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“1 - DRAFT RECOMMENDATIONS FOR VERTICAL MOVEMENT OF (etc.)”

DRAFT RECOMMENDATIONS FOR VERTICAL MOVEMENT OF

PASSENGERS USING WHEELCHAIRS OR OTHERWISE MOBILITY 

IMPARED

BETWEEN LEVELS ON INTERCITY PASSENGER CARS.

[Comment – Edits by Marilyn Golden, DREDF]

Guiding Principles:

• Features providing access for people with disabilities must be 

equivalent to those provided others in terms of functionality and 

aesthetics, and must not segregate individuals with disabilities. 

Accessible features should be the norm for everyone.

• There may not be restrictions on using any facilities or features until 

the train is stopped.

• Safety concerns must be balanced with the underlying civil rights 

principles of the ADA.

• Establishing policy mandates will drive the development of improved

generations of technology.

• All train cars should be accessible.

• Access Board guidelines should promote the development of 

technology, and not freeze current technology in place.

• Every circulation path used by the public needs an accessible route.

• We must consider the growing demographics (the graying of 

America) when we establish scoping for accessible features.

Proposal

The Interior Circulation Subcommittee of the Rail Vehicle Accessibility 

Advisory Committee of the U.S. Access board proposes that all newly 

constructed [confirm legal terminology] intercity bi-level passenger 

trains have some means of transferring passengers using wheelchairs, 

or who otherwise cannot negotiate stairs, between the levels. The goal 

is to expand the full rail travel experience for passengers who might 

otherwise miss out on key features of train travel. The upper level 

access will include an accessible restroom, accessible seating for 

transfers, wheelchair parking space and space to fold and store a 

wheelchair. The quantity of each type of space is to be determined. 

The type of seating is to be determined, i.e. lounge, dining etc. Stair 
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lift or vertical elevator style may be used.

(The need for an upper level restroom was questioned if there is a lift 

system because it will impact window space.)

Background

Bi-level long distance trains have existed in the United States since the 

Santa Fe Railroad’s “El Capitan” train commenced bi-level coach 

service circa 1956. However with only one known exception, there has 

not been access for wheelchair users or people who cannot reasonably 

manage the stairs between levels. In the late 1970’s Amtrak ordered 

and received bi-level “Superliners” from Pullman Standard to 

supplement or replace many of its aging single level cars. While the 

sleepers and coaches had wheelchair accessibility in the lower level, 

the diners and lounges did not. A subsequent order of similar cars 

ordered from Bombardier and delivered beginning in 1993 had 

accessible spaces in the lower level of all cars except the diners. Bilevel cars offer increased passenger capacity, weight savings and 

reduced vehicle overhead costs. Bi-level trains also reduce the length 

of passenger boarding platforms versus single level trains of the same 

capacity. 

The ADA of 1990 provided for accessible spaces on the lower level of 

cars and for dining to be provided at food service cars, or passengers’ 

coach seat or sleeper cars. There was no requirement or suggestion 

that second level access should be provided. Unfortunately a key 

positive feature of traveling in a bi-level car is the elevated vantage 

point of the second level for viewing the passing scenery. This is 

particularly true of the Sightseer Lounge which includes large windows 

that extend from approximately 20 inches above the floor up to the 

curved roof of the car. Arched windows continue over approximately 

one-fifth to one-quarter of the roof. The lower level of the sightseer 

lounge has the large side windows but obviously no dome windows. 

The geometry of bi-level cars is such that the lower level floor is 17” 

above the rail while the upper floor is 104” above the rail. For 

comparison, a single level car floor is typically 50” above the rail.

The Alaska Railroad and its travel partners Princess Cruises, Holland 

America and possibly Royal Celebrity Cruises have special passenger 

trains with sightseeing cars that are extensions of cruise line tours of 

Alaska and surrounding areas. The Alaska Railroad, Princess Cruises, 

Holland America and possibly Royal Celebrity Cruises as well as the 

Canadian tour company Rocky Mountaineer Tours dome cars built by 

Colorado Railcar in the early 2000s include an elevator to 

accommodate wheelchairs to the second floor.
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Benefits

1. Passengers who cannot negotiate stairs can enjoy any 

enhancements due to increased elevation such as sight-seeing.

