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108 Pax High Speed Ferry Case Study (Private Entity)

June 25, 2013

Introduction 

The 55 foot long ferry was constructed in 2006 and is a catamaran style passenger-only 

ferry which is certified to carry 108 passengers. The vessel’s service speed is 

approximately 25 knots. The ferry has two decks with the main deck being the entry deck. 

 Main Deck – The main deck is about 55 feet long and 21.5 feet wide 

(approximately 1,200 square feet) and is provided with two entry points1, one on 

each side of the vessel in the exterior stern area. From the stern area, an exterior 

stair connects the upper deck. Two entry doors connect the interior main deck 

seating cabin, one on each side of the stair. The two doors have 6 inch high 

thresholds (coamings) which are ramped on both sides. Between the stair and 

portside entry door, a small golf bag storage area is provided. In the cabin, two unisex toilet rooms are provided in a cluster. One toilet room is located on each 

outboard side of the cabin’s after bulkhead (wall), on opposite sides of the snack 

bar. Between the two entry doors a snack bar is provided. Forward of the snack 

bar and two toilet rooms the cabin contains a seating area. Two 30 inch wide 

fore/aft aisles divide the seating area into three sections (starboard side, middle, and 

portside). Two freight storage areas are provided in the cabin, one between each 

toilet room and side seating section. Forward of the cabin seating area, an exterior 

bow area is provided that contains one of the evacuation areas which is only open to 

passengers in emergencies. Access to the bow area is up two steps and through a 

cabin window. At the bow, a narrow stair connects the upper deck.

 

1 An entry point is where passengers embark or disembark a vessel. Not every entry point is used at each stop 

on the ferry’s route.
2

Figure 1. Main Deck – Original Design

 Upper Deck - The upper deck (second deck) is about 34 feet long and 20 feet wide 

(approximately 680 square feet). At the stern area, an exterior stair connects the 

main deck and divides the external seating area on the upper deck into two parts. A 

door connects the external seating area with the upper deck cabin which contains an 

internal seating area. Forward of the interior seating, the pilot house is provided. A 

narrow steep stair on the port side of the vessel, used only by passengers in 

emergencies, connects the pilot house with the open bow area on the main deck. 

Figure 2. Upper (Second) Deck – Original Design

Methodology

A representative of the Access Board reviewed the original designs of the vessel with a 

representative2of the ferry to identify passenger features that would not meet the 2006 

draft passenger vessel accessibility guidelines3. The ferry representative proposed new 

designs for the passenger features that would meet the draft guidelines and estimated how 

much the new designs would add to a new vessel’s construction cost. This case study 

report principally focuses on the impacts to the original 55 foot design. 

The Access Board has updated the study to represent the requirements in the proposed 

passenger vessel accessibility guidelines. The 2006 costs recorded in the 2008 draft of the 

study (available on the Board’s website) that applied to the proposed guidelines were 

 

2

 Although the report references decisions made by the ferry representative, it should be noted that the 

Access Board hired a consultant (acceptable to the ferry representative) to provide most impact information 

(including cost estimates) which was used by the ferry representative in the case study decision making 

process. 

3

 The 2006 draft guidelines, as amended by Board action at the 2007 and April 2008 meetings. 
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multiplied by 1.19484to produce 2011 values. The ferry representative has not reviewed 

the updates.

55 Foot Ferry (Option 1). The ferry representative reported that the cost to construct the 

original vessel was approximately $1.9 million in 2006 dollars, updated to $2.27 million in 

2011 dollars. The ferry representative noted that because of slip size limitations in the 

homeport harbor and because they wanted a smaller vessel (cheaper to operate) to balance 

off their larger 65 foot ferry, the new designs of the ferry should not result in a longer or 

wider vessel. Based on the vessel length of 55 feet and width of 21.5 feet being 

unchanged, the ferry representative estimated that the new designs would add 

approximately $24,700 to the vessel’s (updated) construction costs, an increase of about 1 

percent. The new designs would also result in the loss of 6 to 8 fixed seats5. Including the 

five square feet loss in the reduction of the golf club storage area, at least 23 square feet of 

freight storage out of the original 115 square feet is lost (about 20 percent), but life jacket 

storage space is increased at the bow by 14 square feet6.

