ENG-1991 — Page 29

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A COMPLETELY NEW PORT

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schools, new hospitals and, above all, a massive new programme of public housing amounted to recognition that it was high time for the fruits of the 'Hong Kong miracle' to be shared out more widely among those who had laboured to bring it about.

The traditional stevedores' jobs have been carried out in Hong Kong by a labour force which has excelled in the fast movement of cargo to and from lighters. Their efficiency and availability to work round the clock, if required, have contributed notably to Hong Kong's high reputation as a quick turn-round port. Damage rates are low and pilferage in minimal.

Most of the old wooden motor cargo boats have been replaced by large steel lighters which have been purpose-built to handle containers. These changes in cargo activities have meant that workers have had to adapt, and this they have done very successfully.

If the new Lantau bridge can be seen as a monument of what concerted planning can achieve, the outer breakwater could perhaps fittingly be dedicated to the memory of past generations of workers who kept the port going and thriving and who have thus laid the basis for the expansion now under way.

The operation of a container port requires new skills. It is a great credit to the companies and consortia running today's terminals that their training programmes have produced technicians and operatives of a high calibre, many of them men formerly engaged in the older types of work. And the container companies deserve praise for far more than that. When the first berths were being built in the late 1960s, it was 'risk capital' that got those projects going - the then expectable profits from them being far from a sure thing. It was an enterprise in which faith, determination and courage played no small part.

The development of Hong Kong harbour has always been a joint process between the private sector and government – usually with the former setting the pace and the latter, in response, providing the infrastructure. In effect it's a partnership, as the funding of the PADS projects will illustrate; as much as 80 per cent may well come from the private sector.

An emphasis on partnership, in more than one context, was conspicuous in the speech given by the Governor in October when he opened the 1991-2 session of the Legislative Council. Partnership with China was a major part of his theme, particularly apposite at a time when Chinese involvement and investment in the port and airport strategy look likely to be stepped up considerably.

As we have seen, collaborative links have been forged over many years. The reinforcement of them will be vital to port development and port operations.

Lastly, we come to the public administration of the harbour, the government's role as harbour-master. In addition to a highly-skilled workforce and a forceful contribution from private business, the highest standard of administration will be essential if the new infrastructure is to work effectively. As in the past, the prosperity of the harbour and the city will depend on those intent on making things work.

2011- and Beyond

If we examine the more spacious area in which port developments are now beginning, it is clear that the completion of the projects envisaged up to the year 2011 will not be the end of the story. There is room, as demand continues, for yet further terminals to be built and for new industrial and residential areas to be developed. Though PADS is now primarily a strategy, the studies from which the design emerged are being constantly updated. From them, new projects will emerge.

URBAN COUNCIL PUBLIC LIBRARIES REFERENCE LIBRARY

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