Page 1 of 12

300 Pax Two-Deck Tour Vessel Case Study (Private Entity)

June 25, 2013

Introduction 

The tour vessel was launched in 2007 and is certified to carry about 300 passengers. The 

vessel’s service speed is approximately 12.4 knots. The vessel has two passenger decks

and both are classified by the proposed guidelines as entry decks1. 

 Main Deck – The main deck is about 89 feet long and 31 feet wide (approximately

2,300 square feet). Near the vessel’s amidships line, passengers embark and 

disembark the vessel at two entry points (one on each side of the vessel). Each 

entry point is equipped with one crew-operated double-leaf gate. The entry points 

connect to an exterior passenger circulation path (about 54 inches wide) which 

encircles the main deck and deck cabin at its perimeter. At the bow, the circulation 

path widens and contains two exterior stairs (one on each side) which connect the 

upper deck (second deck). At the stern, a wider third stair, with an inclined

platform lift, also connects the upper deck. Along both sides of the cabin, folddown benches are provided which project into the exterior circulation path. Inside

the cabin, at the forward end, is a bar, and in the middle a large open space. When 

operating as a tour vessel, the larger open space contains portable tables and seats. 

The after end of the cabin contains a storage closet and engine room access space 

followed by one multi-user men’s toilet room and one multi-user women’s toilet 

room. The men’s toilet room is entered through a door on the port side of the cabin 

and the women’s is entered through a door on the starboard side. Just aft of the 

amidships line, two double-leaf doors (one of each side of the vessel) connect the 

cabin open space with the exterior passenger circulation path. Each double-leaf 

door has two 34 inch wide leaves.

Figure 1. Main Deck – Original Design

 

1 Both decks have entry points where passengers embark or disembark the vessel. Therefore, under V106.5, 

the decks are entry decks.
Page 2 of 12

 Upper Deck – The upper deck (second deck) is about 72 feet long and 31 feet wide 

(approximately 2,200 square feet). The deck extends the length of main deck cabin 

and width of the main deck, thereby covering the circulation path on the port and 

starboard sides of the main deck cabin. On the starboard side of the upper deck, 

toward the stern, one entry point is provided which is equipped with a crewoperated double-leaf gate. Except for the pilot house, the entire deck and the three 

stairs which connect it to the main deck are exterior spaces. At the bow end, two 

stairs (one on each side of the vessel) connect the main deck. At the stern, a stair 

with an inclined platform lift connects the main deck. On each side of the stern 

stair, a bench seating area of fixed seats is provided. In addition, along each side of 

the deck, fixed bench seats (which crew fold-down when needed) are provided and 

behind the pilot house another fixed bench seat is provided. When the vessel is 

operating as a tour vessel, the open area in the middle of the deck contains portable 

seats.

Figure 2. Upper Deck (Second Deck) – Original Design
Page 3 of 12

Methodology

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

representative2of the tour company to identify passenger features that would not meet the 2006 

draft passenger vessel accessibility guidelines3. The vessel 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. 

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 

multiplied by 1.19484to produce 2011 values. The vessel representative has not reviewed the 

updates.

The vessel representative estimated it would cost approximately $2 million to $2.1 million to 

construct the vessel in 2006, updated to about $2.45 million in 2011 dollars. 

Scenario #1 – No Inclined Platform Lift Cost - The vessel representative estimated that the 

proposed new designs to meet the guidelines would add about $78,900 to the vessel’s 

(updated) construction costs, or approximately a 3.2 percent increase. Of this increase, 

$69,300 is needed to lengthen the vessel by five feet to provide two accessible toilet rooms. 

Since the original vessel has an inclined platform lift connecting the two decks, the new 

designs do not include a lift cost.

Scenario #2 – Inclined Platform Lift Cost - If the original vessel was not equipped with an 

inclined platform lift (which is typically the case in other two deck tour vessels needing 

vertical access between decks), the addition of an inclined lift would have added $49,000 to 

the cost increase, totaling about $127,900, or approximately a 5.3 percent increase. 