65 Foot Ferry (Option 2). In discussing the loss in seating and freight storage impact, the 

ferry representative noted that if the provisions of the draft guidelines were mandatory

(generally, the same provisions that are in the proposed guidelines), they would probably

have had to build a larger vessel to compensate for the loss of critical seating and freight 

space. As freight is generally passenger luggage, if passengers cannot easily store their 

luggage, their desire to use their ferry service is impacted. Carrying golfers with their golf 

bags and other luggage represents a sizable cliental. The 55 foot vessel is on the margin of 

what the company projected it would really need.

It is estimated a 65 foot vessel would cost approximately $2.75 million to $2.87 million in 

2011 dollars and (roughly) an additional $15,400 to $22,400 would be needed to make it 

comply with the proposed guidelines. As a 65 foot vessel has 149 seats, where space is 

needed to provide accessibility features highlighted in the analysis of the 55 foot design, 

seats would be removed. It is (roughly) estimated that space needs for accessibility would 

reduce the seating capacity to around 125 seats (which is above the 108 capacity of the 55 

foot design). Going from a 55 foot ferry to a 65 foot ferry complying with the proposed 

guidelines represents a $493,400 to $619,400 (updated) increase, about 22 to 27 percent 

increase over the cost of the original 55 foot vessel. By going with a 65 foot vessel, the 

fuel consumption would increase by an estimated 18 percent.

The ferry representative noted that it may not be necessary to have a 65 foot vessel to 

provide the capacity of the 55 foot vessel, but recognized that developing designs between 

55 feet and 65 feet (which are the two proven designs provided by the shipyard) would 

incur a redesign cost of about 3 to 3.5 percent, and would create many unknowns about 

 

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1.194773214 and results have been rounded.

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If the 2 fold-down seats at the 2 wheelchair spaces could not be used because the wheelchair spaces are 

occupied by wheelchairs or used to compensate for the loss in freight storage, 8 fixed seats are lost in the new 

designs. 

6 The ferry representative is unsure of how readily usable the life jacket storage space would be for passenger 

freight due to its location from the stern entry doors.
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vessel operating characteristics. The following table estimates the cost of various size 

vessels between 55 feet and 65 feet, but no determination has been made as to which 

alterative design would be the minimum necessary to provide the same capacity of the 55 

foot vessel as well as meet the requirements in the proposed guidelines.

Vessel Size Redesign Cost 

(3-3.5%)

Access

Costs

Other Cost

Increase

New Vessel Total 

Cost Increase

Percentage 

Increase

55 x 21.5 $24.7K 1

58 x 22.25 $68K to $80K $15K22K$136K - $171K $219K - $273K 10 - 12

60 x 22.75 $68K to $80K $15K22K$232K - $289K $315K - $391K 14 – 17

63 x 23.5 $68K to $80K $15K22K$376K - $471K $459K - $573K 20 – 25

65 x 24 $15K22K$478K - $597K $493K - $619K 22 – 27

Note: The 58, 60, and 63 foot vessel values in “Other Cost Increase” were developed from ratios using 

square footage costs for the 55 and 65 foot vessels. The Board believes these values overstate the costs, as 

the larger propulsion system of the 65 foot vessel probably excessively influenced the cost outcomes of the 

58 and 60 foot vessels in particular. 

The ferry representative also noted that bank financing would not have been available for a 

65 foot vessel when the decision was made to fund the 55 foot vessel. Therefore, the ferry 

service would have had to delay adding another vessel and slowed the growth of the 

company. 

Actions. Actions taken on features in the original 55 foot vessel design to create new 

designs meeting the draft guidelines for a new 55 foot vessel are discussed below, as 

updated to reflect the requirements of the proposed guidelines. The case study sought to 

identify actions that 1) have significant impacts, 2) incurred additional costs but did not 

have significant impacts, or 3) have other outcomes which should be noted. 

