US Access Board – Rail Vehicle Accessibility Advisory Committee Subcommittee for Interior Circulation and Seating Matrix 1/15/2015

#

Vehicle

Type

Features

Doorw

ay 

width, 

exterio

r

Doorway width, between 

cars

Route 

to 

Mobilit

y Aid 

Seating 

Locatio

n, clear 

width

Vestibule 

width

Clear 

Mobility 

Aid 

Seating 

Location 

(minimu

m in 

inches)

Overlap of 

clear space

Number 

of 

Mobility 

Aid 

Seating 

Location 

spaces

Handrails, 

stanchions

diameter* 

(inches)

Knuckle 

clearan

ce

(inches)

Seat 

Handl

es and 

railing

s Fair 

box 

gua

rd

Maneuverabil

ity near doors

Maneuverabilit

y at seating

space

(minimum in 

inches)

Service animal 

space

Service 

animal 

quanti

ty

Accessibl

e seating 

details

1 Rapid Rail (Subways) 32” 

min

30” min

(if 30” aisles) 32” min N/A 30 x 48 2 1.25 - 1.5 1.5" min N/A

Attention to 

ensure 

maximum

None None

2 RVAAC

32” 

min 

Note 1

32” except at cab ends of 

transit cars; 30”

Note 2 

Note 7

32”

44” Clear 

across 

width of car

Note 5

32 x 54 /

32 x 59

Note 3

6” at 12” 

high

2

1.25 – 1.5” 1.5”

Yes,

note 

22 N/A Note 6 b,c

60” diameter 

circle 

Note 7

14Wx38Lx16H 2

Notes 

16,17

3

Light Rail

(includes New Streetcars) notes: 

8,9,10,11,13,14

32” 

min

30” min

(if 30” aisles) 32” min N/A 30 x 48 6” at 12” high 2 1.25 - 1.5 1.5" min Yes

Attention to 

ensure 

maximum

None None

4 RVAAC 32” 

min

32” min, Note 7 32” min N/A

32 x 54 /

32 x 59

Note 3

6” at 12” 

high

2

1.25 – 1.5” 1.5”

Yes,

note 

22

Yes Note 6 b,c

60” diameter 

circle 

Note 7

14Wx38Lx16H 2

Notes 

16,17

5 Commuter Rail 32” 

min

30” min

(if 30” aisles) 32” min 42" 30 x 48 6" at 9"H 1.25 - 1.5 1.5" min N/A None None

6 RVAAC 32” 

min

32” min, Note 7 32” min

Note 

20

44” 

Note 5

32 x 54 / 

32 x 59

Note 3

6” at 12” 

high

2

1.25 – 1.5” 1.5”

Yes,

note 

22

N/A Note 6

60” diameter 

circle 

Note 7

14Wx38Lx16H 2

Notes 

16,17

7

Intercity Rail Cars

High Speed Train Sets

Notes: 14,

32” 

min 32” min 32” min 42" min 30 x 48 6" at 9"H

1, no 

more

than 2

1.25 - 1.5 1.5" 

min N/A

Sufficient 

turning and 

maneuvering 

space

None None

8 RVAAC 32” 

min

32” min, Note 7 32” min

Note 

20

44” 

Note 5

32 x 54 / 

32 x 59

Note 3

6” at 12” 

high

2

Note 4 1.25 – 1.5” 1.5”

Yes,

note 

22

N/A Note 6

60” diameter 

circle 

Note 7

14Wx38Lx16H 2

Notes 

16,17,18

9

PRIAA Single Level

(intercity) 32” min 32” min 32” min 44” min 32 x 59 6" at 9"H 1 1.25 - 1.5 1.5" min N/A 32 x 59 14Wx38Lx16H 2

1

0

PRIAA Bi-Level

(intercity) 32” min 32” min 32” min 44” min 32 x 59 6" at 9"H 1 1.25 - 1.5 1.5" min N/A 32 x 59 14Wx38Lx16H

1

1

RVAAC 32” 

min

32” min, Note 7 44” 

Note 5

32 x 54 / 

32 x 59

Note 3

6” at 12” 

high

2

Note 4

1.25 – 1.5” 1.5”

Yes,

Note

22 

N/A Note 6

60” diameter 

circle 

Note 6

14Wx38Lx16H 2

Notes 

16,17,18

,
US Access Board – Rail Vehicle Accessibility Advisory Committee Subcommittee for Interior Circulation and Seating Matrix 1/15/2015

*Current building guidelines require 11⁄4 -2 inches outside diameter for handrails.

