1 **“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 developm ent 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 expa nd 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 sto re 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. Stair2

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 sing le 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. Bi

level 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 provi ded. 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 geo metry 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 Cru ises, 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.3

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 del ivered 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 a nd 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.4

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 capa city 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 eq ual 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 l oading 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 h ave 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 SS

C&S

- 006

-98, ASME A18.5

15. Maximum travel time ? 16. Soft starts and stops. 17. Obstruction detection. 18. Emergency Stop button 19. Fire protection Applicability: 1. All b i

- 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 b i

- level coaches. ( Seat quantity per car, seat quantity as it relates to the number of coaches etc.) 3. All b i

- level sleepers. ( Key po ints are the number of rooms accessible per car, the type of room, upstairs and downstairs etc.) 4. All b i

- 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.)