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48-856: The Kiewitt Ferry is a passenger cable ferry in the city of Potsdam in Brandenburg , Germany . It crosses the Havel river, at the northern end of the Templiner See , between Auf dem Kiewitt on the Potsdam side and the Hermannswerder peninsular. The ferry is operated by Verkehrsbetrieb Potsdam , who also operate the city's tram and bus networks, and is numbered as line F1. It operates every 15 minutes or 30 minutes from 7am to 6pm. 52°23′18″N 13°02′22″E  /  52.388304°N 13.039463°E  / 52.388304; 13.039463 This ferry article

96-664: A backup during maintenance, as with the Torpoint Ferry . Cable ferries have probably been used to cross rivers and similar bodies of water since before recorded history. Examples of ferry routes using this technology date back to the 13th century ( Hampton Ferry in England). In 1831 James Meadows Rendel introduced chain ferries worked by steam and in 1832 constructed one crossing the Dart at Dartmouth. Between 1832 and 1836 similar chain ferries were implemented between Torpoint and Saltash across

144-666: A cable ferry was the Kungälv – Fästningsholmen ferry in Sweden. Today, the Jonen ferry in the Netherlands is pulled by a winch on the banks. These cable ferries can be operated electrically without having to provide electricity by rechargeable batteries or an overhead wire. Saving the weight of the engine on board, these ferries can also be operated using less energy. Two or more ferries can be provided in order to increase availability and capacity and as

192-819: A century before 1934, the Risdon Punt at Hobart was the only fixed method of crossing the Derwent River within Hobart city limits. In the fishing village of Tai O on Lantau Island , Hong Kong, the Tai O Ferry (橫水渡) crossed the Tai O River before a bascule bridge was built. The largest and busiest cable ferry is the Torpoint Ferry in Plymouth, England. It was first converted to cable operation in 1831 and currently operates 3 ferries, carrying 8000 vehicles per day. The longest cable ferry link

240-561: A couple of men at a slow walking speed. Ferries of this size that were hand-operated, such as the Reedham Ferry , have since been motorised in order to reduce the level of hard work and increase the speed. For these and other ferries of up to 20 t or so displacement, typical installed motor power in kilowatts ranges from single figures to low double figures. For example, the 22 meter, 22 tonne Pritzerbe Ferry has 23 kW installed. This allows comparison with free ferries. The motor ferry "Luise" on

288-547: A road that linked the hamlet of Hedge End to the Portsmouth Road at Sholing , the proprietors of the Floating Bridge company were able to poach some of the passengers that would otherwise have used Northam Bridge . The road cut through Botley Common and Netley Common . The inevitable further development alongside the road further eroded the common land , and helped the hamlet of Hedge End to establish itself as

336-579: A village in its own right. L.S.Lowry The artist visited Southampton when visiting his friend and fellow artist Hilda Margery Clarke and painted the bridge. The painting is now part of the collection in the Southampton Guildhall Art Gallery. "The Woolston Ferry" is a 1977 folk song, by Gutta Percha and The Balladeers . It includes the lyrics: If you are ever up in Sholing and you want to go to town, Don't go via Bitterne, that's

384-411: Is MV Baynes Sound Connector south of Courtenay, British Columbia, Canada with a length of 1961.48 metres. [1] The earliest punts were privately owned by local landowners, and charged a toll. As governments started to build roads, they started to build and operate punts as required. Private punts might be bought out, or made to impose more standard tolls. The energy needed for operating cable ferries

432-404: Is a stub . You can help Misplaced Pages by expanding it . Cable ferry Cable ferries can be typified by their size and construction, their usage (passenger, animal, vehicle) and requirements (length of crossing, amount of other shipping), their cables (wire rope, chain, or both), and their propulsion (water current, engine, manual). The choice of cable depends partially on the requirements of

480-406: Is in general especially small, as the crossing distances are mostly short, the speeds low, and there is almost no maneuvering. Whereas a free ferry is especially inefficient when starting off or moving slowly against a current or wind, a cable ferry is more or less rigidly connected to the ground with side forces held by the cable(s). As the frictional drag of a displacement hull decreases with about

528-612: Is more widely applied and thought of today. The term 'floating bridge' has been commonly used in Southampton and it is still in use, more than 30 years after the ferry was taken out of service. The terminology was immortalised in the 1956 painting The Floating Bridge by L. S. Lowry , and is remembered in Floating Bridge Road which leads to the site of the Southampton Hard. The term 'floating bridge' has also been applied to