Scenario #3 – Adding Vertical Inclined Lift - The operator noted that some other operators 

would not feel comfortable having an inclined lift (running up the stern stair) because 

safety concerns over it having to be available for unassisted use. To improve safety, an 

operator may instead provide a vertical platform lift to connect the two decks. A vertical 

platform lift is estimated to add $119,500 to the cost increase, totaling about $198,400, or 

approximately an 8.1 percent increase. 

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 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. 

 

2 Although the report notes decisions made by the vessel representative, it should be noted that the Access Board 

hired a consultant (acceptable to the vessel representative) to provide most impact information (including cost 

estimates) which was used by the vessel representative in the case study decision making process.

3 The 2006 draft guidelines, as amended by Board actions at the 2007 and April 2008 meetings.

4

1.194773214 and results have been rounded.
Page 4 of 12

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. Vertical Access between Main Deck and Upper Deck (Second Deck)5

At the stern stair, an exterior inclined platform lift (which runs up the side of the exterior stair) 

is going to be provided and will connect the main deck to the upper deck (second deck). The 

lift will be available for unassisted use. The platform lift will be 32 inches wide6and 48 inches 

long, and will have attached ramps which also function as platform edge protection when in the 

up position. When in the down position, 

for loading or off loading, the end ramp 

which services the lift on the main deck 

could have a slope greater than 1:12. 

When serving the upper deck, as the 

platform stops over the stair, the attached 

“ramp” connecting the upper deck is 

probably less than 1:20. The platform lift 

will have a rated load of 525 pounds.

The proposed guidelines would classify

both decks as entry decks and would 

require them to be connected by an 

onboard accessible route. V106.5 and 

V206.2.1. As at least one of the two 

decks is less than 3,000 square feet, the 

guidelines allow a platform lift to be used 

to connect the decks in the new designs. 

V206.7.1. The guidelines require 

platform lifts to provide unassisted entry, 

operation, and exit. V409.1 and V409.4. 

The guidelines require the platform of the 

lift to be connected to an accessible route 

and allow landings 48 inches deep and 32 

inches wide at the top and bottom of the attached ramps. V206.2.2, V405.5 Exception, 

V405.7.2, and V405.7.3 Exception. The guidelines allow platform lifts to have a clear width 

of 32 inches where the largest deck is less than 3,000 square feet. V409.2 Exception.

 

5

Sufficient clearances exist on the main deck and upper deck (second deck) for accessible routes required by 

V206.2.2 and accessible means of escape required by V207, unless otherwise noted in the report.

6 A fold-down seat (in the up position) reduces the platform clear width to less than 32 inches.
Page 5 of 12

Inclined Platform Lift Option - The vessel representative proposed in the new designs to have 

the inclined lift turn 90 degrees at the bottom of the stairs to provide a 48 inch long landing for

the attached platform lift entry ramp. To provide this landing space, the port side life jacket 

storage lockers were moved in the new designs to a location near the bow. The cost of these 

actions is included in the life jacket locker discussion below under the section titled “Storage”. 

As no inclined lifts were identified in the market with widths greater than 32 inches, to provide 

the 32 inches of clear width, the fold-down seat attached to the lift was removed. In addition, 

the attached ramp which serves the lift when on the main deck was lengthened to provide a 

maximum slope of 1:12. Ramp handrails are not required as the ramp rise is less than six 

inches. V405.8. This lengthening action is estimated to increase the cost of the $49,000

inclined lift by an amount less than $1,0007.

Vertical Platform Lift Option - The vessel representative noted that some vessel operators 

would be uncomfortable for safety reasons in allowing an inclined platform lift to be available 

for unassisted use at any time. To provide a vertical lift which reduces safety concerns and is 

more readily configured to allow unassisted use at any time (during non-emergency

conditions), it is estimated the cost to construct the new vessel would increase by $100,000. 