Notes:

1. Discussion of how to achieve clear openings with two-leaf doors (Committee would like industry input from door and vehicle manufacturers to determine the most practical and reliable 

solution based on the issues listed below.)

2.

The key issue of this issue is that passengers can get stuck on trains and carried to distant stations and returning to the intended station can be difficult and/or dangerous. Regulating the size 

of door components may not solve the problem since any door opening system can and will fail in time. The key to avoiding the problem of getting trapped is to have immediate 

communication available between the passenger and operator so that the passenger can be let out of the car and the door locked out until it can be serviced. The Subcommittee would like 

to solicit comment from industry representatives in order to make final recommendations.

Possible recommendations:

a. Bi-parting doors should have at least one leaf that opens to a clear width of 32”

b. Door leaves interlocked so that a functioning door always opens both leaves

c. Both leaves must have an emergency release feature in case one leaf is obstructed or damaged so that it cannot open

d. Communication method / device provided at the door area to alert the driver/operator to ensure passengers do not get stuck on the car because of inoperative doors. (Device location 

must comply with requirements for reachability of controls from a wheelchair.)

3. Cab ends of transit cars such as subways, MU cars and Commuter cars may have legitimate conditions that impact the end doorway. Those conditions are: system clearance, structural 

requirements, the operator having appropriate physical space and the operator’s safe field of vision. 

Proposed: The Cab ends of vehicles that may be used coupled within a train:

a. Cab ends of transit cars such as subways may have 30” clear openings if there is a legitimate issue for the operator having appropriate space and creating a wider path adversely 

impacts the operator’s safe field of vision. 

b. MU cars and Cab Cars, regardless of mode may have end doors of 30” if there is a legitimate issue for the vehicle operator having appropriate space and creating a wider path

adversely impacts the operator’s safe field of vision. Movement through this doorway shall not be necessary for an individual to get to accessible seating space.

c. If the path from accessible areas to the cab-end door is required as part of the vehicle’s accessibility then the minimum clear dimension of the doorway is 30”. Only safety devices may 

overlap the path through the doorway by a maximum of 2” at or above 34” minimum from the floor.

4. 32” x 59” is required when the space is confined on 3 sides to insure adequate maneuvering space. Rules for the overlap of space by fixed objects apply to this dimension.

5. Some quantity of seats should be easily removable or convertible to temporarily accommodate groups of individuals using wheelchairs. There should be some definition of the quantity of 

seats that should be removable per vehicle by mode. Removing or converting seats should not generate conflict with other requirements for accessibility and where conflict occurs the 

applicable requirement should be waived. Depending on the mode, convertible seats may have reduced functionality. This is especially true of more complex seats used in intercity trains 
US Access Board – Rail Vehicle Accessibility Advisory Committee Subcommittee for Interior Circulation and Seating Matrix 1/15/2015

where the added mechanical function interferes with other comfort features. The convertible seats will likely fall into the area where the seats need to be transfer seats. There should be 

language to address this possibility.

Operational practices are not part of the RVAAC responsibility, however by requiring removable or convertible seats there is an implied, if not defined, requirement for a provider to offer a 

seat removal plan and service. Depending on the mode or the nature of the operation, the impact to the provider could be substantial. In the absence of a policy for the provision of service,

equipping vehicles is irrelevant. As an example, many but not all of Amtrak’s cars use a seat track system that allows for seats to be easily removed but the policy for removing seats for 

groups has not been consistent. In the case of Tier II trains the structural requirements for attaching seats makes removing seats especially difficult. In the case of transit systems where 

vehicle availability and seat volume is more time-of-day critical the logistical problems of managing a car with missing seats could dramatically impact the system’s ability to provide its 

service. Examples of what type of group movements should be reviewed and community and industry input solicited in order to craft more defined language for the NPRM. 