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576-506: The Southampton and Itchen Floating Bridge and Road Amendment Act 1851 ( 14 & 15 Vict. c. cix) allowing the tolls to again be raised and the exemptions to be reduced resulted in the bridge returning to service. New railway lines resulted in further difficulties in the 1860s but these were largely resolved by an 1886 act of Parliament that removed most of the remaining toll exemptions. In 1879 an additional set of chains were run across

624-738: The American River in Northern California. Most of the road crossings of the Murray River in South Australia are cable ferries operated by the state government using diesel engines. The platforms at the ends can be moved up or down according to the water level. At one time, cable ferries were a primary means of automobile transportation in New South Wales in Australia. In Tasmania , for

672-665: The Cowes Floating Bridge , which still provides a similar service in a similar situation just a few miles away, across the River Medina in Cowes on the Isle of Wight . In 1820, whilst the crossing was still served by the small boats of Itchen Ferry village , a toll house was built. This became a Coffee Tavern when a ticket office was built for the ferry in 1836. The toll-house/Coffee Tavern building survived until 1970. The ticket office

720-728: The Kennebecasis Valley . There are now eight cable ferries along the Saint John River system in southern New Brunswick. In Canada a cable ferry is proposed to transport automobiles across the Ottawa River in Ontario . There are several in British Columbia : two on the Fraser , one at Lytton, one at Big Bar ( reaction ferries ), three on Arrow Lakes . A suspended cable ferry worked until

768-507: The 1970s two diesel ferries operated side by side during the day with a single ferry late in the evening. There was a bus terminus at both hards on either side of the crossing, connecting foot passengers with the centre of Southampton and the city's south eastern suburbs. A maintenance slipway and cradle were built to the North of the Woolston hard to enable the ferries (or "Bridges") to be hauled out of

816-748: The 1980s in Boston Bar. A small seasonal reaction ferry carries cars across the Rivière des Prairies from Laval, Quebec ( Sainte-Dorothée neighbourhood ) to Île Bizard (part of Montreal ). Cable ferries were particularly prominent in early transportation in the Sacramento Delta of California . Dozens of cable ferries operated on the Columbia River in the US northwest, and most have been rendered obsolete by bridges. A suspended cable ferry for railway cars crossed

864-544: The Northam Bridge Company. The initial bridge cost £5,945 and was built in Plymouth. A further £23,000 was spent on roads either side of the bridge. The bridge began operation on 23 November 1836. It was largely reliant on long-distance travellers for profit since at the time few people lived on the east bank of the Itchen and those that did often qualified for toll exemptions. The Northam Bridge Company responded to

912-632: The Tamar, and between Woolston and Southampton across the Itchen. The Woolston Floating Bridge switched from chains to wire ropes between 1878 and 1887 and was replaced by a bridge in 1977. In the early 1900s, Canadian engineer William Pitt designed an underwater cable ferry in New Brunswick , which would later be installed on the Kennebecasis River in order to connect the Kingston Peninsula to

960-616: The Wannsee near Berlin, of similar tonnage, size and construction, has 290 kW installed. With electric drive the installed power requirements are reduced further. A very low-power installation is in the chain ferry Föri for up to 75 passengers. It uses battery-supplied twin electric motors. The average power during continuous operation (crossing two minutes and docking one minute) is given as 3 kW in summer and 4 kW in winter with thin ice, thus when moving 4.5 kW in summer and 6 kW in winter. Side forces from strong water currents or winds are held by

1008-673: The bottom within very short distances, except very near the shore. As they are also easy to see, the risk to other navigation is usually minimal, as is evident with the 6 or so chain ferries in southern England operating in waters with heavy shipping. In strong water currents, the catenaries become more stretched and chain collisions have occurred. Wire ropes are lighter than chains of the same strength and may be operated under strong tension, both giving rise to shallow catenaries which may be difficult to judge or even see. Some cable ferry operators warn vessel operators to exercise caution. They may indicate distances to keep clear, special lights, or that

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1056-450: The bridge in October 1946. In 1970 a report prepared as part of the planning for the Itchen bridge it was noted that all the floating bridges would need to be replaced or undergo significant refits by 1980 in order to remain seaworthy. This among other factors pushed the city council to move towards constructing a fixed bridge. During the construction of the bridge the building works blocked

1104-507: The bridge's construction was made in early 1834 but at this point the Admiralty voiced its objection arguing that the bridge would interfere with the navigation of the Itchen. The Admiralty suggested a steam driven floating bridge as an alternative and a revised bill was passed on 25 July as the Itchen Bridge and Roads Act 1834 ( 4 & 5 Will. 4 . c. lxxxv) despite further opposition from