An action is identified as having a significant impact where the redesign of the feature 

would add more than 0.5 percent to vessel’s construction costs; would substantially reduce 

the vessel’s usable space or necessitate an increase in the vessel’s size; or would present 

major operational issues. An action is identified as incurring an additional cost but not 

having a significant impact where a specific cost can be attributed to the redesign of a 

feature but it does not meet the criteria for a significant impact. 

Actions That Have Significant Impacts

1. Toilet Rooms/Snack Bar

In the 55 foot design, two small uni-sex toilet rooms are provided, in a cluster, on the main 

deck. The toilet rooms are located on opposite sides of the vessel with the snack bar 

between them and are approximately 51 inches deep and 31 inches wide. The proposed 

guidelines require one toilet room in this cluster of two toilet rooms of the same use to be 
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accessible. V213.2 Exception 4. The ferry representative proposed in the new designs to 

enlarge the port side toilet room. This action (which is principally engineering design 

work) is estimated to increase the cost to construct the new vessel by $3,800. To increase 

the width of the toilet room, about 23 square feet of freight space is lost out of the 53

square feet available on the port side. 

In addition, as the depth of the toilet room is increased to 60 inches, this increase moved 

the port side stern door about nine inches toward the starboard side. This move, combined 

with providing a maneuvering clearance (discussed below) at the port side stern door, 

required the ferry representative to convert the golf bag storage closet (of about nine square 

feet) into a smaller capacity storage rack (of about four square feet) located on the inside 

edge of stern door maneuvering clearance. Therefore, a total of 28 square feet of storage 

space (including five square feet in the golf bag locker) is loss.

Also, because of the increased depth of the toilet room, the width of the snack bar had to be 

reduced by 10 square feet to insure a 42 inch wide maneuvering clearance is provided at 

the push side of the toilet room door. The ferry representative estimated the reduced snack 

bar size would have a minimal impact on their revenue.

Figure 3. Port Side Corner of Main Deck – Original and New Layouts (not to scale)

With changes in the port side seating section (see issue #3 below) which compensated for 

the loss of some storage space, the new designs lost 23 square feet of storage. The loss of 

freight storage space due to the larger toilet room is one of the factors that led the ferry

representative to indicate a larger vessel is needed. This is classified as a significant 

impact.

2. Ceiling Height 

In the 55 foot design, the ceiling height of the main deck and upper deck cabins is more 

than 80 inches, except on the main deck near the bow. The clearance along the forward 

circulation path which runs across the width of the vessel is less than 80 inches due to the 

curvature of the forward windows and projection of the bow stair. The proposed guidelines 

require all passenger circulation paths to have 80 inches of vertical clearance or have guard 

rails or other barriers 27 inches maximum in height separating areas having less than 80 

inches of vertical clearance. V204 and V307.4. 
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The ferry representative proposed in the new 

designs to increase the depth of the life 

jacket lockers (e.g., cabinets with top lids) by

3.5 inches which are provided along the front 

of the main deck, from the starboard side to 

the area where the bow stair projects into the 

cabin. This increased the footprint of these 

lockers by 4 square feet. In addition, the 

ferry representative proposed for the 

projecting bow stair, to also increase the 

depth of the lift jacket lockers under the stair 

by 28 inches. This increased the footprint of 

these lockers by 10 square feet, but made the 

forward seats in the port side seating section 

unusable because no leg space is now 

available. The ferry representative decided to remove these 2 seats because the space was 

needed to provide 2 wheelchair spaces located at the aft end of the port side seating 

section7and could be used to regain some loss freight storage space. By increasing the 

depth of these forward lockers, the forward circulation path is reduced in width8but the 

entire path had a vertical clearance of at least 80 inches. 

These actions are estimated to increase the cost to construct the new vessel by $2,300. The 

ferry representative is unsure how readily usable9the new storage space at the bow would 

be to passengers to help compensate for the loss freight storage space in the back of the 

cabin and suspected it would just be used to hold life jackets. The loss of seating is one of 

the factors that led the ferry representative to indicate a larger vessel is needed. This is 

classified as a significant impact.

