CO129-591-12 Military Administration- Civil affairs- directives to force commander and senior officials 24-2-1945 - 13-9-1945 — Page 30

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been rendered temporarily unserviceable.

Not a single steam

or electrical crane was working. Obstructions on the main quays such as pillboxes, air-raid shelters, burnt-out vehicles and debris, seriously interfered with movement. Upwards of thirty wrecks of various sizes were lying throughout the Port and many sunken tugs and lighters were alongside the wharves. There were very few lighters afloat. Practically all mooring buoys had been sunk by the Japanese. Apart from damage, the whole Port had suffered severely from the complete neglect on the part of the Japanese to carry out repairs or maintenance.

95. To control the operation of the Port a central organiza- tion known as the Port Executive Committee was set up. At the same time a Port Working Committee was established for the purpose of carrying out the policy laid down by the Port Executive Committee and assuming responsibility for the co- ordination and direction of the day to day working of the Port. The first meetings of these two committees took place on the 25th September, 1945. Another organization known as the Far Eastern Shipping Agencies was established to deal with the handling of ocean and coastal shipping running on Government account, and the allocation of shipping and facilities.

96. The chief difficulties which were experienced in the operation of the Port during the Military Administration were the severe shortage of godown space, (available godowns being stocked to some extent with Japanese equipment and with stores under the control of the Custodian of Property), an acute lack of serviceable lighters, and the prevalence of looting in dock areas. A Godown Committee was shortly formed and the problems of finding alternative accommodation were at- tacked. Rail, as a factor in port clearance, made much pro- gress during the period. Capacity increased from 250 tons daily in October, 1945, to 750 tons at the end of March. Every effort was made to purchase additional lighters in other parts of the world, and the assembly of lighter sections in the local dockyards was given every possible assistance. Harbour Naval patrols were instituted to check pilferage throughout the Port area, and additional guards were placed on the docks and wharves.

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97. The guiding policy of the Port Executive Committee, throughout the period, was to prepare for a gradual handing over to local civil authorities of the actual operation of the Port. The absence of many of the normal civilian Port person- nel slowed down this process, but preparatory work was done in many directions. A programme of priorities of salvage was pre- pared and all but the largest wreeks were raised. Areas were defined for Naval and merchant shipping, the handling of dan- gerous cargoes, and for sea planes and junks. A system for the notification of arrival of ships was instituted, and the pilotage service was re-organized. All harbour craft were registered and handed back to commercial enterprise for operation. Buoys were raised, repaired and re-moored. Harbour areas were swept and traffic to Canton was re-opened. The flow of labour from China back to Hong Kong was concurrent with the gradual in- crease of shipping using the Port. There was never any short- age of labour and the rate of discharge of ships slowly improved as labour regained physical fitness and experience. At times there were signs of labour unrest but strikes were averted by mutual compromise.

98. With the closing down of the Ministry of War Transport organisation and the Far Eastern Shipping Agencies, the Port commenced to swing over to commercial operation. To accelerate this development and to assist in the handover to the Civil Govern- ment, the Port Executive Committee was re-constituted towards the end of the Military period with a stronger civilian represent- ation. Arrangements were made for the delegation of special powers to this committee until the proposed Port Trust, or some similar organization, should be ready to assume control.

99. At the end of the Military Administration, apart from the danger of possible strikes, the immediate prospects of the Port were encouraging. The daily capacity of the Port for May was estimated at: Imports-9,000 tons (including 3,500 tons of coal) and concurrently, Exports-4,000 tons. The supply of motor transport for dock clearance and of rolling stock for clearance by rail was sufficient to meet demands. Godown accommodation was showing some improvement and the assembly of lighters had already alleviated in some degree the previous

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