1 

### 149 Pax **High Speed Ferry Case Study**  **(Private Entity) June 25, 2013** 


### Introduction The vessel was constructed in 2005 and is a catamaran styl e passenger - only ferry which is certified to carry a maximum of 149 passenger s . The ferry has two passenger decks and has a service speed of approximately 25 knots. The main deck is the entry deck.

 Main Deck

– The main deck is approximately 72 feet long and 27 feet wide. Passengers embark and disembark the ferry over 99 percent of the time from two crew operated h inged gate s at the bow and less than 1 percent of the time 1 from two crew operated sliding gates (one on each side of the vessel near the stern )

. An enclosed cabin o ccupies most of the main deck and contains fix ed passenger seating , a snack bar and two wh eelchair spaces with companion seats . Two forward doors connect th e seating cabin with the uncovered bow area which is open to passenger s when the vessel is underway

. Also, two rear doors connect the cabin with the uncovered area at the stern which is al so open to passengers when underway . In the stern area, a sliding door provides access to the single

- user toilet room and an uncovered stair connect s the second deck.

**Figure 1. Main**  **Deck**

**– Original Design** 

1 The side gates are used by passe ngers primarily when the vessel is chartered out and embarking passengers at piers other then the ferry piers.2

 Second Deck

– The second deck is approximately 31 feet long and 22 feet wide ( around 5 78 square f

ee t) and is located over the main deck enclosed seating area . The only enclosed space on this deck is the pilot house which is restricted to crew only

. Fixed seating is provided on this deck and a stair at the aft end of the deck connects the main deck.

**Figure 2. Second Deck** 

**– Original Design** 


### M **ethodology** A representative of the Access Board reviewed the original design s 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 the passenger features that would meet the draft guidelines and estimated how much the new d esigns 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 1.19 48 4 to produce 2011 values. The ferry representative has not reviewed the updates. The ferry representative reported that the cost to construct the original vessel was appro ximately

$ 2.5 million i n 2005

. The ferry representative estimated the cost for constructing the vessel based on the original designs to be approximately $2.6 million in 2006 dollars , updated to 3.11 million in 2011 dollars . Because of the seating impacts , the ferry representative provided estimates for two options for the new designs. Option 1

- Based on the footprint of the vessel not changing, th is option resulted in the cabin losing seven fixed seats and the starboard side stern door, and making it more difficult to use the storage space under the stern stair. The ferry representative estimated an annual loss of $ 134,500 in passenger revenue would occur due to the loss of the seven

2 Although the report notes decisions made by the ferry representative, it should be noted that the Access Board hired a consultant (acceptable t o 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 20 08 meetings. 4 1.194773214 and results have been rounded.3

fixed seats. Under this option, the ferry representative estimated that the proposed designs to meet the provisions used in the study (generall y, the same as in the proposed guidelines) would add from $ 44,200 to $ 69,300 ( average of $55,600) to the vessel’s (updated) construction costs, or a 1.4 to 2.2 percent increase. Option 2

- The option increased the length of the vessel by three feet to return the cabin seating area to 96 seats (actuall y 99 could be provided). The ferry representative estimated the (updated) cost of the vessel would increase by $ 307,100 to $ 475,500 ( average of $390,100) , an increase of 10 to 15 percent. Excluding the one time redesign cost, the increase would be $ 92,000 to $ 164,900 (average of $127,200) , or about 3 to 5.3 percent. Itis possible with an increase in cabin seating additional revenue may cover the increase in annual operating expenses noted below. If the vessel maintains the current service speed of 25 knots, option 2 is estimated to increase annual fuel consumption by 6.6 percent which equates to 4,260 gallons (at $ 3.89 /gallon equal s a $ 16,600 increase). This also increases annual engine maintenance expenses by

$ 29,9 00. If the vessel maintains the same engine output (same RPM) which would slow the vessel b y 0.55 knots because of the added vessel weight and therefore increase the travel time between stops, option 2 is estimated to increase fuel consumption by 3 percent which equates to 2,105 gallons (at $ 3.89 /gallon equals an $ 8,200 increase). This also increases annual engine maintenance expenses b y $ 11,900 to $17,900

. Actions taken on features in the original vessel designs to create 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 s ignificant impacts , 2) incurred additional costs but did not hav e 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 perc ent 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 s ignificant 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. Seating Areas** The vessel has two seating area s on the two dec ks with a total of 146 fixed seats. The main deck cabin contains 9 4 fixed seats with armrests and two fold