3. Transportation Seats

In the 55 foot design, the vessel has 108 fixed seats, with 56 interior seats provided in the 

main deck cabin and 28 exterior and 24 interior provided on the upper deck. No designated 

wheelchair spaces are provided in the vessel. The seating areas on this ferry would be 

classified by the proposed guidelines as transportation seating areas. V106.5. As a total of 

108 fixed seats are provided in this ferry (none at tables), the guidelines require 2

 

7 The ferry representative did evaluate moving the port side seating section (contain 2 wheelchair spaces) aft 

into 6 square feet used by the port side storage area, but this would also impact the location of the port side 

engine exhaust stack (and for aesthetic reasons also the starboard side exhaust stack).

8 The cross aisle, after the reduction, has a width of 27 inches which meets US Coast Guard requirements. As 

the proposed guidelines do not require any elements or spaces at the forward end of the main deck to be 

accessible, the cross aisle is not required to be part of an accessible route or accessible means of escape.

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Passengers carry and deposit their own luggage. Depending on the size of the luggage, bringing luggage to 

the bow could be difficult.
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wheelchair spaces be dispersed in the seating area on the main deck10 (the entry deck). 

V222.3.

The ferry representative proposed in the new designs to remove 4 seats at the after end of 

the port seating sections to provide 2 adjacent wheelchair spaces (each 33 inches by 48 

inches) set up for a forward approach and facing the port side of the ferry. However, to 

make a 90 degree turn off of an aisle which is less than 36 inches wide, the proposed

guidelines require the combined two wheelchair spaces to be 72 inches wide11. 

To temper the loss of fixed seats, the ferry representative proposed to add 2 fold-down 

seats on the short bulkhead (wall) which separates the port side seating section from the 

port side storage area. The fold-down seats have springs which keep them in the up 

position so as not to project into the wheelchair spaces when unoccupied12. Therefore, to 

provide the 2 wheelchair spaces, only 2 fixed seats are lost. This action is estimated to 

increase the cost to construct the new vessel by $1,300. 

The ferry representative noted that with some minor modifications, freight containment 

features could be easily installed by crew members. This would enable the 2 adjacent 

wheelchair spaces (24 square feet) to hold freight when persons who use wheelchairs are 

not passengers (although the 2 fold down seats could not be used in such cases thereby 

reducing the seating capacity to 100 seats). The ferry representative estimated about one to 

two passengers who use wheelchairs ride the vessel each month, and the vessel makes five 

round trips a day.

Figure 5. Wheelchair Spaces with Fold-Down Seats

 

10 The proposed guidelines do not require an onboard accessible route between the main deck and upper deck 

(nor is one provided), see V206.2.1 Exception 1. Therefore, section V222.3.3 requires the 2 wheelchair 

spaces to be placed in the seating area on the main deck.

11 Although an onboard accessible route is not allowed to overlap the wheelchair spaces (WcS), the accessible 

route must be positioned to facilitate a 90 degree turn. Therefore, as the accessible route stops at the WcS, 

section V403.5.2.2 would require the combined WcS to be wider. Normally, two adjacent WcS are each 33 

inches wide, allowing one wheelchair to park in a space 30 inches wide and the other to have a space 36 

inches wide to maneuvering. To comply with the proposed, one space is still 30 inches wide but the other 

would need a 42 inch width (30+42=72). The seat pitch (distance between seats) is about 34.5 inches. 

Therefore, two rows of seats occupy 69 inches in length. The 2 seats removed (issue #2) for head clearance 

reasons provide space for the additional three inches. The remaining space is used for storage (issue #4). 

12 As the fold-down seats do not require passenger operation for passengers who use wheelchairs to occupy 

the wheelchair spaces, the fold-down seats are not subject to the operable parts requirements in section V309. 

Although the guidelines do not allow vessel features (fold-down seats) to project into wheelchair space 

clearances, the study assumes DOT would allow such operational solutions.
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In addition, as discussed above, 2 seats were lost to address the ceiling height issue by

increasing the depth of the forward life jacket lockers. Also, as discussed below (issue #6), 

to provide a clear deck space at the accessible life jacket locker required in the upper deck 

cabin, 2 other fixed seats are lost in the new designs. 

