TNAG-0273-FCO40-309-Scheme-for-development-of-container-terminal-at-Hong-Kong-1970 — Page 10

Maintenance Dredging

1.15

Indications are that, with the quaywall alignment chosen, some depositing of silt is possible at the berths. It is considered however that the silt load is insufficient to produce more than a few inches average reduction in depth per year based on an analysis of soundings in the vicinity taken over the years. This means however that some maintenance dredging is likely to be required from time to time.

Methods of Operation

1.16

1.17

The layout and area provided at the Terminal is based on the method of operation which uses container cranes and straddle carriers with containers being stacked 2-high. The marshalling of containers 1-high on trailers was ruled out as this method requires too much land, and the stacking of containers 3 or more high was considered impracticable because of typhoons and the high intensity of loading on the marshalling area. With a small change in layout the system which uses transfer cranes and tractor-and-trailer units in lieu of straddle carriers could be adopted should operators prefer this method.

The Container Committee forecast in 1966 that all container packing would be carried out at the Terminal, however as there are now proposals to site packing stations elsewhere it is recommended that packing sheds should only be constructed at the Terminal when the need arises. Only 60% of the total length of packing shed proposed in 1966 for the first two berths is now included, but allowance is made in the packing station layout for the circulation of 40-ft. containers.

Number of Berths

1.18

1.19

1.20

1.21

The Container Committee also assumed in 1966 that all container-terminal facilities would be sited at Kwai Chung but negotiations are now in progress for the establishment of two private terminals with an expected combined throughput of 14 million tons/annum total import and export. This however leaves an estimated balance at this time of over 3 million tons/annum of goods that could be containerised and for this reason the Container Com- mittee has now concluded that these two projects should not hold up the proposed Kwai Chung Terminal.

It is considered that because of accepted working methods in Hong Kong throughputs well in excess of those achieved elsewhere could be attained. Even if this throughput is only 2 million tons/berth/year combined import and export then 2 berths are already required at Kwai Chung and a demand for a further 2 is likely to arise within about 10 years.

A throughput of 2 million tons/berth/year would require a high berth occupancy and this could best be achieved by operating on a common-user basis. If a berth is used by a single shipping company the throughput is likely to be less and the demand for the third and fourth berths would arise correspondingly earlier.

If the four berths now proposed prove insufficient, further expansion to the south of Berth No. 4 should be feasible and consideration should be given to the need to reserve the area involved for further container facilities.

Road Traffic

1.22

A flyover access to Kwai Chung Road is planned and it is considered that this and the road system would be quite adequate for the likely traffic generated by the Terminal, both in the form of lorries and containers on trailers.

Land Sale Conditions

1.23

Recommendations for special conditions should the Container Terminal be developed by private enterprise are given in Chapter 15. These cover restrictions on use of site, approval of designs and control of borrow areas.

3