- down seats without armrests, and the second deck contains 50 exterior seats with armrests. Two aisles running fore/aft divide the cabin into three seating sections. In the center seating section, a small

- low table divides each of the seven (four seat) rows in half (i.e

. , two seats on each side of a table). Therefore, 14 of the 96 cabin seats are at tables. Between the two bow entry doors (a distan ce of 104 inches), two wheelchair spaces are provided in the cabin seating area with two adjacent seats which can fold up to provide a third wheelchair4

space. When wheelchairs must be connected to forward bulkhead (wall) securement devices, wheelchairs wo uld be positioned facing aft. Although the ferry

at times functions as a tour boat, the proposed guidelines would classify the two seating areas on this vessel as transportation seating areas. V106.5 and V221.1 Exception . Based on 146 fixed seats in the vessel, the guidelines would require three wheelchair spaces be provided and be located in the cabin seating area (as no vertical access is provided to the second deck seating area) and at least one must be at a table. V22 2.3.3 . The guidelines require the wheelchair spaces to be dispersed in the seating area but can be dispersed in groups of two. V22 2.3.3 Exception

. Forward Cabin Wheelchair Spaces

- The ferry representative proposed in the new designs to move the two fold

- down seats mounted on the cabin’s forward bulkhead toward the starboard side cabin door. This allowed space for two adjacent wheel chair spaces (each 33 inches b y 60 inches), with side approach, next to the portside cabin door. One wheelchair space, nearest the centerline of the vesse l, would be approached from the starboard side fore/aft aisle (pass the two fold

- down seats) and the other would be approached from the portside fore/aft aisle. When the two fold

- down seats are in the up position 5 , a 36 inch wide path connect s the centerl ine wheelchair space. This action is estimated to have an insignificant impact on the cost of the new vessel. Although the wheelchair spaces when occupied would prohibit passengers from using the two seats in the forward row of the center seating section , this is less than the original layout which impacted three or four seats. 6

**Figure 3 .**  **Aft Cabin Figure 4. Forward Cabin**  Table Wheelchair Space

- The ferry representative proposed in the new designs to add a 17 inch deep table (with complying knee and toe clearances) to the above centerline wheelchair space. As the table is support ed by the forward bulkhead, no table legs would interfere with users approaching the wheelchair space from the two fold

- up seats. This

5 As the fold

- down seats have springs that keep them up when unoccupied, no force operating requirements in V205 apply to the seats. 6 Figure 4 shows one seat near the maneuvering clearance for eac h bow door which may actually extend into the maneuvering clearance but the case study assumes it is not required to be removed.5

action is estimated to have an insignificant impact on the cost of the new vessel and have an insignificant impact ( due to the table projection) on passenger movement between the two forward cabin doors when the two wheelchair spaces are unoccupied. After Cabin Wheelchair S pace - The issue of providing a wheelchair space in the after part of the cabin triggered the greatest concern when combining its impact with the loss of three seats due to door maneuvering clearance requirements (discussed below) . In providing one more wheelchair space 7 , the ferry representative had to weigh the impact (option 1) of losing four more seats and related passenger revenue on the multitude of short and long routes and services, versus (option 2) increasing the vessel length with its related in crease in fuel expenses and construction costs to not los e the four cabin seats and also gain back seats lost due to the door maneuvering clearance requirements

. Ultimately , due to the complexities in making difficult business decision, and the time and resource constraints of this case study, the ferry representative could not choose between the two options and recommended both be included in the case study report
. Option 1

- Based on the footprint of the vessel not changing, the ferry representative estimated the service would lose approximately $ 14,700 in annual ticketing revenue and another $ 4,500 in annual snack bar revenue per lost seat. Therefore, due to the one aft cabin wheelchair space, four seats were loss and are estimated to cost the ferry se rvice about $ 76,900 in annual revenue. Combined with the loss of three fixed seats to provide maneuvering clearances at the two forward cabin doors and one stern door (see door m aneuvering c learances and thresholds section #3 below) which represent s an additional estimated revenue loss of $ 57,600 , a total annual revenue loss of $ 134,500 i s estimated

. Replacing the seven tables in the center seating section with seats is not a choice due to the positive customer response regarding their availability and th e competitive distinction the tables provide. During discussions, the following seating variables were noted which impact the ability

of this private ferry

service to attract and retain customers

.

