The ferry service on Ameland, operated by Wagenborg Passagiersdiensten, is currently experiencing major problems. Logistically, it is a major achievement to transfer so many people and cars per year. Considering that people work almost on the rigging.
The Wadden Sea system tries to remain in balance, also with regard to the channels. This balance has been disrupted by, for example, the closure of the Zuiderzee and Lauwerszee, gas extraction, salt extraction, sand extraction, shell extraction, mechanical cockle fishing in the 1990s, sand nourishment, decades of land reclamation on the Frisian coast, and the deepening of shipping channels in the Ems and near Harlingen. Then there is sea and mussel fishing, the invasion of the Pacific oyster, global warming, rising sea levels and environmental pollution.
Each of these factors has more or less influence.
More and more effort
Meanwhile, waterway manager Rijkswaterstaat tries to maintain the fairway depth and width by hiring dredgers. This takes more and more effort.
Commissioned by Wagenborg, the nautical institute Marin has conducted an investigation into whether the channel is still safe to navigate for the current ships Oerd and Sier. The conclusion is that this is no longer the case ( LC 1 June). The last part to Holwerd in particular is not safe.
A proposal has come from Wagenborg Passenger Services to adjust the timetable and the waterway manager has been asked to no longer allow ‘other shipping’ ( LC June 3).
Ferries problem
But actually the current ferries are the problem. The propulsion is not suitable and the water displacement is much too great in relation to the fairway. Sailing with high power, especially at low tide, pushing through the narrow channel, has consequences.
Low speed, as a result of which ships cannot sail according to the timetable. High fuel consumption, which increases costs and leads to extra CO2 emissions.
It also creates a lot of suction. Bottom and bank suction ensure that the fairway becomes less deep. This requires extra dredging, which in turn leads to extra costs and emissions. The suction on other ships (the ‘other traffic’) can lead to ‘running out of control’, with the risk of collision or grounding as a result. Finally, this causes a lot of wear on the propulsion.
Reduced power
A long-term solution is to invest in three or four new ferries that fit the current navigation channel in terms of propulsion and displacement. A CO2-neutral ferry service in 2050 must be the starting point.
In the short term, the current ships will have to sail with reduced power, depending on the water level. The existing timetable can no longer (always) be maintained. Before the new year, that schedule must be adjusted to the tides.
The result is a ‘staggered’ timetable, but with ferries that sail on time. It still needs to be investigated whether the fast boat Fostaborg is suitable for this channel.
In any case: closing the waterway to other small vessels is not desirable.
Amelander Jacob Kiewied is retired pilot and seafarer.