1



### 399 Pax **Traditional Passenger**
**- Only Ferry Case Study**  **(Public Entity) June 25, 2013** 



### Introduction The ferry was constructed in 2005 and is certified to carry 399 passengers. The vessel’s service speed is approximately 10 knots. The ferry

has three deck s. The main deck and second deck are used b y passengers, and the third deck (which is onl y open to crew members) contains the pilot house. No passenger doors on this vessel are required b y the US Coast Guard to have coamings (raised door sills).

 Main De ck

– The main deck is about 110 feet long and 32 feet wide (approximately 2993 square feet) and is provided with five entry points 1 . Over three quarters of the deck is enclosed, with the stern area containing an exterior space shaded b y the second deck. At the stern, three entry points are provided. One each side of the stern area, each consisting of one double

- leaf crew

- operated entry gate, and a third directly at the stern consisting of a portion of the bulwark that is removable by crew for loading an d unloading. From the stern area, an elevator and open stair connect the second deck, and a double

- leaf door connects the enclosed main deck cabin. In the cabin, two uni

- sex toilet rooms are provided. One is located between the elevator shaft and starbo ard side of the vessel and the second is near the forward end (portside) of the cabin. In line with the forward toilet room, an interior stair (with a door at the top) connects the second deck. Between the toilet rooms, approximately

six rows of bench se ating (running fore/aft) are provided for 130 passengers. Forward of the seating area, two entry points are provided each having one single leaf crew

- operated sliding door (one door on each side of the cabin). At the forward end of the cabin, a separate crew - onl y freight storage space is located.

**Figure 1. Main Deck**

**– Original Design** 

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

 Second Deck

- The second deck is about 107 feet long and 28 feet wide (approximately

2613 square feet) and contains four entry points. At the bow, an open area for fre ight and bike storage and a passenger seating area with 50 fixed seats is provided. On each side of the freight storage area, an entry point consisting of one double

- leaf crew

- operated entry gate is provided. Aft of the storage area, the second deck cont ains an enclosed cabin. The cabin has an entry door on the portside at the forward end and another at the rear. Within the cabin, behind a door a stair connects the main deck, and behind another door a stair (crew only) connects the third deck. A uni

- se x toilet room is included forward to the port side of the cabin. Three tables with seating for 12 passengers and two benches for 12 other passengers are provided. Along the starboard exterior side of the cabin, a bench provides seating for 21 passengers and at least 46 inches of clearance is provided between the seats and the starboard side guard rail. On the port side of the cabin, the exterior deck area is 36 inches wide but reduces down to 27 inches when passing the forward mooring chock. Aft of the cabin, a stair which is open to the weather (although shaded) connects the main deck (and crew

- onl y third deck). In this area of the stair, the elevator is accessed and bench seating for 47 passengers is provided. Except for the bow seating area, all oth er exterior seating areas are shaded b y the third deck. At the stern, an additional deck storage area is set aside for freight and bikes.

**Figure 2. Second Deck**

**– Original Design** 



### Methodology A representative of the Access Board reviewed the origina l designs of the vessel with a representative 2 of the ferry to identify

passenger features that would not meet the 2006 draft passenger vessel accessibility guidelines 3 . The ferry

representative proposed new designs for

2 Although the report notes 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 acti on at the 2007 and April 2008 meetings.3

the passenger features that would m eet the draft guidelines and estimated how much the new designs would add to a new vessel’s construction cost. It is not possible to increase the “footprint” of the vessel (i.e. to add length or beam to the existing design) because of berthing and freeboard limitations of the ferry owners’ facilities. Therefore, significant changes to arrangements in the vessel would result in a loss of passenger seating versus lengthening or widening of the vessel to accommodate the changes while maintaining seating capa cit y
. T he 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 multiplied by

1.19 48 4 to produce 2011 values. In most places where a range of costs were provided in the 2008 draft, the costs were averaged and rounded. The updates have not been reviewed b y the ferry

representative. The ferry representative estimated that it would cost approximately $5 million in 2006 dollars to construct a similar vessel (based on the average 2005 bids) , updated to $ 5.97 million in 2011 dollars . The ferry

representative estimated that the new designs would add $ 133,5 00 to the vessel’s (updated) construction costs, or an increase of approximately 2

