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their ships breaking adrift.
522
3. (ii). Depths of Water at Quay Walls.
Mr.Duncan has referred to this question, in
his Report of December 1924, pages 18 to 20, but it
should not be overlooked that with the return of normal
conditions in China and the consequent expansion of rail-
ways, industries and trade in the future, it is not improbable that fullcargoes will have to be dealt with at this port, more particularly cargoes of rails,
bridgework, rolling stock and heavy machinery, both via
Suez and from the Pacific Coast of America, irrespective
of possible future bulk export cargoes.
4. (iii) Levels of copings.
The leval of the rails at Hung Hom Reclamation
is +14.66 0.D. and the present railway eaa wall coping
was laid at 14.00 0.D. In 1913 during a typhoon, green
seas swept over this wall and stranded logs of 24 inches diameter half way across the reclamation and on the rails. In moderately rough weather, broken waves top the wall
and saturate the reclamation for some 50 to 100 feet
landwards. It would appear, therefore, that cope level,
at any rate for the first 1,300 feet, should not be less
than+14.00. and the floors of warehouses in this
locality should be raised about 2 feet, if contents are
to be kept dry. The coping at Holt's Wharves is some-
what lower and may have to be raised to†14.00 to
facilitate the extension of the railway service.
5. (iv). Contingent Matters.
It would appear desirable to lay sea moorings
some little distance off the outer wall to enable vessels to draw off when required against adverse winds and tides. This was found necessary when the old wharf at Blackhead's Point (the position of the first berth) was used by coaling steamers berthed broadside on.
(Sgd) Robert Baker,
Port Engineer.
3rd July 1925.
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