Summary - Based on all impacts, the new designs have 102 fixed seats (2 of which are 

fold-down), a reduction of 6 seats (8 seats, if fold-down seats can’t be used) when 

compared to the original layout of the ferry. Although 6 seats are lost, the ferry

representative noted the vessel could still be certified to carry 108 passengers but 

passengers would not be sold tickets without seats being available. No estimate on revenue 

loss was provided. As the ferry was designed to the minimum transportation needs of the 

company, the loss of seating is one of the factors that lead the ferry representative to 

indicate a larger vessel would be needed. This is classified as a significant impact.

4. Freight Storage

In the 55 foot design, freight (which primarily consists of passenger luggage) could be 

stored internally in a nine square foot golf bag storage locker, and two 53 square feet 

storage areas (one on each side of the vessel in the main deck cabin). This represents about 

115 square feet of dedicated internal storage space on the main deck. As mentioned above, 

with the enlargement of the port side toilet room 28 square feet of storage space is loss. 

In addition, to connect the port side group of 2 wheelchair spaces, the proposed guidelines 

require an accessible route with at least 32 inch clear width. V206 and V403.5.1 Exception 

2. To provide a 32 inch wide accessible route pass the ceiling support (mounted next to the 

aft-most port-side chair in the center-seating section), about three square feet of storage 

space is needed to provide the 32 inch clearance, bringing to total loss in storage to 31 

square feet. However, with the 6 seats being removed in the port side seating section and 

not all the gained space is needed to provide the 2 wheelchair spaces, about eight square 

feet was available in the new designs to be add to the port side storage area. 

Therefore, the above actions resulted in a combined loss of 23 square feet out of 115

available. This equals about a 20 percent loss, but life jacket storage space is increased at 

the bow by 14 square feet13. 

Actions That Incur Additional Costs But Do Not Have Significant 

Impacts

5. Exterior Doors

In the 55 foot design, three exterior doors are used by passengers, one at the after end of the 

upper deck cabin and two at the after end of the main deck cabin. The proposed guidelines 

 

13 The ferry representative is unsure of how readily usable the life jacket storage space would be for 

passenger freight due to its location from the stern entry doors.
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require one door on the main deck and the door on the upper deck14 to be accessible. These 

doors serve the required onboard accessible routes on the main deck and upper deck, and 

required accessible means of escape15 that connects the main deck cabin with the stern 

area. V206 and V207. Actions to provide conforming doors are described below and are 

estimated to increase the cost to construct the new vessel by $7,500.

Maneuvering Clearances - The two outward swinging doors on the main deck, equipped 

with closures and passenger operated latches, are tightly located between features of the 

ferry which limit the approach paths to nearly the width of the doors. In general, the 

proposed guidelines require non-automatic accessible doors to have maneuvering 

clearances on both sides. V404.2.4. To provide the additional space at the main deck port 

side door for its maneuvering clearances and allow the adjustment of the door location due 

to the toilet room enlargement (mentioned above), the ferry representative proposed in the 

new designs to remove the golf bag storage closet and replace it with a storage rack located 

on the inside of the port side stern door. This creation of the golf bag storage rack then 

required the ferry representative to propose to reduce the counter space at the snack bar. 

As clearances existed on the sides of the upper deck door, only minor adjustments are

needed in the new designs to provide it with conforming maneuvering clearances. The 

costs to provide the maneuvering clearances are included in the costs for other work at the 

doors.

Clear Width - Three exterior doors have clear opening widths which are at least 32 inches. 

However, at the four corners of the openings, the radius corners (versus squared corners) 

are provided because they add to the structural strength of the bulkheads (walls) within 

which the doors are located. At the radiuses, the clear width of the doors is less than 32 

inches. The proposed guidelines require the clear width at accessible doors to be 32 inches 

minimum and prohibit projections into the required clear width in the area of the opening 

which is less than 34 inches off the deck surface. V404.2.3. The ferry representative 

proposed to provide one main deck door and the upper deck door in the new designs with 

squared corners instead of providing wider doors with rounded corners. This action is 

estimated to have an insignificant cost impact on the new designs. However, the impact of 

structural strength reductions could not be determined during the period of this case study.