. 2 percent. About 80 percent of this increase is due to the addition of an automatic sprinkler s ys tem to avoid having to provide protected waiting areas at the top and botto m of the internal stair. Compliance with the proposed guidelines also resulted in the loss of 10 fixed seats. Actions taken on features in the original vessel designs to create new designs meeting the draft guidelines for a new vessel are discussed below , as updated to reflect the requirements of the proposed guidelines . The case stud y 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 n oted. 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 . Accessible Means of Escape** 
**Stair s**  - The two stairs have a tread depth and riser height which equates a slope of less than 32 degrees. Each stair functions as part of a means of escape (MOE) required by the US Coast Guard (USCG) from the second deck to the main deck; where the two areas of refuge are located (one at the stern and the other between the two forward entry points). In addition, under the formal evacuation plan, one option to evac uate the vessel is to go to the nearest ferry terminal pier and disembark the passengers. If tidal conditions are low, passengers would be

4 1.194773214 and results have been rounded.4

directed to the second deck for disembarkation. Therefore, the two MOE run in both directions, down and up. The pr oposed guidelines require that two accessible means of escape (AMOE) connect these two decks and set up for escape travel in both directions to provide a substantially

equivalent level of protection from hazards as that provided by the MOE

. V207.1

. The p roposed guidelines permit stairs, and crew

- operated elevators and platform lifts , to be components in an AMOE and expect they be provided with protected waiting areas 5 (PWA) unless open to the weather. Advisory V207.1. However, the AMOE provisions establ ish no technical requirements for stairs , and no other provisions address non - pool stairs, exc ept the protruding object requirements for passenger circulation paths (see V204 ).
**After AMOE**

- T he ferry representative decided to use the stern MOE stair in the new designs as a component in the after AMOE, instead of the vessel’s elevator

. Because the stair is open to the weather, the proposed guidelines have no impact on the stern stair in the new designs.
**Forward AMOE**

- The ferry representative decided to use the cabin stair which is part of a MOE to be also part of the forward AMOE. Because the stair is not open to the weather, PWAs are expected at the top and bottom in the new designs for the stair to be a component in the forward AMOE and provide a subs tantially equivalent level of protection from hazards a s required for the MOE

. The propose d guidelines permit where passenger vessels are protected by an automatic sprinkler sy stem, PWAs are not expected . V207.1 and Advisory V207.1. The ferry representative proposed in the new designs to add an automatic sprinkler sy stem complying with NFPA 13. This action is estimated to increase the cost of the new vessel by $ 107,500 The ferry representative did look at the option to provide PWAs . To provide such fe atures in the new designs, the original designs would have require d an almost

- complete redesign, changing heads, means of escape and stairs to incorporate large, protected landing areas at the top and bottom of the cabin stairwell which would function as P WAs . While the construction cost of the vessel would not be impacted significantly , $ 149,300 to $ 179,200 of design engineering fees would be incurred, and it is estimated that at least 10 fixed passenger seats would be lost.
Portside Second Deck Moorin g Chock

- On the second deck, the onl y deck level passenger circulation path (not located between seating rows) which is less than 36 inches wide is a 27 inch wide point at the portside forward edge of the cabin and the mooring chock. As no USCG

5 Per Advisory V207.1, a protected w aiting area is an area protected from fire and smoke where persons with disabilities can wait at AMOE components that need crew assis tance to use, such as stairs and crew operated elevators. A protected w aiting area should be sized to accommodate at least one clear deck space (see V305) for each occupant to be served. Building codes typically require one such space per 200 occupants b ased on the occupant load of all accessible spaces to be served by the protected area. The clear deck spaces should not reduce the required width of any means of escape traveling through the area. Where more than two clear deck spaces are provided at a s ingle location, each space should be accessible without necessitating travel through mo re than one adjoining clear deck space. Protected areas should be equipped with an audible and visible two

wa y communication system that connects the bridge of the vess el or other space where emergency actions are directed.5

required MOE runs pass this chock, no AMOE is required to run pass the chock and no change is required in the new designs.