As the toilet room had to be lengthened by five feet to provide two complying toilet rooms (see 

toilet room discussion below), by further lengthening the portside of the main deck cabin to 

contain the space originally occupied by the portside life jacket lockers, the vessel 

representative believed it was highly likely the vertical lift could be installed within the 

footprint of the main deck cabin and not require further lengthening of the vessel. The vessel 

representative also believed that although the men’s toilet room would be made tighter because 

of the space occupied by the lift, the new toilet room would still comply with the proposed

guidelines.

2. Toilet Rooms

Two multi-user toilet rooms (one for men and another for women) are provided in the stern 

area of the main deck cabin. Both were designed for access for persons with disabilities. The 

proposed guidelines require both toilet rooms to be accessible and comply with the provisions 

in the guidelines. V213. As the markets serviced by the vessel would not allow a reduction in 

the number of fixtures, the vessel representative proposed in the new designs to increase the 

size of the two toilet rooms to comply with the guidelines. This action required the vessel to 

be lengthened by five feet and is estimated to increase the cost of the new vessel by $69,300.

8

 

7 The Access Board contacted two manufacturers of inclined lifts. One reported that the attached ramp could not 

be lengthened without totally redesigning the lift. Another reported the attached ramp could be lengthened and 

the lengthening action would add a few $100 to the cost of the lift. Both indicated with a longer attached ramp 

(for main deck use), the lift may not be able to fold up and would require more space to make a 90 degree turn 

which the case study assumes is available.

8 Estimate based on materials of 2060 lbs/foot x 5 feet x $0.66/lb plus profit of 15% ($7,818), plus labor of 150 

man-hours/ton x $78/Hr ($60,255 at 5.15 tons), plus engineering of 12 hours at $102/Hr ($1,224) equals $69,297. 

The cost of materials and labor inside the toilet rooms to make them larger is estimated to have an insignificant 

increase in cost of the new vessel when compared to the cost to build the toilet rooms in the original vessel. 
Page 6 of 12

Actions That Incur Additional Costs But Do Not Have Significant 

Impacts

3. Emergency Communications and Assistive Listening System

The vessel is assumed to have no audible general emergency alarm, and therefore, no visible 

emergency alarm is required to serve passenger areas of the vessel. V215.1.

The vessel functions as a tour vessel and is equipped with a public address system. As 

communication which is integral to the use of the exterior spaces of the vessel is provided via a 

permanently installed audio amplification system, the proposed guidelines require the exterior 

areas to be serviced by a permanently installed assistive listening system (ALS). V219.2.1. 

Based on a seating capacity of 300 (fixed and portable seats), the guidelines require 12 

receivers to be provided, three of which must be hearing aid compatible. V219.3. The vessel 

representative proposed in the new designs to install a permanently installed ALS. The ALS is 

estimated to increase the cost9of the new vessel by $6,400. The vessel representative noted 

that in certain areas through which the vessel travels interferences impact the use of the 

wireless microphones and these same interferences would probably also impact the ALS 

signal.

This same ALS would also provide the vessel-wide ALS coverage for all passenger areas 

required because the vessel’s public address system is assumed to also provide emergency

information to passengers. V219.2.2.

4. Storage

The only storage facilities used by passengers in the vessel are life jacket storage facilities 

which are located in exterior lockers at the stern of the main deck and under benches on the 

upper deck. The proposed guidelines require one storage facility of each type to be accessible 

in each accessible space containing passenger storage facilities. V225.2. As the main deck 

cabinets comply with the guidelines, the vessel representative proposed to add an accessible 

life jacket storage facility on the upper deck. This action, combined with the work to move 

one of the main deck life jacket lockers from the stern to the bow (see platform lift discussion 

above) is estimated to increase the cost to construct the new vessel by $2,000.

 

9 As the original vessel functions is 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 300. The ALS’s estimated cost is $6,400; it requires 12 quality receivers with headseats/neckloops 

($3,400), 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.
Page 7 of 12

Other Outcomes

5. Fixed Seating Areas

The vessel has 182 fixed bench seats. On the main deck, 54 exterior bench seats along the port 

and starboard sides of the main deck cabin (27 on each side) are provided which fold-down 

into the 54 inch wide exterior circulation path and reduce the path’s width to 39 inches. On 

both sides of the vessel, the fold-down benches run in front of the two entry points, but can be 

lifted up when crew members are opening the entry point gates to provide the necessary gate 

maneuvering clearances. No fixed seats (or fixed tables) are provided inside the cabin. 