1152-420: The cables, yet when moving introduce extra friction in these that can considerably exceed the water resistance. Also in deep water with heavy chains or long cables not lying on the ground, large tension forces with corresponding friction are created. The world's longest cable crossing, nearly 2 km with the 750 t MV Baynes Sound Connector uses three wire ropes pretensioned with 200 kN. In spite of careful planning,

1200-403: The cables. The chains or wire ropes can be used with a sufficient amount of slack to allow sinking below the surface as the ferry moves away, allowing other vessels to pass without becoming snared or trapped. Chain ferries in strong tidal currents use two chains, those in inland rivers often only one chain on the upstream side. Some cable ferries use a wire rope on the upstream side in order to hold

1248-475: The crossing but also on the historical context. For example, the numerous cable ferries across Australian and Canadian rivers seem to use wire rope exclusively, whereas the older crossings across busy tidal rivers in England all use chain. In Germany, several river crossings were originally reaction ferries and later kept a wire rope for holding position but introduced a chain for propulsion. The reaction ferry uses

1296-506: The depth of the cable is unknown, both when the ferry is stationary and when it is operating. Current cable ferry routes include: There are about 150 cable ferries in the Netherlands,. About 111 of these are small hand-powered self-service ones and of these 24 use chains. Some examples: All reaction ferries: Woolston Floating Bridge 50°53′56″N 1°23′13″W  /  50.898811°N 1.386928°W  / 50.898811; -1.386928 The Woolston Floating Bridge

1344-452: The expected large energy savings compared to the former free ferry are not realised, also due to fouling and a speed of 8.5 knots. 998 kW engine power is installed, in the former 1099 t MV Quinitsa it is 1416 kW. With dependable water currents, most cable ferries are or were reaction ferries, powered by the current . Some of these are or were hybrid ferries with the cable passing through moveable pulleys or belaying points whose location sets

1392-402: The ferries were lit by oil lamps. Ferry No 3 was fitted with gas lamps from new in 1862 but reverted to oil in 1869. In the early 20th century, electric lights were fitted to No 8, powered by a steam-driven dynamo, replaced by a Lister diesel in 1949. The Floating Bridge was technically called the Woolston ferry. Floating bridge is an affectionate description of the technology rather than

1440-401: The ferry was still using chains, replaced by cables between 1878 and 1887. They are first seen in pictures of Floating Bridge No. 7, built in 1892 by Day, Summers and Co. Each rope weighed nearly 2 tons and had an average life of nine months in normal use. Each end was attached to a short length of chain that was connected to counterbalance weights housed in chain wells to maintain tension. As

1488-400: The ferry's angle. In order to set off, manual work is required to initially pull the cable and also to maneuver, as described in the referenced video. Another hybrid seems to be the cable ferry at Sendelingsdrift with adjustable tethers to a high wire rope and also two outboard motors. Cables can hinder other navigation or pose a hazard. Whether a risk exists, and to which degree, depends on

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1536-475: The long way round, Take a trip across the ferry, take a trip across the sea and if you're pedestrian you can go for free. Oh, the Woolston ferry, it doesn't travel very fast, It was never built for comfort, it was built to last. Both the Southampton and Woolston hards have been redeveloped, and the last surviving significant artifacts of the Woolston Ferry are the engines of bridges 8 and 9, and

1584-563: The name of the crossing. The term was first used by the engineer James Meadows Rendel , who had previously implemented a similar design of chain ferry at Torpoint in Cornwall and at Dartmouth in Devon. The same technology was applied to the Gosport Ferry in 1840 No variant of the ferry took the form of a pontoon bridge spanning the whole width of the crossing, to which the term Floating Bridge

1632-455: The north chain was used for propulsion, the second chain being for guidance only. In 1879 a pedestrian-only ferry was introduced, followed by a second in 1881 to service the growing workmen traffic heading for the Thornycroft shipyard just downstream from the crossing. This necessitated the installation of a second set of chains to allow both types of ferry to operate simultaneously. In 1880

1680-521: The opening of the floating bridge by cutting its tolls and the floating bridge company initially suffered from poor financial performance. A new act of Parliament, the Itchen Bridge and Roads Acts Amendment Act 1839 ( 2 & 3 Vict. c. lxviii) was obtained, allowing the company to raise tolls and borrow 12,000. Competition from railways resulted in the company going bankrupt at the end of 1849 and bridge operations ceased. A further act of Parliament,