 The length of the routes customers travel.
 The customer e xpectations to be able to sit down or the need to sit down.
 The degree h ot, cold, and rainy weather conditions increase the demand for interior seating on particular routes.
 Expectations as a ferry customer could be different from customers using the vesse l as a tour boat or for a corporate event.
 To what degree can dissatisfied customers use other comp eting sources/modes of transportation and recreation. Option 2

- The ferry

representative estimated that lengthening the vessel b y three feet would add 10 seats which would restore all the lost seats and end up with a net gain of three seats . However, this action would:

 In crease the main deck square footage b y 4.2 percent at a cost of $ 59,700 to $ 119,500 (average of $89,600) for materials and labor, and a one time redesign

7 The ferry representative questioned the need for three wheelchair spaces as he could not recall a situation when more than two wheelchair spaces were needed and noted that passengers use the aisles and are not restricted to seats when underway.6 cost of $ 215,100 to $ 310,600 (average of $262,900) , for a total cost increase of $ 274,800 to $ 430,100 (average of $352,500) , excluding the access improvements shown below

.  In crease the total vessel cost by an additional $ 3 2 ,100 to $ 4 2,9 0 0 ( average $ 3 7 , 6 00) for access improvements not incorporated into the 3 foot extension work which were made in option 1.
 In crease annual fuel consumption

– If the vessel maintains the current service speed of 25 knots, option 2 is estimated to increase annual fuel consumption by 6.6 percent which equates to 4,260 gallons (at $ 3.89 /gallon equals a $ 16,600 increase). This also increases annual engine maintenance expenses by $ 29,900

. However, if the vessel maintains the same engine output (same RPM) which w ould slow the vessel b y 0.55 knots because of the added vessel weight and therefore increase the travel time between stops, option 2 is estimated to increase fuel consumption by

3 percent which equates to 2,105 gallons (at $ 3.89 /gallon equals an $ 8,200 inc rease). This also increases annual engine maintenance expenses by

$ 11,900 to $17,900

.  Increase seating by

three seats (99 total seats in the cabin) and would potential ly increase revenue to possibly cover the above increases in annual operating expenses.


### Actions **That Incur Additional Costs But Do Not Have Significant Impact**  **s 2**  **. Ceiling and Door Heights**  **, and Ceiling Grab Rails**  The main deck cabin has a ceiling height of about 79 inches. Within the cabin, two grab rail s are mounted on the ceiling (on e along the inboard side of the two fore/aft seating aisle s ) and are about 75 inches off the deck surface. Aisle access ways run beneath the grab rails and connect the seats in the center of the cabin to the two fore/aft aisles. The four exterior doors o f the cabin have vertical clearances of about 76 inches. Door closers reduce the door opening s to about 75 inches at the hinge sides. The proposed guidelines require all passenger circulation paths to have vertical clearances of 80 inches minimum , but do or closers and door stops are permitted to be 78 inches minimum above the deck surface. V204 and V307.4. The ferry representative proposed in the new design s to raise the ceiling height to 80 inches , and modify

the ceiling mounted grab rails 8 , so that the rails are not continuous and are not located over the aisle access way s 9

. The new designs are also proposed to have vertical clearances of 79.5 inches beneath the door stop s and 7 9 inches beneath the door closure s . The ferry

representative estimates that raising the ceiling will not have an impact on the stability

of the vessel, its air draft, and the number of passengers permitted on the second deck. The se actions are estimated to increase the cost to construct the new

8 Bad weather may place all 149 passengers in the main deck cabin which means many passengers are standing in the two aisles and need the grab rails for stability due to the motion of the vessel. 9 Aisle access ways are the circulation paths which run in front of the fixed seats and are perpendicular to the two fore/aft aisles.7

vessel by $ 7,200 to $ 11,900 (average of $9,600) for grab rail changes and $ 6,000 to $ 11,900 (average of $9,000) for the door and other ceiling changes

. **3 .**  **Door Maneuvering Clearances and Thresholds**  Passenger circulation paths (including doors and entry gates) on the main deck which connect the bow entry

point and entry

points near the stern have clear widths of at least 36 inches. The bow and stern entry points also function as the evacuation stations 10 of the vessel. From the main deck cabin, two exterior doors serve the bow and tw o serve the stern. All four are equipped with closing devices and passenger operated latche s . To meet the accessible route requirements, the proposed guidelines require in the new vessel design that at least one door at the bow and stern be accessible