### Actions That Incur Additional Costs But Do Not Have Significant **Impacts**
**2 . Toilet Rooms**  Two uni

- sex toilet rooms are provided on the main deck, and one uni

- sex toilet room is provided on the second deck. The main deck toilet room by the elevator has a lavatory which projects into the clearance required b y the water closet. The proposed guidelines require all three toilet rooms to be acces sible. V213.2. The guidelines prohibit lavatories from projecting into water closet clearances. V604.3.2. The ferry representative proposed in the new designs to recess the lavatory

fixture into the aft bulkhead of the toilet room by the elevator to av oid overlap of the water closet clearance. This action which is principally engineering design work is estimated to increase the cost of the new vessel by $ 1,800

. **3 . Life Jacket Storage**  The only passenger used storage facilities on the vessel are the life jacket storage facilities which are onl y located on the main deck. One storage facility consists of a rack with canvas drapes secured b y hooks located at the forward end of the main deck cabin, another is located in a cabinet under the interior stai r in the cabin, and the third is located at the exterior stern area of the main deck in a rack with canvas drapes secured by hooks. The proposed guidelines require that in each space where storage facilities are provided for passenger use (including those used only

in emergencies), at least one of each ty pe must be accessible. V225.2. To meet the requirement, the ferry representative proposed in the new designs to modify the hook mechanism on the two rack storage facilities to make them accessible. Th is action is estimated to increase the cost of the new vessel b y $ 1,200

. **4 . Assistive Listening System**  The vessel at times uses the public address s ys tem to provide tour boat services to its passengers on both the main and second decks . The proposed gu idelines require where amplified communication is provide d which is integral to the use of the assembly seating areas of the vessel, a permanently installed assistive listening s ys tem (AL S) must be provided. V219.2. 1. The number of receivers is based on the seating capacit y of the vessel, not the number of fixed seats. V219.3. As the operator does not provide portable seats and the number of fixed seats (272) is less than the number of passengers the vessel is permitted to carry (399), the number of rec eivers is based on the maximum number of passengers permitted to be carried. Therefore, based on 399, the proposed guidelines require that the AL S have at6

least 1 6 receivers of which at least four must be hearing

- aid compatible and is estimated to increas e the cost 6 of the new vessel by $7,500.
**5 . Main Deck Forward Port/St**  **arboard ExteriorDoors**  The main deck cabin has a ceiling height of 84 inches. The stern door to the cabin has a vertical clearance of 79.5 inches, and the two forward side doors have v ertical clearances of 81 inches. Because sometimes the ship’s gangway must run through one of the two forward cabin doors to connect the pier, the vertical clearance is reduced b y four inches , leaving a clearance of 77 inches when the gangway projecting through the doors is level. Additional inches are lost when the gangway

has a slope.
The proposed guidelines require that all circulation paths used by passengers meet protruding object requirements. V204. The guidelines require these circulations paths to have a head clearance of at least 80 inches, but allows 78 inches at doors with stops . V307.4 Exception 1

. For purposes of the case study , it was assumed a gangway door with a clearance of 85 inches 7 will provide the minimum head clearance when a s loped gangway projects through the door. To increase the height at the door openings , the ceiling was proposed to be raised in the new designs in the area of the door s . The ceiling would then be f l ared into the existing height further inboard, and a heat er with blower recessed into the ceiling would need to be relocated inboard, as well. There would be no associated increase in construction cost s , but there would be an additional $ 3,600 in design cost to make th e change . There would be no impact on seat ing or the deck surface on the second deck due to this change.



### Other Outcomes
**6 . Transportation Seats**  The vessel has 272 fixed seats, with 130 provided in the main deck cabin and 142 provided on the second deck. The 142 seats on the second deck are d ispersed with 50 located in a forward exterior seating area, 24 inside the cabin (of which 12 are at three tables), 21 exterior along the starboard side of the cabin, and 47 located aft near the elevator and stair. No designated wheelchair spaces are prov ided in the vessel. The seating areas on this ferry would be classified by

the proposed guidelines as transportation seating areas. V106.5 and V221.1 Exception . As a total of 272 fixed seats are provided in this ferry (which includes 12 at tables), the guidelines require five wheelchair spaces be dispersed

