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### 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 passen ger decks and both are classified b y the proposed guidelines as entry decks 1

.

 Main Deck

– The main deck is a bout 89 feet long and 3 1 feet wide ( approximately 2,300 square feet)

. Near the vessel ’s amidships line , p assengers embark and disembark the ves sel at two entry points (one on each side of the vessel) . E ach 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 en circles the main deck and de ck 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 connect s the upper deck. Along both sides of the cabin, fold

down benches are provided which project into the exterior circulation path. In side 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 b y one multi

- user men’s toilet room and one multi

- user women’s toilet room. The men’s toilet room is entered through a do or 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 p ath. Each double

- leaf door ha s 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 a bout 72 feet long and 3 1 feet wide ( approximately 2,200 square feet) . The deck extends the length of main de ck cabin and width of the main deck, thereb y 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 crew

operate d double

- leaf gate. Except for the pilot house, the entire deck and the three stairs which connect it to the main deck are exterior space s . 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 pi lot house an other fixed bench seat i s 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 

### M **ethodology** A representative of th e Access Board reviewed the original designs of the vessel with a representative 2 of the tour company to identify passenger features that would not meet the 2006 draft passenger vessel accessibility guidelines 3 . The vessel representative proposed new des igns for the passenger features that would meet the draft guidelines and estimated how much the new design s would add to a new vessel’s construction cost. The Access Board has updated the study to represent the requirements in the proposed passenger vess el 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. The vessel representative has not reviewed t he 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 b y five feet to p rovide 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

– In clined Platform Lift Cost

- If the original vessel was not equipped with an inclined platform lift (which is ty picall y the case in other two deck tour vessels needing vertical access between decks ), the addition of an inclined lift would have added $ 49,0 00 to the cost increase, totaling about $ 1 27,9 00 , 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 unassist ed use . T o 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 design s to create new design s 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 hav e 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 inf ormation (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 co st 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**  **Impact s**  **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 th e 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 3 2 inches wide 6 and 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 lif

t 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 pound s . The proposed guidelines would classify both decks as entry

decks and would require them to be connected b y 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 access ible 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 guid elines 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

In cli ne d 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 move d in the new designs to a location near the bow. The cost of these actions is included in the life jacket locker discussion below un der 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 att ached 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 li ft by an amount less than $1,000 7

. 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 $1 00 ,000. As the toilet room had to be lengthen ed 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 locker s , the ves sel representative believed it was highl y likel y the vertical lift c ould 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 roo m would be made tighter because of the space occupied b y 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 market s service d by the vessel would not al low 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 require d the vessel to be lengthened b y 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 co uld 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 $69,29 7. 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 **Impact s**  **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 sy stem. As communication which is integral to the use of the exterior spaces of the vessel is provided via a permanentl y installed audio amplification system, the proposed guidelines require the exterior areas to be serviced b y a permanentl y installed assistive listening system (ALS). V219. 2.1. Based on a seating capacity of 300 (f ixed 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 AL S . The AL S is estimated to in crease the cost 9 of the new vessel b y $ 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 s ignal. This same AL S would also provide the vessel

- wide AL S coverage for all passenger areas required because the vessel’s public address s ys tem is assumed to also provide emergency information to passengers. V219.2.2. **4. Storage** The only storage faci lities 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 acc essible in each accessible space containing passenger storage facilities. V225.2. As the main deck cabinets compl y 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 f

unctions 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 

### O **ther O**  **utcomes 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 se ating would be classified b y the proposed guidelines as seats in an assembl y 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 wheelcha ir 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 guidelin es 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 t o 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. T he companion seat may be located at the adjacent fold

- down bench seating. The vessel representative indicated the recessed wheelchair spa ces 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 sp aces (each 36 inches by 60 inches) and 48 inches on the starboard side to hold one wheelchair space (36 inches b y 48 inches). T he 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 thePage 9 of 12

new vessel. Due to the replacement of bench seats with wheelchair spaces about 1 7 seats were lost. However, due to th e 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 3 2 seats, a net gain of 1 7 seats.

