Quantitative Procedures for Designing and Operating Ferry Services (2023) / Chapter Skim
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Chapter 2 - Fundamentals of Ferry Capacity
Chapter 2 - Fundamentals of Ferry Capacity
Pages 11-30
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for passenger-only and vehicle ferries. The following sections describe how the vessel design, regulations, route and operating conditions, fleet size, and the vessel–terminal interface affect ferry system capacity.
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is considered a small passenger vessel, whereas a vessel greater than 100 GT is considered a large passenger vessel. Small passenger vessels are generally subject to less stringent rules related to crewing and lifesaving requirements than large passenger vessels, leading to lower-cost vessel construction requirements and lower operating costs.
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and emissions level targets may affect vessel capacity -- how much space is required for propulsion or charging equipment, how fast a vessel can make a round trip, and how long may be needed in between sailings (dwell time) for refueling or charging.
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• Sea states and weather conditions: For routes that travel through open water, vessels may be designed or equipped to aid in a comfortable passenger experience during times of wind and wave action, and larger vessel sizes may be required. In areas where ice may be present during winter conditions, vessels with ice-breaking capabilities may be required.
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For some passenger ferry services, capacity must be balanced and coordinated with the capacity of multimodal connections. • Vessel–terminal interface: Vessel capacity is also directly related to terminal facilities, including both the landing infrastructure that must be compatible with the vessel size and design and the capacity of connecting terminal spaces.
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Guidance for calculating capacity requirements for passengers and vehicles is included in Chapters 3 and 4. Vessel Berthing Capacity The TCQSM provides methods for calculating vessel capacity (the maximum number of vessels per hour)
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More information on passenger flows and best practices for managing passenger throughput are presented in Chapter 3, while information for vehicle flows is presented in Chapter 4. When planning terminal capacity, operators must decide whether they will design to the peak demand level, meaning that they plan their facility to accommodate passenger and vehicle demand at all times, or whether they will design to a level lower than peak demand, meaning that demand is anticipated to exceed capacity some of the time.
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Vehicle Facilities Vehicle ferry operators use different standards for planning terminal capacity for vehicle holding and circulation. These standards are typically based on a factor of how many vehicles are carried in one sailing (addressed in more detail in the Vehicle Terminal Capacity Planning and Minimizing Dwell Time section of Chapter 4)
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• Energy storage: Rapid charging of an electric vessel during scheduled dwell times can create a power draw that is too large to be accommodated by most local utilities. Operators can overcome this issue by implementing an energy storage system at the terminal that allows electricity to be drawn continuously at a lower power level and stored to rapidly charge the vessel when it is connected.
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The total trip time equals the sum of the time required to com plete each of the activities in the figure that are required for a trip segment. Operators have opportunities to influence the time required to complete the trip segment activities outlined in Figure 3 through infrastructure design and operational choices, such as terminal design, vessel layout, and vessel speed.
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Crew Shift Changes and Vessel Refueling Dwell times during crew shift changes may be longer than during other times of the day. Shift change procedures vary greatly among operators, as do the roles and duties of crew before and after shift changes.
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Vehicles Multiple-lane For larger vehicle vessels, dwell time can be significantly reduced by loading/unloading increasing the number of vehicle lanes that can simultaneously load and unload. Multiple vessel berths For terminals serving multiple vessels, increasing the number of vessel berths reduces the risk of arriving vessels waiting to land at an occupied berth.
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Impact of Ridership Types Findings from the operator questionnaire indicated that no responding operators tracked data on the comparison of service during regular commute times to service focused on recreational or special-event users, although several operators reported anecdotal evidence that dwell times during the commute windows are noticeably shorter and more consistent than dwell times during weekends or special events. During the commute windows, travelers are typically regular ferry commuters familiar with queuing and fare payment processes, and passenger or vehicle traffic is normally only heavy in one direction.
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. In addition to the dwell time required by each vessel, other variables can affect the berthing capacity and arrival time at the terminal: • Environmental considerations: The presence of sensitive shorelines can affect the speed at which vessels approach the dock as well as the space available for maneuvering near the berth.
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Governance and Funding The mechanism through which ferry services are funded, owned, and operated is known as governance. How a ferry system is governed can affect the service levels and assets necessary to operate service that, in turn, determine the system capacity.
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• Level of service: The governing agency has direct control over all aspects of the service, including fare levels, service schedules, and performance measurements and targets. For systems governed through public–private partnerships or direct agency delivery, multiple state, federal, and local sources can be used to fund operating costs, such as through tax dis tricts and levies, and capital costs through grants from state and federal agencies, such as state department of transportation agencies and the FTA or FHWA.
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The relation ship of fare payment options to terminal capacity planning and dwell time requirements is further discussed for passengers in the Fare Collection and Passenger Counting section of Chapter 3, and for vehicles in the Expediting Fare Collection and Passenger Counting section of Chapter 4. • Mandated service levels: Minimum levels of service for a ferry system may be established by its governance.
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Backup vessel requirements may be complicated by varying vessel size needs for different routes within the same system. Determining the necessary spare vessel ratio is a policy deci sion dependent on risk tolerance for maintaining scheduled service and funding.
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On-time performance Percent of trips departing 91% within 10 minutes of British Columbia scheduled departure time Ferry Services Inc./BC Employee safety (Frequency x severity) / 0.39–0.60 Ferries1 index 1,000 Customer safety Number of passenger 6.90–11.90 index injury incidents / 1,000,000 passengers On-time performance Departure within 5 98.6% King County Marine minutes of scheduled Division/King County sailing time Water Taxi Reliability Number of completed 98% trips On-time percentage Arrival no more than 5 94% minutes after the scheduled time Departs no more than one minute before scheduled time Completed trip Arrives at landings within 97% NYCEDC/NYC Ferry percentage 30 minutes of scheduled arrival Level of service Service frequency Aim to provide service approximately every 30 minutes at peak times, and every 60 minutes at off-peak times Washington On-time performance Percent of trips departing 95% State/WSF within 10 minutes of scheduled time WETA/San Francisco On-time performance Arrives no more than 10 95% Bay Ferries minutes later than scheduled arrival *
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. Vessel design must take into consideration the size needed to accommodate future demand levels without oversizing the vessel and incurring unnecessary operating costs.
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