6 The 2008 draft of the study had a 2006 cost shown as $7,600 to $8,600. Based on new inform ation for assessing assistive listening system (ALS) costs, the cost was revised. As the original vessel functions as a tour vessel, most passenger areas would be classified as assembly areas. Therefore, the number of receivers, per V219.3, would be determined by the passenger capacity of the vessel which is 399. The ALS’s estimated cost is $7,500; it requ ires 16 quality receivers with headseats/neckloops ($4,500), one FM transmitter with related support material ($1,400), and engineering, installation, and other expenses ($1,600). Maintenance of the system is estimated to be less than $120 per year. 7 Th e ferry representative noted that even with an 85 inch opening, sometimes a necessarily steep gangway will reduce the clearance to less than 80 inches at the sliding doors. How ever, the representative believes 85 inches will address most situations.7

in the seating areas on the main deck and second deck, and one wheelchair space be located at a table. V22 2.3.3 . Based on the original seating layout, the inclusion of five wheelchair spaces will res ult in a loss of nine fixed seats as shown in the “WcS Outcome” row of the table below. T he “New Designs” row shows what is proposed for the new designs and would result in the loss of 10 fixed seats when compared to the original designs . The changes reg arding the wheelchair spaces are estimated to increase the cost of the new vessel b y approximately $ 11,900 , primarily design engineering costs.

**Number of Fixed Seats (FS) and Wheelchair Spaces (WcS)** Seating Area Main

Deck Cabin 2 nd Deck

Bow Exterior 2 nd Deck Cabin 2 nd Deck Cabin Side Exterior 2 nd Deck

Aft Exterior Total

Original La yout 130 FS

(no tables) 50 FS 24 FS (12 at 3 tables) 21 FS 47 FS 272 FS 3 tables WcS Outcome - 2 FS

+1 WcS - 3 FS

+1 WcS - 1 FS at 1 table

+1 WcS - 2 FS

+1 WcS - 2 FS

+1 WcS - 10 FS

+5 WcS New Designs 12 8 FS

1 WcS 47 FS

1 WcS 23 FS

(7 at 2 tables) 1 WcS at table 19 FS

1 WcS 4 5 FS

1 WcS 2 62 FS

5 WcS

**7 . Interior Accessible Route**  An internal stair provides passenger circulation between the main deck cabin and the second deck ca bin. An onboard accessible route also connects these two internal spaces, but has an exterior component which connects the elevator. The proposed guidelines permit in vessels where the largest deck is less than 3,000 square feet (as in this ferry) that an accessible route may run exteriorly

even though an internal circulation path connects two internal spaces 8

. V206.3 Exception.
**8 . Electrical Power, Fuel Consumption, and Vessel Stability Impacts**  As the footprint of the vessel remains essentiall y con stant, and because the vessel was designed with sufficient margins, the ferry representative estimated the proposed changes to meet the proposed guidelines would have no impact on the electrical power needs, stability , or fuel consumption of the new design ed vessel.

8 If an internal accessible route had been required to connect the two cabins, the ferry representative would have kept the elevator external (for the safer capability to move freight betw een decks) and added a platform lift to connect the two cabins. The ins tallation of a lift would add approximately $47,800 to the cost of a new vessel, plus include an additional design related cost of $35,800

- $41,800 w hich would have increased the cost to construct the new vessel by $83,600 to $89,600. The elevator has a dim ension of about 76 inches in width (betw een handrails) and about 82 inches in depth with a door on the 76 inch side providing a clear opening width of 54 inches.8 

### Summary The ferry representative estimated that it would cost approximately $5 million in 2006 dollars to construct a similar vessel (based on the average 2005 bids ), updated to $5.97 million in 2011 dollars . The ferry

representative estim ated that the new designs would add $ 133,500 to the vessel’s (updated) construction costs, or an increase of approximately 2 .2 percent. About 80 percent of this increase is due to the addition of an automatic sprinkler s ys tem to avoid provid ing protected waiting areas at the top and bottom of the internal cabin stair. Compliance with the proposed guidelines also resulted in the loss of 10 fixed seats. The costs are summarized below. **399 Passenger Traditional Ferry** 2006 Estimate 2011 Estimate (rounded/av erage) Construction Cost (original vessel) $5M $5.97M Adding Automatic Sprinkler Sy stem 80,000

- 100,000 107,500 Seating Changes 10,000 11,900 Assistive L istening S ys tem revised 7,500 Modifications to Forward Main Deck Doors 3,000 3,600 Modifications to Recess Toilet Room Lavatory 1,500 1,800 Adding Accessible Hardware at Two Life

Jacket Racks 1,000 1,200 **Total (% increase) $103,100** 
**- $124,100**  **(2%**
**- 2.5%)**  **$133,5 00** 

**(2.2%)** Note: Unable to get ownership to review and comment on the 2008 draft report

.