Threshold Heights. The three exterior doors are required by the US Coast Guard (USCG) 

to be weathertight and have six inch high coamings (door thresholds). The two doors on 

the main deck have short steep ramps on both sides and the upper deck door has no ramps. 

The proposed guidelines require one door on the main deck and the door on the upper deck 

to be accessible. Where high coamings are required by the USCG at accessible doors, the 

guidelines allow either (1) a ramp on each side of the coaming provided the door is 

 

14 Although vertical access is not required by V206.2.1 Exception 1 to the upper deck, section V206.2.2 still 

requires an accessible route connecting elements and spaces which are required to be accessible and therefore 

the upper deck exterior passenger door must be accessible, including a ramping system to address the 

coaming.

15 See further discussion under “Accessible Means of Escape and Stairs” below.
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automatic, or (2) a ramp only on one side. V404.2.5.2 . Where maneuvering clearances 

are required, the maneuvering clearances are permitted to function as the above coaming 

ramps. V404.2.5.2.1 and V404.2.5.2.2. The guidelines also do not require the coaming 

ramps to go to the top of the coaming but may end 3⁄4 inches below the top to provide a 

vertical surface to which the weathertight door can seal to prevent water leakage16. 

V404.2.5 Exception. The non-sealing side of the door is not allowed by the guidelines to 

have a vertical surface of more than 1⁄4 inch, or 1⁄2 inch beveled. 

Figure 6. Coaming (Threshold) 1.5 Inches High

The ferry representative proposed in the new designs to seek a waiver17 from the USCG to 

allow the door coaming to be reduced to 1.5 inches. With this reduction in coaming height, 

on the exterior side of the coaming, a 36 inch long portion of the maneuvering clearance at 

a 1:48 slope would slope up to a point 3⁄4 inch below the top of the 1.5 inches high coaming.

The 3⁄4 inch vertical surface above the deck surface would provide the weathertight door 

sealing surface required by the USCG. On the inside of the door coaming, a 48 inch long 

portion of the maneuvering clearance at a 1:48 maximum slope would slope up to a point 1⁄4 

inch below the top of the coaming. To grant the waiver, the ferry representative expects 

the USCG to require all down flooding points in the main deck cabin to be eliminated by

adding watertight hatches and suitable deck drains. These actions are estimated to increase 

the cost to construct the new vessel by $6,800. 

Although only two of the three exterior doors had to be accessible, because of trip and fall 

liability/safety reasons, all door thresholds need to be the same on the main deck. 

Therefore, the above threshold changes are also proposed to be made at the starboard side 

stern door, however maneuvering clearances beyond the door width were not provided. 

The cost of this action is included in the above costs for addressing door threshold access.

 

16 For purposes of the case study, it is assumed the door would need a 3/4 inch vertical surface to meet door 

sealing requirements of the administrative authority (the US Coast Guard for this vessel).

17 The ferry representative had received a waiver from the US Coast Guard (USCG) for a similar situation 

and is cautiously optimistic the USCG would grant a waiver in this case study new design situation. 

However, if no waiver is granted, the impacts of providing a ramping system over six inch high coamings 

would seriously impact the new designs of the vessel on both the main and upper decks. For example, the 

stern door would have to be moved forward one foot to provide space for an exterior ramp and landing. If 

the inside of the door had a ramp, the golf bag storage rack could not meet its accessibility requirements 

because no level (i.e., 1:48) clear deck space could be provided at it and the interior ramp’s landing would 

require removal of seating.
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Vertical Clearances - The vertical clearance at the main deck passenger doors is less than 

78 inches due to the ramps over the six inch coamings. The proposed guidelines require all

doors used by passengers to have at least 78 inches of vertical clearance to provide access 

for passengers who are blind or visually impaired. V204 and V307.4 Exception 1. Where 

coamings are present, the guidelines allow the vertical measurement to be taken from the 

finished deck surface adjacent to the coamings. V307.4 Exception 2. Where ramps are 

provided at the coamings, the finished deck surface would be the top of the ramp surface. 

With the new coaming height of 1.5 inches, the ferry representative proposed to provide 

slightly larger exterior doors which would provide the 78 inch minimum vertical clearance

to the door stop. The action on the three doors is estimated to increase the cost to construct 

the new vessel by $700. 

