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443
a block work well at probably no greater cost than the rein- forced concrete structure, which would suffer no damage in any sea, but the vertical face of such a well would increase sea disturbance in its vicinity." Again in para. 33 of their report dated 29.11.22 on Harbour Developments, they state:- "(a). Whatever works may be constructed, ships must get into the open away from wharves during typhoons.
(b). Except during typhoons, ships can at all times lie safely at wharves in any part of the Harbour."
It would therefore appear that the effect of typhoon seas must be considered with relation to the wharves, not to steamers moored alongside at such times.
Based on the general principles for the design of ports, there is no question as to the desirability of making provision for the dispersion of seas which may pass their
entrance. In the case of Hong Kong, good natural provision
exists within Lyemun Pass and to a lesser extent at the
Western entrance, and whilst it is not possible to state
definitely to what extent the entrance of heavy seas affect
disturbance in the harbour, observations would indicate that
the direction and force of wind and not heavy seas are the
factors which influence the safety of ocean going craft. In
this respect, I can testify personally that in 1923 when a wind velocity of 130 miles per hour was recorded, the waves
within the harbour were of no great magnitude, the crest of the waves being apparently cut off by the wind force. There can be little doubt that the effect of sea action is unimportent except in the direction of the wind by which it is propogated, and it is difficult to conceive that any sea disturbance or wave action within the harbour caused by a typhoon, if deflected, could force itself to windward against||
a typhoon gale. I agree, however, that such deflection would probably cause an increased disturbance in its