6.25
Because of the possibility that some containers may be transported by road or sea to and from factories or packing stations sited elsewhere, packing facilities at the terminal may not be required to cope with the full capacity of the containership berths. The layout should, therefore, permit packing stations to be built up in stages to meet demand as experience dictates.
6.26 The theoretical throughput per unit area of packing shed calculated in the 1966 Report even if storage floors over the packing floors are included in the calculation, was con- siderably higher than those achieved or envisaged in other countries. Nevertheless, it is considered that the areas then recommended per berth were sufficient to meet the full capacity of each berth. It is not considered however that the maximum theoretical capacity of the berths calculated in 1966 would ever be achieved.
Number of Berths
6.27
6.28
6.29
The number of berths required at any one time would depend on some or all of a number of factors. These include:-
(a) The quantity of cargo to be handled per year and the corresponding number of
containers.
(b) The schedule of ship arrivals and the quantity of cargo to be handled for each. (c) The turn-round time for each ship.
(d) The percentage occupancy of each berth that can be achieved.
(e) The rate at which cargo can be moved between the marshalling area and the packing
stations or factories.
(f) The rate at which cargo can be moved through the packing station and between it
and the factories. This applies where all packing is carried out at the Terminal.
The Container Committee in their 1966 Report made the following assessments in respect of the foregoing factors:---
(a) Projections forward of the maximum quantity of Hong Kong cargo that could be containerised were made from base-year 1966. It was estimated then that 2.6 million tons could have been exported and 2.08 million tons imported in this manner. The number of 20-ft. containers to be handled was estimated from this on the basis of 20 tons per container.
(b) No information was available on proposed shipping schedules, but it was assumed that each ship would carry 300 containers for Hong Kong and would pick up 300 for dispatch to other ports.
(c) The maximum handling capacity at the quay was assumed to be 720 containers in
and 720 out per day.
(d) 60 to 70% occupancy of berths was envisaged.
(e) The maximum capacity of each marshalling area was estimated to be 600 containers
in and 600 out per berth per day.
(f) The maximum packing-station throughput for each berth was estimated to be 500
containers or 10,000 tons per day each way.
On the above assessment, it was considered that 2 berths would be required by early 1970, when it was estimated there would be 3 to 4 million tons/annum containerised export cargo and 2 to 3 million tons import.
6.30 The quantity of Hong Kong cargo that could be containerised in 1968 was estimated as 2.3 million tons of exports and a similar quantity of imports. This represented a fall in exports since 1966 instead of the rise predicted but a small rise in imports. The fall in exports is attributed to two factors: (a) the closure of the Suez Canal and (b) the 1967 disturbances. However the Marine Department advises that the proportion of annual cargo lost through these causes is gradually being regained and that planning for Hong Kong should be based on the 1966 forecasts.
6.31 The Container Committee in 1966 assumed that all container-terminal facilities would be sited at Kwai Chung, but negotiations are now in progress for the establishment of two
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