6. Life Jacket Storage

In the 55 foot design, the only passenger storage facilities provided on the ferry are life 

jacket storage facilities (which are used by passengers in emergencies) and are located in 

the three seating areas (i.e., main deck cabin, upper deck cabin and upper deck exterior). 

The proposed guidelines require that one life jacket storage facility in each of the three 

spaces be accessible. V225.2. At an accessible storage facility, a clear deck space is 

required to hold a wheelchair. V309.2. The hardware of an accessible storage facility

(such as a cabinet or chest) is required to be operable by one hand, not require tight 

grasping, pinching or twisting of the wrist, and not require a force greater than 5 pounds to 

operate. V309.4. 

The ferry representative proposed to modify the storage hardware to ensure the three 

accessible life jacket storage lockers could comply with the proposed guidelines. In 

addition, two fixed seats are proposed to be removed in the upper deck cabin to provide the 

necessary clear deck space to make one storage facility accessible in the cabin. Outside the 

upper deck cabin, sufficient clearances already existed to provide the clear deck space at 

the exterior seating area life jacket locker. In the main deck cabin, the ferry representative 

proposed to add an accessible locker to a shelf on the portside bulkhead (wall) between the 

port side seating section and the storage area, so as not to lose two to three seats at the bow 

in providing access to the forward life jacket lockers. These actions are estimated to 

increase the cost to construct the new vessel by $2,400.

7. Emergency Communications

The vessel has no audible general emergency alarm so visual alarms in passenger areas are 

not required in the new designs. V215.1. However, the vessel has an installed public 

address system that the study assumes provides emergency information to passengers. 

Therefore, the propose guidelines require a vessel-wide assistive listening system to be 
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provided. V219.2.2. A FM (frequency modulation) assistive listening system serving all 

passenger areas is estimated to increase the cost to construct the new vessel by $4,40018. 

Other Outcomes

8. Snack Bar Counter

In the 55 foot design, a snack bar is provided in the main deck cabin which has a 36 inch 

high service counter with a 36 and 3⁄4 inch sea rail around its edge. The sea rail helps 

prevent objects from sliding off the service counter when the vessel is in motion. As the 

largest deck of the vessel is less than 3,000 square feet and the employee side of the 

counter has a linear length of 80 inches or less, the proposed guidelines do not require any 

change in the counter19. V227.3 Exception. 

9. Accessible Means of Escape and Stairs

In the 55 foot design, the US Coast Guard (USCG) requires the upper deck to have two 

means of escape (MOE) down to the main deck, to the stern and bow area. These two 

MOE consist of stairs, one at the stern and the other a narrow stair at the bow, which have 

slopes of more than 35 degrees. Because the forward MOE is through a window, the 

proposed guidelines only require one accessible means of escape (AMOE) from the upper 

deck to the main deck at the stern

20. V207.1 Exception 1. The guidelines allow stairs to be 

components in the AMOE, but the proposed guidelines establish no requirements

21 for 

these stairs. Advisory V207.1. 

10. Electrical Power, Fuel Consumption, and Vessel Stability Impacts

In the 55 foot design, the ferry representative estimated the proposed changes to meet the 

proposed guidelines would have no impact on the electrical power needs of the ferry. The 

ferry’s stability would more than likely have to be recalculated at a cost of $2,700 because 

of the modifications. Fuel consumption should not change as the new vessel would have a 

similar displacement as the original ferry. However, the loss of seating and storage (due to 

the provisions of the guidelines) necessitates a larger vessel. It is estimated the 65 foot 

design would use 18 percent more fuel.

 

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 V219.2.2 is new to the updated case study and the ferry representative has not reviewed the results. The 

system costs comprise 5 quality receivers with headset/neckloops ($1,400), one FM transmitter with related 

support material ($1,400), and engineering, installation, and other costs ($1,600).

19 The exception is new to the updated case study. Therefore, the $600 cost to make the service counter 

accessible as reported in the 2008 draft is not included in this study update. 

