Feature 4 | UK
passengers and service frequency at peak times is high. One addition specified by Wightlink, however, was that the new craſt had to have stands for up to 20 bicycles, an improvement on the present craſt which have none.
Another requirement was for a more
rugged structure able to withstand the less-than-gentle contacts with Ryde Pier that may be experienced in certain sea and weather conditions. Tis will enable Wightlink to enhance service reliability
Local interests delay service entry
The ‘W’ Class ferries finally entered service on 25 February, having been the subject concerns from River users and environmentalists on the impact that they would have on the area. Consultation and various detailed studies on the operation and impact of the new ferries are either now complete or nearing completion including independent sea trials and environmental assessments. One concern has been that increased wash might erode the banks of the river and the estuarial salt marshes, an important wildlife habitat. However, Wightlink claims that the wash will be no greater than before, a claim borne out during tank testing in Austria and, it says, in practice as a result of trials carried out with the new vessels in conjunction with consultancy BMT Seatech. It adds there is no evidence that ferry wash plays a significant part in the observed retreat of the salt marshes, studies having indicated that this is a natural phenomenon, possibly aggravated by marine construction projects that have taken place on the river.
All parties recognise that an assessment of the past and likely future environmental effects of the ferries is extremely difficult. It is particularly hard to isolate the effects of the ferries from the natural forces. Other concerns, among small craft and recreational interests, centre on the enlarged wind shadow the ferries present
to sailing craft in their lee, and on the potential dangers presented when two ships are passing each other on the river – a transit that is normal when three ferries are operating the route at once. Wightlink has tried, on the basis of studies and other evidence, to reassure the Royal Lymington Yacht Club (RLYC) and other recreational interests that, given the new vessels’ manoeuvrability, slow service speed on the river and good situational awareness on the bridge, the dangers are no greater than with the existing craft, which have an impressive safety record. Wightlink contends that the maximum height of waves created by the ferry is smaller than that of waves induced in
the estuary by certain combinations of wind and tide. It points out that a study by ABPmer has concluded that operating the new ferries should have no greater adverse environmental impact than that of the existing craft. Having the Voith Schneider units located on the centreline rather than offset towards the sides of the vessel (as on the
‘C’ Class) both enhances safety and reduces the effects of erosion on the river banks. Engine emissions will be less than for the ‘C’ Class, especially as the engines are down-rated, can be turned off while alongside and normal operations can be conducted using just three of the four engines. However, some concerns remain and Natural England – an environmental body involved in the studies – has advised Wightlink that it cannot be ascertained that the new ferries will not have an adverse effect on the protected sites; although, ABPmer suggests that insufficient consideration has been given by studies to the prospective causes of erosion, other than the ferries. Trial managers continue to build a database on the effects of operation in various conditions of tide and weather.
The overall aim is to establish parameters for safe and environmentally-acceptable operations on the river, in particular at low water. As part of this process, a critical combination of wind and tide conditions is awaited for a sea trial during which ferries will pass each other on the river in the presence of substantial river traffic including the usual mix of sailing and motor craft. Discussions will continue with the regulatory authorities with regards to environmental issues and the final sea trial. Until this trial is completed and the final assessment of the sea trials is received from BMT Seatech the new ferries will be introduced under a ‘Safe Operating Profile’. The craft are subject to speed restrictions, limiting windspeeds and a ban (except during relevant trials) on waiting or passing in the river. Meanwhile, Chief Executive Officer Andrew Wilson is confident that the new ferries can be operated safely on the
route. Following the extensive research and receipt of expert scientific advice, and in compliance with its statutory obligations, Wightlink is satisfied that the new ferries are safe to operate and will have no discernable impact on the environment or the surrounding habitats in the Lymington estuary. Pending full resolution of these matters, the Lymington Harbour Commissioners have, as a result of their own risk
assessment, provided a framework within which, they say: “New ferry operations can be integrated while meeting the needs of all other river and estuary users”.
34 Ship & Boat International March/April 2009
since there will be fewer heavy-weather cancellations. Te company also wanted to continue operating with its same docking infrastructure, without requiring extra investment. Double-width boarding access doors were specified to allow for
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