131
NO. OF TIMES OF
OCCURRENCE.
DIRECTION OF STRONGEST WINDS.
VELOCITY OF WIND
(AVERAGE) MILEs per hour.
༢།
3}5.
7
7
N.N.E. NE. by E.
*98
E.N.E.
E. by N.
11 42.
E.
10
E. by S.
7
E.S.E.
S.E.
62
~
14.
2
3
SE. by S. S.SE.
3
19.
1
1
S.SW. SW. by S.
SW. by W.
W. by N. N.W.
61
59
JA*** NKO SASA! 08
54
66
65
60
65
60
85
72
68
65
56
With the exception of the typhoon gale experienced on the 18th of September, 1906, there is no record of winds of typhoon force blowing from the South. It would appear therefore that, in any system of docks to be provided, a Southerly direction requires least protection from typhoon gales.
COST AS AFFECTING THE PROVISION OF WHARFAGE.
The existing berthage in the harbour is unsuitable in design to allow of the most economical handling of cargo being obtained. Berthage provided with transit sheds at the back of the wharf road, although more expensive to construct, is the more suitable design in that it secures more rapid expedition for shipping, less dependence on unskill- ed labour, less damage to goods and less actual cost for the transport of goods between ship and shed. The advantage of this form of berthage,--taking into account its higher cost of construction,-will be found to be the more economical and has therefore been adopted.
In the carrying out of any of the schemes of wharfage recommended later in this report, areas of reclamation will be formed. However, as the market value of any land formed will be much in excess of the actual cost of the filling material, it is therefore necessary to consider only the cost of providing a quay wall to allow steamers to berth.
That the cost of handling charges may not be increased by the provision of deep water berthage, it is necessary that the return on the capital expense involved in the construction of such berthage should not exceed the cost of taking delivery of cargo from ships anchored in the stream and conveying it ashore through the medium of junks and barges. Whilst it will be admitted that the cost of discharging a ton of cargo into sheds from a ship berthed alongside would be somewhat less than the cost of handling the same weight of cargo under the present conditions from a junk or lighter alongside a praya wall, I have assumed for the purpose of comparison the worse condition, viz. : that the cost in either case would be the same.
Assuming that maintenance charges on quay walls, including dredging, will amount to about 1% on the capital expenditure, that money is borrowed at 5% and a sinking fund of 1% is allowed for, which would redeem the cost in a period of about 36 years; then, about 7% return on the capital expenditure must be assured before embarking on
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