20 Although a circulation path to the bow stair is available through the pilot house doors, to avoid passengers 

interrupting the ship’s captain directing crew actions in an emergency, the US Coast Guard (USCG) requires 

another way to connect the bow stairs. Due to the size of the upper deck, a window is allowed by the USCG 

to connect the bow stair. Likewise, on the main deck, the connection to the bow is through a window so the 

corresponding accessible means of escape (AMOE) is not required to the bow from the main deck cabin. The 

vessel’s evacuation plan implies that no area of refuge is required on the upper deck, so the AMOE is not 

expected to also run in the reverse direction.

21 Passenger stairs would still be subject to the protruding object requirements which apply to passenger 

circulation paths. V204.
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Summary

55 Foot Ferry (Option 1). The ferry representative reported that the cost to construct the 

original vessel was approximately $1.9 million in 2006 dollars, updated to $2.27 million in 

2011 dollars. The ferry representative noted that because of slip size limitations in the 

homeport harbor and because they wanted a smaller vessel (cheaper to operate) to balance 

off their larger 65 foot ferry, the new designs of the ferry should not result in a longer or 

wider vessel. Based on the vessel length of 55 feet and width of 21.5 feet being 

unchanged, the ferry representative estimated that the new designs would add 

approximately $24,700 to the vessel’s construction costs, an increase of about 1 percent. 

The new designs would also result in the loss of 6 to 8 fixed seats22. Including the five 

square feet loss in the reduction of the golf club storage area, at least 23 square feet of 

freight storage out of the original 115 square feet is lost (about 20 percent), but life jacket 

storage space is increased at the bow by 14 square feet23.

55 Foot Ferry (Option 1) 2006 Estimates 2011 Estimates 

(rounded)

Construction Cost (original vessel) $1.9M $2.27M

Emergency Communications 4,400

Modifications to Exterior Doors $6,300 7,500

Portside Toilet Room Enlargement $3,200 3,800

Providing 2 Wheelchair Spaces $1,300 1,600

Stability Calculations $2,300 2,700

Providing 3 Accessible Life Jacket Lockers $2,000 2,400

Ceiling Height – Bow Locker Enlargements $1,900 2,300

n/a

Total (% increase) 24,700 (1.1%)

65 Foot Ferry (Option 2). In discussing the loss in seating and freight storage impact, the 

ferry representative noted that if the provisions used in the study were mandatory

(generally, the same provisions that are in the proposed guidelines), they would probably

have had to build a larger vessel to compensate for the loss of critical seating and freight 

space. As freight is generally passenger luggage, if passengers cannot easily store their 

luggage, their desire to use their ferry service is impacted. Carrying golfers with their golf 

bags and other luggage represents a sizable cliental. The 55 foot vessel is on the margin of 

what the company projected it would really need.

It is estimated a 65 foot vessel would cost approximately $2.75 million to $2.87 million in 

2011 dollars (average of $2.81 million) and (roughly) an additional $15,400 to $22,400

 

22

 If the two fold-down seats at the two wheelchair spaces could not be used because the wheelchair spaces 

are occupied by wheelchairs or used to compensate for the loss in freight storage, 8 fixed seats are lost in the 

new designs.

23

 The ferry representative is unsure of how readily usable the life jacket storage space would be for 

passenger freight due to its location from the stern entry doors.
14

would be needed to make it comply with the proposed guidelines. As a 65 foot vessel has 

149 seats, where space is needed to provide accessibility features highlighted in the 

analysis of the 55 foot design, seats would be removed. It is (roughly) estimated that space 

needs for accessibility would reduce the seating capacity to around 125 seats (which is 

above the 108 capacity of the 55 foot design). Going from a 55 foot ferry to a 65 foot ferry

complying with theguidelines represents a $493,400 to $619,400 (updated) increase

(average of $556,400), about 22 to 27 percent increase over the cost of the original 55 foot 

vessel. By going with a 65 foot vessel, the fuel consumption would increase by an 

estimated 18 percent.

The ferry representative also noted that bank financing would not have been available for a 

65 foot vessel when the decision was made to fund the 55 foot vessel. Therefore, the ferry 

service would have had to delay adding another vessel and slowed the growth of the 

company.