6. Vehicles with vestibules and those without have different entrance path needs due to the physical arrangement of the entrance area.

a. Vehicles that have defined walls that establish a “vestibule” separate from passenger occupied space should be 44” wide over the most restrictive protrusion where 90 degree or 

similar turns are required immediately upon entering the vehicle. If the vestibule is arranged to allow a free-flowing path into the passenger area or aisle leading to that area, then the 

most restrictive width of the vestibule near the door may be less than 44” but in no case can the unobstructed path to the accessible seating area be less than 32” . 

b. Vehicles that do not have vestibules or otherwise physically defined separation between entrance areas and passenger occupied areas and require 90 degree or similar turn to reach 

the accessible seating space, must have a clear path dimension across the vehicle free from panels or stanchions at least 44” wide. This path should be a straight line across the 

doorways. The intent of this is to insure that people in mobility devices can quickly move onto the vehicle but at the same time not over defining vertical stanchions to the point that 

ambulatory safety is compromised.

(The opinion expressed generally by community members is very much in favor of recommending the clear projected space 44” wide across the vehicle, assuming that the doors are 

directly across from each other as is most common. The most expressed concern is that during heavy loadings it can be difficult or impractical for passengers using wheelchairs to move 

into designated spaces or move off of the train efficiently. Stanchions (poles) that accumulate standees make maneuvering into the car very difficult. Unfortunately the courtesy that 

might be afforded to passengers in certain regions or communities cannot be predicted or relied upon. Regulation is often an unfortunate necessity to insure that what should be basic 

courtesy in civilized society is guaranteed, particularly when some people may not be able to exercise the options available to the general public. We have seen during the course of the 

RVAAC’s work that while one provider has found that removing or rearranging stanchions improved overall circulation other systems are concerned that safety may be compromised. 

While it is most likely that the subcommittee and full committee would recommend the clear 44” dimension across the car, perhaps the Access Board could best serve the community 

and providers by considering studies, modifications and procurements that are underway before generating the proposed rule for this situation. Often changes that seem impractical or 

inefficient create unintended positive consequences such as those experienced by the Washington, DC Metro. Other providers and builders are seeing a shift to reducing vertical 

stanchions in door areas to improve general passenger flow on and off of the cars.)

Two particularly good comments during the 12-11-14 meeting were “Design can work against controversy” and “Defined positions encourage bad habits )

c. Handholds provided adjacent to doors to aid boarding and alighting passengers whether in wheelchairs or ambulatory may be at the 32” minimum or 6” less than the clear door 

opening apart, whichever is greater. Vertical handholds intended as boarding aids that project into the clear door opening should terminate no lower than 34” from the floor. ( this is 

to address concern was expressed at the 9/11/14 that handrails or stanchions close to the door would encourage congregating by the door but such handrails can be critical to safe 

boarding.)

d. Whenever practical, vertical hand holds should terminate a minimum of 34” from the floor or follow the guidelines for object that protrude into defined floor space. An example 

would be a vertical hand hold (stanchion) at a seat that blends into the seat at 34”. Optionally if the stanchion must go to the floor then the floor mount is set back 6” from the path of 
US Access Board – Rail Vehicle Accessibility Advisory Committee Subcommittee for Interior Circulation and Seating Matrix 1/15/2015

travel and the transition back to vertical is made at or above 9”. This concept is help provide improved movement by people using wheelchairs particularly during high demand 

periods where compliant paths are crowded with passengers. In no case should the offset be in a walking path where it could create a tripping condition.

7. A 60” maneuvering circle must be provide at each Mobility Aid Seating Location to insure that the passenger can maneuver the wheelchair into the seating location. The circle may overlap 

the aisle, Mobility Aid Seating Location and other maneuvering locations. The purpose of the maneuvering circle is to ensure that a passenger can turn to face their desired direction of travel 

and exit the Mobility Aid Seating Location toward the door in which they entered the vehicle.