On the upper deck (second deck), 128 exterior fixed bench seats are provided. At the aft end 

of the deck, 60 are equally divided on both sides of the stern stair and seven seats are provided 

along the after end of the pilot house. The remaining 61 seats are located along each side of 

the deck and mounted against the side windbreak/guard rails (and are folded-up by crew when 

not in use). 

Because the vessel functions as a tour vessel, the exterior fixed seating would be classified by 

the proposed guidelines as seats in an assembly area. V106.5. With one assembly area 

(comprising both decks) containing 182 fixed seats, the guidelines require five wheelchair 

spaces to be provided. V221.2.1.1. The wheelchair spaces must be integrated into the seating 

plan and dispersed among portions of the vessel which contain fixed seats. V221.2.2 and 

V221.2.4. The guidelines do allow wheelchair spaces to be dispersed in groups of two. 

V221.2.4 Exception. Where fixed seats in assembly areas are provided primarily with the 

intention to provide user lines of sight to areas not on or in the vessel, the wheelchair spaces 

are not required to comply with lines of sight provisions in the guidelines. V221.2.4. The 

guidelines require each wheelchair space to have a companion seat, but where seats are not 

arranged to provide lines of sight to fixed screens or performing areas on or in the vessel (as in 

this tour vessel), the companion seats are not required to be positioned to provide a shoulder to 

shoulder alignment with each applicable wheelchair space. V802.3.1 Exception 1.

On the main deck, because the exterior circulation path which runs past the fold-down benches 

is only 54 inches wide (if no seats are provided), to provide a wheelchair space on each side of 

the vessel, the vessel representative proposed to recess the two wheelchair spaces (one on each 

side of the cabin) 18 inches into the main deck cabin bulkhead (wall). This would ensure the 

two main deck wheelchair spaces would not overlap the accessible routes and accessible means 

of escape which run past the wheelchair spaces. The companion seat may be located at the 

adjacent fold-down bench seating. The vessel representative indicated the recessed wheelchair 

spaces would have minimal impact on the area inside the cabin.
Page 8 of 12

When compared to the original vessel, the vessel representative proposed in the new designs of 

the upper deck to remove 120 inches of fold-down seats on the port side to hold two 

wheelchair spaces (each 36 inches by 60 inches) and 48 inches on the starboard side to hold 

one wheelchair space (36 inches by 48 inches). The companion seats are located to the side on 

folding bench seats. 

All five wheelchair spaces are positioned parallel with the side of the vessel. The actions to 

provide five wheelchair spaces are estimated to have an insignificant impact on the cost of the 
Page 9 of 12

new vessel. Due to the replacement of bench seats with wheelchair spaces about 17 seats were 

lost. However, due to the five foot extension of the vessel for the toilet rooms, the vessel 

representative had bench space available at the stern area on both decks to add a total of 32

seats, a net gain of 17 seats. 

Vertical Lift Option - If the vessel (which is five feet longer) is required to install a 

vertical platform lift instead of the inclined lift, about two rows of 11 seats each (22

total) would have to be removed on the port side of the stern stair to provide an 

accessible route to the lift entry door. This action results in net loss of five seats 

when compared to the original seating plan. 

Wider Stern Stair Option - If the stern stair had to be widened (see stair discussion 

below) in the vessel which is five feet longer and uses an inclined platform lift, the 

seating plan results in a net gain of four seats.

Since the tour vessel is not required to add these additional seats, the cost of the seats is not 

included in the case study report. A table is provided below which summarizes the seating 

impact results.

