TNAG-0273-FCO40-309-Scheme-for-development-of-container-terminal-at-Hong-Kong-1970 — Page 13

Method of Approach

2.12 The main problems in implementing the Terms of Reference and making recommendations were first of all in obtaining information as to the facilities now required at a container terminal, then in assessing the best siting and stages of construction for it. In doing this it was necessary to take into account the cost of the various alternatives, the speed with which they could be constructed, the amount and availability of filling material required for each and the types of structure to be used.

2.13

The method of approach adopted has been as follows:-

(a) To obtain through the Container Committee and Marine Department up-to-date information concerning sizes of ships, methods of operation and other factors likely to modify the design criteria used in the original 1966 Container Committee Report. (b) To obtain from other Ports where container berths already exist or are planned, information regarding the planning, construction, layout and operation of their facilities.

(c) To investigate more fully the Container Committee's proposals in the light of changes

that have taken place since 1966.

(d) To investigate a quaywall alignment which would reduce the amount of reclamation required to a minimum but which at the same time would be practical from an engineering viewpoint and would allow sufficient area for a terminal. Then to obtain an optimum quaywall alignment between the Container Committee's proposal, which is considered to involve the maximum practical reclamation, and the alignment giving the minimum reclamation by considering the following factors:

(i) The amount of filling material required against the amount readily available. (ii) The cost of reclamation against the cost of dredging the berths and approaches. (iii) The various costs of the different types of quaywall structures required for the

different alignments.

(iv) The area to be reclaimed immediately behind the berths against land already

available elsewhere but less conveniently sited.

(v) The time the settlement of the reclamation would take against the time by which

it is required for use.

(e) Having decided on the optimum alignment for the quaywall, to consider stages of construction and to plan these so that one berth could be completed quickly and put into use while subsequent berths were being constructed.

(f) To devise a layout for the first stage which would give maximum flexibility for subsequent stages enabling changes of plan to be made in the light of operating experience.

(g) To recommend a layout for subsequent stages indicating possible alternatives. (h) Based on the foregoing to investigate estimated costs, timing, likelihood of silting or scour, the effect on the road network and to consider special conditions to apply should the terminal be constructed by private enterprise.

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