. V206.2.3 and V206.4. In addition , to meet the accessible means of escape requirements, one additional door at the bow must be accessible 11 . V207. 1

. The se three doors which are part of an accessible route or accessible means of escape need additional sp ace for maneuvering clearances and lower thresholds. Maneuvering Clearances

- At the two bow doors, the ferry representative proposed in the new design s to remove one fixed seat from the first c abin seating rows on the outboard side of each door (two se ats total) to provide the necessary 12 inch es of latch side clearance on the push side of the doors. On the pull side, the bike storage facilities are proposed to be moved to provide the 18 inch es of latch side clearance. For the portside stern door, on the pull side (exterior) , because of engineering complications in addressing engine room ventilation, the door is proposed to be shifted in the new design s toward the starboard side about six inches to provide the 18 inches of latch side clearance. On the push side of the door (interior) , one fixed seat i s proposed to be removed to provide 12 inches of latch side clearance

. Due to the six inch shifting of the portside stern door and the need to widen the toilet room ( discussed below) , the starboard side s tern door is proposed to be removed from the new design s . Therefore, in the new design s , onl y one door to the stern is proposed to be provided. The ferry representative noted passenger circulation complications by onl y having one stern door, but the impact to make the vessel wider was unacceptable , particularl y regarding fuel consumption 12

. The ferry representative also noted that the second stern door is not required b y the US Coast Guard for means of escape purposes.

10 Evacuation station is the end point in a path of escape travel on a passenger vessel and evacuation stations include life boat embarkation stations, life raft embarkation stations, or other places where passengers depart the vessel in an emergency. 11 The US Coast Guard only requires one means of escape (MOE) from the main deck cabin to the stern and one to the bow . However, because of the location of the bow

- centerline wheelchair space cabin and its entry from the starboard side, a second door to the bow must be part of an accessible means of escape (AMOE) to pro vide a substantially equivalent level of protection for the AMOE as provided for the MOE. V207.1. 12 Making the vessel 4 feet wider is estimated to increase fuel consumption by approximately 9 percent if current speed is maintained, or by 4 percent if curr ent engine RPMs are maintained and the vessel traveled 0.75 knots slower but travel time between stops increased. Other construction related costs increased between $334,500 and $503,000.8

Thresholds **13**

- At the three cabin do ors, the ferry representative proposed to provide thresholds 1⁄2 inch high with beveled sides. A specialized gasket material would control leakage at these weathertight doors. In addition, mud/drainage pans on the inside of the doors (which exist in the original design s ) are proposed to be modified so as not to create a change in level within the door maneuvering clearances. The ferry representative estimated the action to change the thresholds at these three doors would increase the cost to construct th e new vessel by $12,000 (about $4,000 per door). An estimate regarding the maneuvering clearances is not provided, as its estimate d cost is included in the work related to providing wheelchair spaces in the forward part of the vessel and work related to the toilet room, and s nack bar in the after part of the vessel. **4 . Life Jacket Storage**  The only passenger storage facilities on the vessel are for lif e jackets. Life jackets accessed b y passengers are stored under each passenger seat in the vessel and, intended to be accessed onl y b y crew, in lockers at the bow and stern. The proposed guidelines require that one of each ty pe of storage facility

used by passengers be accessible in each space provided with passenger storage facilities. V225.2. The ferry representative proposed in the new designs, in the cabin at the port bow door, to replace the two outboard seats in the first row with one life jacket storage locker which complies with the guidelines. The lockers would have an aft facing hinged lid, set at a height of 24 inches off the deck surface, which could also function as two “high” bench seats. In addition, a similar accessible locker is proposed to be added to the second deck seating area 14 . The ferry representative estimated the cost of these actions would be minimal and would be included in the estimates provided for other actions in those areas.