2. Passengers may have the opportunity to use services such as 

the diner in the same manner as passengers. (This does not change 

the passenger option to have meals delivered and served at their seat 

or room)

3. Special events in the lounge such as guest provided sightseeing 

information or special food events such as wine and cheese tastings 

become directly accessible.

4. Ambulatory passengers in the lounge and diner who may need 

to visit the restroom will not have to go downstairs as there will be an 

accessible restroom on the upper level.

5. For new cars, the opportunity exists to move from the lounge to 

an adjacent car such as a diner or coach. 

Risks

1. Should the lift fail, sufficient manual operation must be possible 

to return passengers to the lower level. Passenger safety may be 

compromised.

2. Dynamic factors during normal train operation will affect the 

operational reliability of the system. Unlike the built environment, 

railcars experience lateral, vertical, longitudinal and torsional 

movement. These movements can occur suddenly with no planning or 

warning.

3. The effects of train operation today at 90mph and at PRIAA 

specified speeds of 125mph on the integrity and safety of a lift system 

are not known.

4. The compact environment of a passenger car coupled with the 

dynamic effects may present challenges for independent operation that 

need to be resolved. [Comment - Regarding deletion of Point 5: Every other 

entity covered by the ADA has dealt with this issue. The independent operability 

of lifts is a key principle for the disability community.]

6. Impact on space in the car is not known and must be studied.

7. Other recommendations from RVAAC such as wheelchair size 

potentially affect item 6.

Initial Technical Requirements

1. Lift may be vertical shaft style or a stair lift style.
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2. Lift drive must function on battery power and include a battery 

system independent from the car battery. (Change to: lift must 

function with or without Head End Power and include a manual 

function in the case of total power loss)

3. Lift platform size must be equivalent to the platform for car or 

station borne lifts (The thought here is that the minimum is what we 

have now but assuming that RVAAC will recommend increasing the 

platform size for lifts to enter and exit cars.)

4. Lift capacity will be equal to station or car borne lifts (Same as 

item 3) to what safety factor?

5. Lift must include a fold down seat and vertical stanchions for 

ambulatory users.

6. Lift entrance and egress allowance must be equal to that for an 

alcove. (This is included to imply that depending on the arrangement, 

maneuvering clearances are required to get onto the lift.)

7. Lift must operate normally at maximum track superelevation to 

either side of the curve.

8. Lift must operate in emergency mode to within x degrees of the 

car’s rollover angle. (This must be studied to see how the movement 

within the car affects the vehicle’s center of gravity in extreme cases.)

(The concept of this performance requirement is so that as long as a 

car is not on its side or in eminent danger of falling over that the lift 

can provide safe movement to the lower level)

9. The lift frame must be of sufficient strength or otherwise so 

designed and installed as to function when the car is at its maximum 

designed diagonal misalignment (end-to-end twist)

10. Gates, doors, guards, hand rails etc. must be designed to contain 

the maximum load required for the lift when subject to the FRA 

required loading of 4g vertical, 4g lateral and 8g longitudinal and 

remain functional after the event. (For FRA does this mean when the 

device is loaded to its maximum capacity?)

11. Gates, doors, guards, etc. must include interlocks to insure safe 

operation yet have sufficient tolerance and latitude to prevent system 

faults due to train motion and normal wear of components.

12. The lift must work reliably during normal train operation whether 

the train is moving or not.

13. Interlocks to prevent elevator movement

14. Applicable rules and guidelines, 49CFR 238 & 239, APTA SSC&S-006-98, ASME A18.
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15. Maximum travel time ?

16. Soft starts and stops.

17. Obstruction detection.

18. Emergency Stop button

19. Fire protection

Applicability:

1. All bi-level Intercity Long Distance Lounge cars which have 

primary function that is enhanced by the ability to view out of the car 

and is designed to enhance viewing at the second level.

2. All bi-level coaches. (Seat quantity per car, seat quantity as it 

relates to the number of coaches etc.)

3. All bi-level sleepers. (Key points are the number of rooms 

accessible per car, the type of room, upstairs and downstairs etc.)

4. All bi-level Intercity Long Distance Diner cars. Accessible from 

the adjacent car or dining tables are provided in the Lounge car. (The 

entire lower level of the diners is consumed by the kitchen.)