Vertical Lift Option

- I f the vessel (which is five feet lo nger) is required to install a vertical platform lift instead of the inclined lift, about two rows of 1 1 seats each (2 2 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

- I f 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 se ating 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. **S ummary 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 2 4 (

- 3) 1 WcS 2 4 (

- 3) 1 WcS 16 7 (

- 1 5 ), 5 WcS TR (plus 5 ft) 1 43 (+24) , 3 WcS 28 (+4) 1WcS 28 (+4) 1 WcS 19 9 (+ 32 ), 5 WcS Net Gain 1 5 seats, 3 WcS 1 seat 1 WcS 1 seat 1 WcS 17 seats, 5 WcS Vertical Lift 1 2 1 (1 43

- 2 2 ) 3 WcS 28, 1 WcS 28, 1 WcS 1 77 ( 19 9

- 2 2 ), 5 WcS Wider Stair In clined Lift 1 3 2 (14 3

- 1 1 ) 3 WcS 28, 1 WcS 28, 1 WcS 18 8 (19 9

- 1 1 ), 5 WcS WcS = Seating i mpact of 5 wheelchair spaces (WcS) added to the original seating plan. TR = Seating i mpact of in creased length by 5 feet to provide accessible toilet rooms (TR). Vertical Lift = Seating i mpact when vertical lift is added to 5 foot lengthened vessel. Wider Stair = Seating i mpact when stern stair needs to be widened b y 24 inches so the inclined platfor

m 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 b y the US Coa st 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 changed 10

. However, because the platform lift runs up the 42 inch wide stern stair, it is possible the USCG wo uld require the stair to be made wider so as not to block the MOE path which uses this stair. Ininformal discussions with the USCG, it was noted that the USCG w ould probably establish platform lift operating restrictions which would prohibit lift use und er certain conditions , thereb y 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 (probabl y b y 24 inches) , the costs associated with it would be in significant in new construction due to the other work re lated to the lengthening of the vessel by five feet for the toilet rooms. Although not specificall y evaluated in this case study, o n the main deck, the increase in stair width c ould expand into the t oilet room s , 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 o r starboard side. **7 .**  **E ntry**  **and D eparture**  **Point Gates** Three entry

and departure points are provided in this vessel (o n e each side of the main deck and on the starboard side of the upper deck) and each is provided with a crew - operated double

leaf 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 b y 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 point s of the two accessible means of escape required b y 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 Becau se 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. Advi sory V207.1. However, the AMOE provisions establish no technical requirements for AMOE stairs and no other provisions apply to non -pool stairs , exc ept 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 occup y 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 primaril y the way passenger s embark and disembark. If passengers cannot use the steps, a second gangway from the upper pier le vel is used to connect the upper deck of the vessel. This case study did not evaluate the impact of proposed guidelines on passenger boarding s ys tems used i n 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 wo uld 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 Li ft 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 In c rease in Size of the Two Toilet Rooms 58,000 69,300 Assistive Listening S ys tem revised 6,400 Storage for Life Jackets 1,700 2,000 Ramp Extension : Existing In clined Platform Lift 1,000 1,200 **Total (% increase) $66,700** 
**- 67,700**  **(3.3%) $78,900** 

**(3.2%)**Page 12 of 12

S cenario #2

– In clined Platform Li ft Cost

- I f the original vessel was not equipped with an inclined platform lift (which is ty picall y the case in other two deck tour vessels needing vertical access between decks ), the addition of an inclined lift to the n ew 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 In crease in Size of the Two Toilet Rooms 58,000 69,300 Assistive Listening S ys tem 5400 revised 6,400 Storage for Life Jackets 1,700 2,000 Ramp Extension on Inclined Platform Lift 1,000 1,200 In clined platform Lift 41,000 49 , 0 00 **Total (% increase) $**  **107 ,**  **1 0**  **0 (**  **5. 2**  **%) $12**  **7,9 00** 

**(5.3%)**

**300 Passenger Tour Vessel** 2006 Estimate 2011 Estimate (rounded/average) Construction Cost (original vessel) $2M

- $2.1M $2.45M In crease in Size of the Two Toilet Rooms 58,000 69,300 Assistive Listening S ys tem 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,**  **4 00** 

**( 8.1**  **%)**