13 The doors are not required by the US Coast Guard to have coamings but must be weathertight. 14 Although vertical access is not required to the second deck, other requirements of the proposed guidelines still apply to that deck and section V225 would require at least one accessible life jacket locker.9

**5 .**  **Snack Bar** The service counter for the snack bar has a height of 42 inches. The proposed guidelines require that a portion of the service counter be no higher than 36 inches. V227.3 and V 904.4. However 15 , since the employee side of the counter is estimated to be less than 80 linear inches in length and the vessel’s largest deck is less than 3,000 square feet, the counter is not required to be accessible. V227.3 Exception. Because of the stair shifting toward the starboard side and eliminating the starboard stern door, the ferry representative also proposed in the new design s to shift the employee counter opening to the portside of the snack bar. With the shifting of the stair, the storage area beneath the stair is not as readil y usable by snack bar attendants and the microwave and coffee machine had to be moved. The ferry representative could not assign a value to this reduction in storage space usability and contemplated returning the employee counter opening to the portside, although quick movement by

the snack bar attendant to the stern area may necessitate the opening being on the port side

. (For estimated cost of the snack bar action s ee toilet room discussion below.)

15 The 2008 draft cas e study had the counter being made accessible. The updated study result is based on a new exception in the proposed guidelines. V227.3 Exception.10

**6 .**  **Toilet Room** The toilet room is accessed through a sliding door from the exterior area at the stern of the vessel. The toilet room is about 90 inches long and 49 inches wide. The proposed guidelines require in the new designs that this toilet room be accessible and require a portion to have minimum clear width of 60 inches to contain the clearance required for the water closet and turning space. V213.2, V603.2.1 and V604.3.1. The ferry

representative proposed to increase the width of the toilet room. Because of clearance restrictions at the portside stern door, the toilet room is proposed in the new designs to be widened toward the starboard side which push ed the second deck stair to the starboard side . This action blocked the starboard side stern door which was then proposed to not be included in the new design s . The ferry representative estimated the actions regarding the toilet room, snack bar, and stair shift increased the cost to construct the new vessel by $ 6,000 to $ 11,900 (average of $9,600)

. In option 2, this cost is not included because it is captured in the lengthening cost. **7 .**  **Emergency Communications and Assistive Listening System**  The vessel is assumed to have no audible general emergency alarm s ys tem. Therefore, the proposed guidelines would not require a visible alarm s ys tem. V215. Because the vessel at times functions as a touring vessel, the 146 assembl y seats are provided with amplified communication over the public address s ys tem which is integral to the use of the seating area s . The proposed guidelines require an assistive listening sy stem (ALS) be provided and that includes six receivers, two of which are hearing

- aid compatible. V219.2 .1 and V219.3. Itis estimated a permanently installed AL S which would serve the seating areas on the main and second deck and the necessary number of receivers would cost 16 $ 4,700

.

16 The assistive listening system ( ALS ) cost has been updated from the 2008 draft case study. The new ALS’s estimated cost is $4,700; it requires 6 quality receivers with headsets/neckloops ($1,700), one FM transmitter with related support material ($1,400), and engineering, installation, and other expenses ($1,600).11

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.



### Other Outcomes **8 . Accessible Route Between Decks**  The main deck and second deck are connected only b y a stair at the stern. As the second deck is not an entry

de ck, the proposed guidelines do not require an elevator or other means of vertical access to the second deck. V206.2.1 Exception 1. **9 . Stair**  The stair to the second deck has treads and risers which equates to a st air slope of about 39 degrees. The st air is also assumed to be part of a means of escape (MOE) required b y the US Coast Guard from the upper deck to the main deck and accessible MOE required by these proposed guidelines

. V207.1. Under the proposed guidelines, no changes are required to the stair in the new designs. **1 0**  **. Passenger Boarding System** The case study

did not evaluate the impact of the proposed guidelines on the passenger boarding s ys tem used at the various places passengers would embark and disembark the vessel. **1 1**  **. Fuel Cons**  **um ption and Vessel Stability Impacts**  The ferry representative estimated compliance with the proposed guidelines would not have an impact on the stability, and air draft of the new vessel, nor impact the number of passenger s permitted on the second deck. As noted in the seating discussion above, if the vessel had to be made longer under option 2 to regain most of the lost seats, the lengthening of the vessel by three feet is estimated to increase fuel consumption

. If the vessel maintains the current ser vice speed of 25 knots, option 2 is estimated to increase annual fuel consumption by 6.6 percent which equates to 4,260 gallons (at $ 3.89 /gallon equals an $ 16,600 increase). This also increases annual engine maintenance expenses by

