1

149 Pax High Speed Ferry Case Study (Private Entity)

June 25, 2013

Introduction

The vessel was constructed in 2005 and is a catamaran style passenger-only ferry which 

is certified to carry a maximum of 149 passengers. 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 hinged gates at the bow and less than 1 percent of the time1from two 

crew operated sliding gates (one on each side of the vessel near the stern). An

enclosed cabin occupies most of the main deck and contains fixed passenger seating, 

a snack bar and two wheelchair spaces with companion seats. Two forward doors 

connect the seating cabin with the uncovered bow area which is open to passengers

when the vessel is underway. Also, two rear doors connect the cabin with the 

uncovered area at the stern which is also open to passengers when underway. In the 

stern area, a sliding door provides access to the single-user toilet room and an 

uncovered stair connects the second deck.

Figure 1. Main Deck – Original Design

 

1 The side gates are used by passengers 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 578 square feet) 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

Methodology

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

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

draft passenger vessel accessibility guidelines3. The ferry representative proposed new 

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

much the new designs would add to a new vessel’s construction cost. 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 ferry representative has not reviewed the updates.

The ferry representative reported that the cost to construct the original vessel was 

approximately $2.5 million in 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, this 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 to the ferry representative) to provide most impact information 

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

process.

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

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 (generally, 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 (actually 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. It is 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 equals a $16,600 increase). This also increases annual engine maintenance 

expenses by $29,900. If the vessel maintains the same engine output (same RPM) which 

would slow the vessel by 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 by $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 

significant impacts, 2) incurred additional costs but did not have significant impacts, or 3) 

have other outcomes which should be noted. 

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

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

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

present major operational issues. An action is identified as incurring an additional cost 

but not having a significant impact where a specific cost can be attributed to the redesign 

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

Actions That Have Significant Impacts

1. Seating Areas

The vessel has two seating areas on the two decks with a total of 146 fixed seats. The 

main deck cabin contains 94 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 distance 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 wheelchair 
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space. When wheelchairs must be connected to forward bulkhead (wall) securement 

devices, wheelchairs would 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. V222.3.3. The guidelines require the wheelchair spaces to be dispersed in the 

seating area but can be dispersed in groups of two. V222.3.3 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 wheelchair spaces (each 

33 inches by 60 inches), with side approach, next to the portside cabin door. One 

wheelchair space, nearest the centerline of the vessel, 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 

position5, a 36 inch wide path connects the centerline 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 supported 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 each 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 Space - 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 space7, 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 increase in fuel expenses and construction costs to not lose 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 service 

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 

maneuvering clearances and thresholds section #3 below) which represents an additional 

estimated revenue loss of $57,600, a total annual revenue loss of $134,500 is 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 the 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 expectations to be able to sit down or the need to sit down.

 The degree hot, 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 

vessel as a tour boat or for a corporate event.

 To what degree can dissatisfied customers use other competing sources/modes of 

transportation and recreation.

Option 2 - The ferry representative estimated that lengthening the vessel by 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:

 Increase the main deck square footage by 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. 
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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.

 Increase the total vessel cost by an additional $32,100 to $42,900 (average 

$37,600) for access improvements not incorporated into the 3 foot extension work

which were made in option 1. 

 Increase 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 

would slow the vessel by 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 by $11,900 to $17,900.

 Increase seating by three seats (99 total seats in the cabin) and would potentially

increase revenue to possibly cover the above increases in annual operating 

expenses.

Actions That Incur Additional Costs But Do Not Have Significant 

Impacts

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 

rails are mounted on the ceiling (one along the inboard side of the two fore/aft seating 

aisles) 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 of the cabin have vertical clearances of about 76 inches. Door closers 

reduce the door openings 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 door 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 designs to raise the ceiling height to 80 

inches, and modify the ceiling mounted grab rails8, so that the rails are not continuous 

and are not located over the aisle access ways

9

. The new designs are also proposed to 

have vertical clearances of 79.5 inches beneath the door stops and 79 inches beneath the 

door closures. 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. These 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.
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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 stations10 of 

the vessel. From the main deck cabin, two exterior doors serve the bow and two serve 

the stern. All four are equipped with closing devices and passenger operated latches. 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 accessible11. V207.1. These three doors which are part of an accessible 

route or accessible means of escape need additional space for maneuvering clearances 

and lower thresholds. 

Maneuvering Clearances - At the two bow doors, the ferry representative proposed in the 

new designs to remove one fixed seat from the first cabin seating rows on the outboard 

side of each door (two seats total) to provide the necessary 12 inches 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 inches 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 designs 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 is 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 stern door is proposed to be removed from the new designs. Therefore, in 

the new designs, only one door to the stern is proposed to be provided. The ferry

representative noted passenger circulation complications by only having one stern door, 

but the impact to make the vessel wider was unacceptable, particularly regarding fuel 

consumption12. The ferry representative also noted that the second stern door is not 

required by 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 provide 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 current 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.
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Thresholds13- At the three cabin doors, 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 designs) 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 the new vessel by $12,000 (about $4,000 per door). 

An estimate regarding the maneuvering clearances is not provided, as its estimated 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 snack bar in the after part of the vessel.

4. Life Jacket Storage

The only passenger storage facilities on the vessel are for life jackets. Life jackets 

accessed by passengers are stored under each passenger seat in the vessel and, intended to 

be accessed only by crew, in lockers at the bow and stern. The proposed guidelines 

require that one of each type 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 area14. 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.
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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 V904.4. 

However15, 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 

designs 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 readily 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 see toilet room discussion 

below.)

 

15 The 2008 draft case study had the counter being made accessible. The updated study result is based on a 

new exception in the proposed guidelines. V227.3 Exception.
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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 pushed 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 designs. 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 system. Therefore, 

the proposed guidelines would not require a visible alarm system. V215.

Because the vessel at times functions as a touring vessel, the 146 assembly seats are 

provided with amplified communication over the public address system which is integral 

to the use of the seating areas. The proposed guidelines require an assistive listening 

system (ALS) be provided and that includes six receivers, two of which are hearing-aid 

compatible. V219.2.1 and V219.3. It is estimated a permanently installed ALS which 

would serve the seating areas on the main and second deck and the necessary number of 

receivers would cost16 $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). 
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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.

Other Outcomes

8. Accessible Route Between Decks

The main deck and second deck are connected only by a stair at the stern. As the second 

deck is not an entry deck, 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 stair slope of about 

39 degrees. The stair is also assumed to be part of a means of escape (MOE) required by 

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. 

10. Passenger Boarding System

The case study did not evaluate the impact of the proposed guidelines on the passenger 

boarding system used at the various places passengers would embark and disembark the 

vessel.

11. Fuel Consumption 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 

passengers 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 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. If the vessel maintains the same engine output (same RPM) which 

would slow the vessel by 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 by $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 not 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 passenger 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 construction 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 System (updated) Revised 4,700

Total (% increase) $36,900 - $55,900

(1.4% - 2.2%)

$55,600

(1.8%)

Option 2 – This option increased the length of the vessel by three feet to return the cabin 

seating area to 96 seats (actually 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 of 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 

Section Intermediate

6,000 - 10,000 9,600

Assistive Listening System (updated) revised 4,700

Total (% increase) $257,000 - $398,000

(10% - 15%)

$390,100 

(12.5%)

Access Cost – Excluding The One-Time 

Redesign Cost (3rd row) – Total (% 

increase)

$77,000 - $138,000

(3% - 5.3%)

$127,200

(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. If the vessel maintains the same engine output (same RPM) which 

would slow the vessel by 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 by $11,900 to $17,900.