston!

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HALLEY
The second motorcar manufacturer to set up in Anderston was the brainchild of George Halley, who founded the Glasgow Motor Lorry Co. Ltd. in 1901. He began production in the same group of buildings as had Albion Motors eighteen months earlier. Halley’s first vehicles were steam-driven chassis but, by 1906, he recognised the greater potential offered by the petrol engine. Halley moved his company to Yoker in 1907, where, in later years, the company produced a considerable range of buses, lorries and fire engines. Perhaps the best-known range of Halley’s vehicles were the ‘Talisman’ and the ‘Ivanhoe’ models. Albion Motors acquired the premises after Halley’s demise in 1921. The name of Halley is perpetuated in the streets and squares of Yoker near where his factory once stood.

THE KELVIN
Another company associated with motorcar manufacture began in 1904, when, like Albion and Halley, Walter Bergius began business in the Clan Line premises on Finnieston Street. With only four employees, the ‘Bergius Car & Engine Co.’ was established. The first vehicle produced, during the latter part of 1904, was a medium-sized fourseat motorcar called the ‘Kelvin’. Most motor vehicles of that time were chain-driven, but the ‘Kelvin’ had a live backend, driven by a cardan-shaft (prop-shaft). The engine had four-in-line cylinders producing in the region of 12- 15hp. Following successful trials in 1905, three more ‘Kelvin’s’ complete with redesigned bodies were produced.

In 1906 Walter’s brother, William, suggested that an engine could be fitted to a 23-foot long rowing boat. The idea was tried and the experiment proved successful. By the end of 1906 the company were fitting engines to fishing boats and yachts. This new innovation brought the Kelvin motorcar production to an end, but the Kelvin Marine engine had arrived and so began what proved to be a very lucrative business.

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THE SAINT VINCENT
Little is known of the company that William McLean started on the corner of St. Vincent Street and North Street in 1903. Originally McLean manufactured bicycles prior to showing an interest in motorcars. He called his motorcar the ‘Saint Vincent’ and between 1903-1910, he enjoyed modest success with various bus and car designs. McLean incorporated the Aster engine into his vehicles, and to assist sales outside Scotland, he named the vehicles ‘Scottish Asters’.

CARLAW
David Carlaw, who was born in Glasgow in 1832, began work as an instrument maker in the Gorbals around 1860. He founded the ‘Glasgow Numerical Print Company’ in 1879 for the manufacture of printing machines. He also put his printing machines to work in a building that he erected on the site formerly occupied by Finnieston Free Church, on the corner of Houldsworth and Finnieston Streets. David’s son and eventual successor, John, took an interest in the motorcar industry, thinking “motorcars will at some time require repair - good repair”, so he persuaded his father and brothers to open a motor vehicle department next to the Printing Works. With John in charge Carlaw entered the motor industry and, in 1909, they produced their first vehicle, powered by a 2 cylinder, 8hp engine.

Carlaw became the Scottish distributor for Austin motorcars and for many years the name Carlaw became synonymous with that of Austin. In 1938 Carlaw opened an extensive garage at 32 Finnieston Street, on the opposite side of the street from the Printing Works. A commercial vehicle repair department was opened in Cook Street in the 1960’s. British Leyland who had bought over Austin, forced Carlaw’s to leave their prime site at Finnieston in 1975 and relocate to Pollockshaws. Carlaw went out of business a few years after their enforced move. Today, another motor dealer, Citroen Motors, occupies a prime site at Finnieston, close to where Carlaw had operated successfully for nearly half a century.

Motor Trade
Prior to the implementation of the 1960’s redevelopment programme there were a number of reputable motor trade dealers operating within Anderston. Not only did those companies offer employment, the spin-off from their presence helped boost the local economy. The businesses, all well respected within the motor trade, included SMT in Finnieston Street; Peter Holmes, St. Vincent/North Street; A&D Fraser, Washington Street, and George & Jobling, Bothwell Street.

Haulage Companies included, Pickford’s, Bishop’s Move and Allison Haulage in Bishop Street; McIntosh Removals, Argyle Street; Dawson Removals, Douglas Street, and Heggarty Motors, in Pitt Street.

KELVINGROVE
Kelvingrove Park was the playground shared by many who stayed around the Cranstonhill, Finnieston and Kelvinhaugh areas. Often referred to as the West End Park, Kelvingrove has been an important resource, offering residents living in the west-end the opportunity to relax among acres of pleasant parkland.

Patrick Colquhoun, owner of the Verreville Glass Works, built a small mansion house on the lands of Kelvingrove in 1782. The natural beauty of the area inspired a Dr. Lyle to compose the well-loved song ‘Kelvingrove’. The lands of Kelvingrove were purchased in 1852 by the City of Glasgow for the purpose of creating a public park, which became the venue for three great international exhibitions held in 1888, 1901 and 1911.

The granite staircase at the northeast corner of the park was erected at a cost of £10,000. The Stewart Memorial Fountain was designed by James Miller and erected in 1872. Just beyond the fountain stands a bronze statue of a lioness and her cubs, presented to the city by John S. Kennedy, a duplicate stands in Central Park, New York. Other memorials within the park include; Lord Kelvin, Joseph Lister, Field Marshal Lord Roberts, mounted astride his horse, and a memorial to the officers and men of the Highland Light Infantry who fell in the Boer War of 1899-1902.

Located at the western extremity of the park, Kelvingrove Art Gallery and Museum, opened in 1901, is home to one of the finest public art treasures in Europe. The children’s play-park currently situated near the tennis-courts, was used as an open-air dance venue until it was converted for a short period into a roller-skating arena during the 1950’s.

BOTANICAL GARDENS
Six acres of ground on the south side of Sauchiehall Street were purchased in 1816 on which, Botanical Gardens were laid out. The Gardens stood on the site now occupied by the former Claremont Church, currently the home of the Scottish National Orchestra. To mark the spot, a stone tablet has been positioned mid-way up the gable end of the building in Fitzroy Lane, bearing the simple inscription ‘Glasgow Botanic Gardens Instituted 1817’.

When the Gardens were removed to their present site at Kelvinside in 1842, a Weeping Willow, the last remaining tree from the original Botanical Gardens was replanted in Kelvingrove Park, situated mid-way between the Stewart Memorial Fountain and the ‘Kennedy Lions’. Next time you visit the park, make a point of looking out for the tree that once stood in the original Botanical Gardens of 1817.

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© John N Cooper 2006 All rights reserved.
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