Summary of Seating Impacts

Action Upper Deck Main Deck

Port Side

Main Deck

Starboard 

Total Seating

Both Decks

Original Layout 128 seats 27 seats 27 seats 182 seats

5 WcS Provided 119 (-9), 3 WcS 24 (-3) 1 WcS 24 (-3) 1 WcS 167 (-15), 5 WcS

TR (plus 5 ft) 143 (+24), 3 WcS 28 (+4) 1WcS 28 (+4)1 WcS 199 (+32), 5 WcS

Net Gain 15 seats, 3 WcS 1 seat 1 WcS 1 seat 1 WcS 17 seats, 5 WcS

Vertical Lift 121 (143-22)

 3 WcS

28, 1 WcS 28, 1 WcS 177 (199-22), 

 5 WcS

Wider Stair

Inclined Lift

132 (143-11)

 3 WcS

28, 1 WcS 28, 1 WcS 188 (199-11), 

 5 WcS

WcS = Seating impact of 5 wheelchair spaces (WcS) added to the original seating plan. 

TR = Seating impact of increased length by 5 feet to provide accessible toilet rooms (TR).

Vertical Lift = Seating impact when vertical lift is added to 5 foot lengthened vessel.

Wider Stair = Seating impact when stern stair needs to be widened by 24 inches so the 

inclined platform lift does not block stair in the 5 foot lengthened vessel.
Page 10 of 12

6. Stairs

Three exterior stairs (two at the bow and one at the stern) connect the main deck to the upper 

deck (second deck). The slope of the stairs is 40 degrees, as allowed by the US Coast Guard

(USCG) and are part of two USCG required means of escape. The proposed guidelines do not 

require in the new designs that the stairs be changed10. However, because the platform lift runs 

up the 42 inch wide stern stair, it is possible the USCG would require the stair to be made 

wider so as not to block the MOE path which uses this stair. In informal discussions with the 

USCG, it was noted that the USCG would probably establish platform lift operating 

restrictions which would prohibit lift use under certain conditions, thereby reduce USCG 

concerns that the stair would be blocked. 

Although the case study assumes the stair does not need to be made wider, if it did need to be 

widened (probably by 24 inches), the costs associated with it would be insignificant in new 

construction due to the other work related to the lengthening of the vessel by five feet for the 

toilet rooms. Although not specifically evaluated in this case study, on the main deck, the 

increase in stair width could expand into the toilet rooms, making the room less spacious but 

likely to still be in compliance with the proposed guidelines. On the upper deck, an increase in 

stair width would probably lead to the removal of one row of bench seats comprising about 11 

seats on one side of the stair. To ensure a circulation path to the row of seats opposite the 

removed seats and to balance the space impact on the toilet rooms, the stair could be moved 

from its centerline location either toward the port or starboard side.

7. Entry and Departure Point Gates

Three entry and departure points are provided in this vessel (one each side of the main deck

and on the starboard side of the upper deck) and each is provided with a crew-operated doubleleaf gate that has 36 inch wide leaves. Depending on which entry point is being used to 

embark and disembark passengers, a gangway connects a gate to a fixed pier facility. On the 

main deck, fold-down seating benches are provided opposite the gate openings. When the 

benches are in the down position, 39 inches of clearance exists between the gates and benches. 

The proposed guidelines require each gate to be connected by an accessible route. V206.4. In 

addition, as the two gates on the main deck function as the vessel’s two life raft embarkation 

stations, these two gates are the end points of the two accessible means of escape required by 

the guidelines. V207. The guidelines require at least one leaf at each gate to have a 

maneuvering clearance at least 42 inches deep. V404.2.4. As the gates are crew operated and 

the benches can be folded up by crew members to provide the 42 inches clearance at the gates, 

no change in the new designs is needed. V404.2.4 Exception 3.

 

10 Because the US Coast Guard (USCG) requires two means of escape (MOE) from the upper deck to the main 

deck, two accessible means of escape (AMOE) from the upper deck to the main deck are required. V207.1. 