8. Overlap of clear path between cars. Safety devices for use by railroad crews are often located at the ends of cars and in some cases such as lever type hand brakes, have geometric

dimensions and locations that are critical to safe operation particularly during emergencies. Once such device is the lever type hand-brake that has a maximum pivot height determined by 

other governing bodies. As a result:

Proposed

a. Protrusions into the clear aisle /doorway between cars must be at least 34” above the floor of the vehicle and may protrude no more than 4” See 36CFR1191, appendix A, 404.2.3

b. Protrusions into the may not continue for more than 12” longitudinally and may not occur simultaneously on the opposite side of the path. 

c. Protrusions must be separated longitudinally by a minimum of 20”. This assumes two coupled cars with the same end configuration

9. Historical or Heritage vehicles Streetcars are included in light rail. Replica and rehabilitated cars with a capacity of “x” or less are the same as light rail except for seating locations. Cars with a 

capacity of more than “x” s are the same as light rail (Industry comment and recommendations are requested to generate a valid capacity and or vehicle size. This should include 

recommendation for loading definition such as normal, crush loading etc.)

10.Monorails in transit service are subject to the same requirements as light rail systems. Some exception may be needed for wheel intrusion on straddle beam vehicles.

11.Automated Light Rail Transit (ALRT), Automated Guideway Transit, (AGT), Skytrains, etc are subject to the same requirements as light rail systems. 

12. Cable Tramways service are subject to the same requirements as light rail systems.

13.Cog Railways are subject to the same minimum requirements as light rail systems

14.Incline planes / funiculars with 16 or fewer passenger must have one accessible seating location; vehicles with more than 16 passengers are subject to the same minimum requirements as 

light rail systems

15. Maglev (Magnetic levitation and propulsion) with capacity of more than 16 passengers and operation exceeding 60 MPH will comply with the requirements of intercity rail. Vehicles on 

systems with vehicle capacity of 16 passenger or less and /or operating less than 60MPH must comply with the requirements for Automated Guideway Trainsit (AGT).

16. Personal Rapid Transit (PRT) . Each car must be accessible with 32” entry doors and one accessible seating location. Otherwise PRT’s will comply with Light Rail requirements.

17.Seats considered transfer seats must have a seating surface that is at least 17”- 19” above the finished floor. Bolsters or other cushion features must not extend above19” to avoid hindering 

transfer.

18. Seats considered transfers seats with armrests must include armrest that rotate out of the way so as not to inhibit transfer. When rotated out of the way, the armrest must be at least 1⁄2 inch 

behind the surface of the seat back. Armrests must be designed to remain in the upright or down position during normal train motion.

19.Sleeping car seats , food service seats, dining car seats or other seats intended for occupancy by persons who wish to transfer from a wheelchair must be at least 17”-19” above the finished 

floor. No portion of the seat frame or shrouds may extend beyond the passenger surfaces of the seat bottom or back.

20. Service Animal space may be overlapped by fixed objects by 6” at 12”H and 12” at 16”H. Service Animal Space may overlap other defined floor space by a maximum 6” longitudinally and 

transversely. This should be reviewed physically to make sure that the measurements are appropriate. A short study involving live animals and their owners should be performed to make sure 

that the space is comfortable and safe for the animal and passengers. Likewise if the space is found to be oversized then the overlap dimensions might be increased.
US Access Board – Rail Vehicle Accessibility Advisory Committee Subcommittee for Interior Circulation and Seating Matrix 1/15/2015

21.Vehicles that are semi-permanently coupled or otherwise provide coupled diaphragm passageways that provide continuous floor surfaces and that create no vertical shearing conditions 

found in conventional cars with diaphragms may be arranged so that only one of the vehicles contains an accessible restroom. Each car must have the required number of accessible seats. 

Further, only one of the cars must have a vestibule and side doors. In all conditions, the pathways between accessible spaces, vestibules and restrooms must meet the minimum 

requirements set forth for accessibility. (According to 42 USC 12162(a) (3) Intercity (Amtrak) coaches must have accessible seating spaces AND an accessible restroom. This does not 

eliminate the possibility of a car builder or Amtrak from applying for equivalent facilitation.)

22. Handrails, hand holds or similarly functional devices should be included on passenger seats. The purposes of such devices are:

A. Provide a discreet firm point for passengers to safely navigate to their seat or other amenities while the train is in motion.

B. Provide a safe condition for standees when other railings, loops or stanchions are unavailable.

C. Assist passengers in standing up from their seats.

Depending on the Mode, vertical stanchions should be included adjacent or as part of the seat at every other seat. Modes not subject to standee conditions as part of normal operation or 

where rotating or changeable seats are used are not required to include vertical stanchions.