$ 29,900

. I f the vessel maintains the same engine output (same RPM) which would slow the vessel b y 0.55 knots because of the added vessel weight and therefore increase the travel time between stops, option 2 is estimated to increase fuel consumption by 3 percent which equates to 2,105 gallons (at $ 3.89 /gallon equals an $ 8,200 increase). This also increases annual engine maintenance expenses b y $ 11,900 to $ 17,900

.12 

### Summary The ferry representative estimated the cost for constructing the vessel based on the original designs to be approximately $2.6 million in 2006 dollars , updated to $ 3.11 million in 2011 dollars

. Because of the seating impacts, the ferry representative provided estimates for two options for the new designs. Option 1

- Based on the footprint of the vessel n ot changing, the option resulted in the cabin losing seven fixed seats and the starboard side stern door, and making it more difficult to use the storage space under the stern stair. The ferry representative estimated an annual loss of $ 134,500 in passeng er revenue would occur due to the loss of the seven fixed seats. Under this option, the ferry representative estimated that the proposed designs to meet the proposed guidelines would add from $ 44,200 to $69,300 (an average of $55,600) to the vessel’s cons truction costs, or a 1.4 to 2.2 percent increase. Costs are summarized below. **149 Passenger High Speed Ferry (Option 1)** 2006 Estimate 2011 Estimate (rounded/avg

. ) Construction Cost (original vessel) $2.6M $3.11M Raising cabin ceiling and door heights 5 ,000

- 10,000 9,000 Threshold changes at three exterior doors 12,000 14,300 Make Grab Rails Along Center Seating Section Intermediate 6,000

- 10,000 9,600 Other Changes in the Forward Part of the Ferry (seating, door maneuvering clearances, life jacket box) 5,000

- 10,000 9,000 Other Changes in the After Part of Ferry (toilet room, stair, snack bar, door maneuvering clearances) 5,000

- 10,000 9,000

Assistive Listening S ys tem (updated) Revised 4,700 **Total (% increase) $3**  **6,9 00**  **- $5**  **5,9 00** 

**(1.4%**
**- 2.2%)**  **$55,6 00**  **(1.8%)** Option 2

– Th is option increased the length of the vessel by three feet to return the cabin seating area to 96 seats (actuall y 99 could be provided). The ferry representative estimated the cost of the vessel would increase by $ 307,100 to $ 475,500 (average of $390,100) , an increase of 10 to 15 percent. Excluding the one time redesign cost, the increase would be $ 92,000 to $164,900 (average of $127,200) , or about 3 to 5.3 percent. It is possible with an increase in cabin seating additional revenue may cover the increase in annual operating expenses noted below. Costs are summarized below

.13

**149 Passenger High Speed Ferry (Option 2)** 2006 Estimate 2011 Estimate (rounded/avg

. ) Construction Cost (original vessel) $2.6M $3.11M Redesign o f Vessel to Add 3 Feet (one time) 180,000

- 260,000 262,900 Adding 3 Feet 50,000

- 100,000 89,600 Raising cabin ceiling and door heights 5,000

- 10,000 9,000 Threshold changes at three exterior doors 12,000 14,300 Make Grab Rails Along Center Seating S ection Intermediate 6,000

- 10,000 9,600 Assistive Listening S ys tem (updated) revised 4,700 **Total (% increase) $257,000** 
**- $398,000**  **(10%**
**- 15%)**  **$3 90,1**  **00**

**(12.5 %)**  **Access Cost**

**– Excluding The One** 
**- Time**  **Redesign Cost (3 rd**  **row)**

**– Total (%**  **increase) $77,00**  **0 -**  **$138,000 (3%** 
**- 5**  **.3 %)**  **$1 27,2**  **00**

**(4.1%)** If the vessel maintains the current service speed of 25 knots, option 2 is estimated to increase annual fuel consumption by 6.6 percent which equates to 4,260 gallons (at $ 3.89 /gallon equals an $ 16,600 increase). This also increases annual engine maintenance expenses by

$ 29,900

. I f the vessel maintains the same engine output (same RPM) which would slow the vessel b y 0.55 knots because of the added vessel weight and therefore increase the travel time between stop s, option 2 is estimated to increase fuel consumption by 3 percent which equates to 2,105 gallons (at $ 3.89 /gallon equals an $ 8,200 increase). This also increases annual engine maintenance expenses b y $ 11,900 to $ 17,900

.