Stairs are permitted to be components in an AMOE. Advisory V207.1. However, the AMOE provisions establish 

no technical requirements for AMOE stairs and no other provisions apply to non-pool stairs, except the protruding 

object requirements for passenger circulation paths (see V204).
Page 11 of 12

8. Protruding Objects 

Two engine room vents are provided on the upper deck. The vents are long wide tubes which 

run up from the deck surface and then turn 90 degrees and project out more than four inches

into passenger circulation paths on the upper deck. The proposed guidelines prohibit 

projections of more than four inches into circulation paths, if the leading edges of the 

projections are more than 27 inches but not more than 80 inches high. V204 and V307.2. By

adding a feature to the base of the vents to occupy circulation path space, the objects no longer 

protrude more than four inches. This action is estimated to have an insignificant impact on the 

cost of the new vessel and use of the upper deck.

9. Passenger Boarding System 

The vessel 98 percent of the time embarks and disembarks passengers from its company pier. 

The pier has two levels, the lower level which is down some steps is connected by a gangway

to the main deck of the vessel and is primarily the way passengers embark and disembark. If 

passengers cannot use the steps, a second gangway from the upper pier level is used to connect 

the upper deck of the vessel. This case study did not evaluate the impact of proposed

guidelines on passenger boarding systems used in the new vessel designs.

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

The vessel representative estimated the proposed actions to meet the proposed guidelines 

would have an insignificant impact on the stability, electrical power needs, and fuel 

consumption of the new vessel.

Summary

The vessel representative estimated it would cost approximately $2 million to $2.1 million to 

construct the vessel in 2006, updated to about $2.45 million in 2011 dollars. 

Scenario #1 – No Inclined Platform Lift Cost - The vessel representative estimated that the 

proposed new designs to meet the draft guidelines would add about $78,900 to the vessel’s 

construction costs, or approximately a 3.2 percent increase. 

300 Passenger Tour Vessel 2006 Estimate 2011 Estimate

(rounded/average)

Construction Cost (original vessel) $2M - $2.1M $2.45M

Increase in Size of the Two Toilet Rooms 58,000 69,300

Assistive Listening System revised 6,400

Storage for Life Jackets 1,700 2,000

Ramp Extension: Existing Inclined Platform Lift 1,000 1,200

Total (% increase) $66,700 - 67,700

(3.3%)

$78,900

(3.2%)
Page 12 of 12

Scenario #2 – Inclined Platform Lift Cost - If the original vessel was not equipped with an 

inclined platform lift (which is typically the case in other two deck tour vessels needing 

vertical access between decks), the addition of an inclined lift to the new designs would have 

added $49,000 to the cost increase, totaling about $127,900, or approximately 5.3 percent

increase. 

Scenario #3 – Adding Vertical Inclined Lift - The operator noted that some other operators 

would not feel comfortable having an inclined lift (running up the stern stair) because safety 

concerns over it having to be available for unassisted use, and to improve safety would then 

have provided instead a vertical platform lift to connect the two decks. A vertical platform lift 

is estimated to add $119,500 to the cost increase, totaling about $198,400, or approximately a 

8.1 percent increase. 

300 Passenger Tour Vessel 2006 Estimate 2011 Estimate

(rounded/average)

Construction Cost (original vessel) $2M - $2.1M $2.45M

Increase in Size of the Two Toilet Rooms 58,000 69,300

Assistive Listening System5400 revised 6,400

Storage for Life Jackets 1,700 2,000

Ramp Extension on Inclined Platform Lift 1,000 1,200

Inclined platform Lift 41,000 49,000

Total (% increase) $107,100

(5.2%)

$127,900

(5.3%)

300 Passenger Tour Vessel 2006 Estimate 2011 Estimate

(rounded/average)

Construction Cost (original vessel) $2M - $2.1M $2.45M

Increase in Size of the Two Toilet Rooms 58,000 69,300

Assistive Listening System revised 6,400

Storage for Life Jackets 1,700 2,000

Ramp Extension on Inclined Platform Lift 1,000 1,200

Vertical Platform Lift 100,000 119,500

Total (% increase) $165,700 - 166,700

(8%)

$198,400

(8.1%)