1728-476: The position and a chain on the downstream side for propulsion. A special type are electrically powered overhead-cable ferries like Straussee Ferry , which have an onboard propulsion unit and can float free, but are connected to the overhead wire for the power supply, using an electrical cable that slides along the cable as the ferry moves. A very rare type are cable-ferries that are not propelled by themselves but rather are pulled from land side. An example of such

1776-702: The power of the river to tack across the current; the powered cable ferry uses engines or electric motors (e.g., the Canby Ferry in the U.S. State of Oregon) to wind itself across; or is hand-operated, such as the Stratford-upon-Avon chain ferry in the UK and the Saugatuck Chain Ferry in Saugatuck, Michigan , United States. Powered cable ferries use powered wheels or drums on board the vessel to pull itself along by

1824-497: The river in order to support pedestrian only bridge. Traffic levels dropped again after 1929 when Southampton council purchased Northam bridge and made it toll free. In 1934 Southampton council, having gained compulsory purchase powers from Parliament in the Southampton Corporation Act 1931 ( 21 & 22 Geo. 5 . c. xcix), purchased the company at a price of £23,013 set at arbitration. A half hourly overnight service

1872-454: The river on one side of the crossing ferry and can be made highly visible. The greatest risk comes from cables that are held underwater to a lesser degree than anticipated or are not visible at all. Suspended cables (ferry to shore or to water bottom) form catenaries of a shape (entry angle and depth) that depends on the cable weight and amount of tension. Chains are in general rather heavy and can function even with very steep catenaries going to

1920-419: The ropes stretched with use, chain links were removed to compensate. The periodical "Engineering" carried a full description, including drawings, plans and sections, for Bridge Number 8 in the issue dated 26 November 1897. Floating Bridge No. 11 and the two subsequent ferries were powered by diesel engines. The switch from steam to diesel meant it was possible to reduce the crew from three to two Originally

1968-490: The situation (nature of body of water and extent of shipping) and on the type of cable(s): Only the first type normally presents no risk for other vessels, as evident in the 15 reaction ferries of this type in Switzerland. Suspended cables near the water surface block navigation and are dangerous especially in strong currents and if difficult to see. The ropes of reaction ferries attached to one shore and suspended by buoys block

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2016-539: The third power of the speed, even the smallest amount of power can effect movement with enough leverage or if suitably geared down. The majority of the world's cable ferries are indeed manually propelled either with a crank turning a chain wheel or by pulling directly on a cable. For example the Saugatuck Chain Ferry taking up to 24 passengers is cranked by a single person at about 0.3 m/s. The former cable ferry at Malgas in South Africa even carried several cars, pulled by

2064-444: The view of the ferry up the river so a watchtower had to be placed on the construction jetties to signal when ships were approaching from upstream. The final public crossing by the ferries was a return trip on 11 June 1977 starting at 22:00. 500 passengers were carried on each ferry with special tickets including a glass of wine in specially inscribed glasses. After the return crossings had been completed fireworks were launched from

2112-496: The water. The third (or spare) diesel ferry was often to be found moored off the wires on the Southampton side of the river to the North of the hard in later years. The original plans were introduced in 1833 for a conventional bridge with a swivelling section in the middle. Opposition came from a number of sources including local fishermen and the Northam Bridge Company . An attempt to obtain an article of parliament for

2160-429: The west bank of the Itchen. On 12 June a further crossing was made carrying Princess Alexandra as part of the naming ceremony for the new Itchen bridge When introduced in 1838, it was a wooden-hulled chain ferry designed by engineer James Meadows Rendel . Initially there was one pair of chains across the river, both being used for propulsion. With the introduction of the lighter iron-hulled ferry No 2 in 1854, only

2208-536: Was a cable ferry that crossed the River Itchen in England between hards at Woolston and Southampton from 23 November 1836 until 11 June 1977. It was taken out of service after the new Itchen Bridge was opened. Initially there was one ferry, built and owned by the Floating Bridge Company, increased to two operating side by side in 1881. In 1934 the company was sold to Southampton Corporation. In

2256-574: Was demolished in 1954. St Johns Road in Hedge End was constructed, starting in 1839, to serve the ferry. This project was initiated by four of the proprietors of the Floating Bridge company, including James Warner the Younger of Botley, Hampshire , and was undertaken at their own expense. There was competition between the ferry and the Northam Bridge , which at the time was a toll bridge. By building

2304-548: Was introduced in February 1937. During World War two the bridges were under orders to cease operations during air raids but in practice they continued operating in some cases. Close to D-Day the sheer number of ships in Southampton meant the Hythe Ferry was unable to access its usual Southampton landing point and the floating bridges were used as landing stages. The council stopped charging tolls for pedestrians and cyclists using

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