U.S. Access Board: Rail Vehicles Access Advisory Committee

Subcommittee on On-board Circulation and Seating

Teleconference March 20, 2014

1:00 – 3:00 Eastern

Agenda

1.0 Introductions

2.0 Approval of the Agenda

3.0 Selection of subcommittee chair

4.0 Discussion of subcommittee scope and objectives 

5.0 Review major points from March 5th Vertical Access meeting

5.1 Modal impacts – primarily intercity rail

5.2 Action Items 

A. Ken

B. Blair

C. FRA

6.0 Vertical Access Discussion 

6.1 Review and discuss draft recommendations

6.2 Identify next steps

7.0 On-board circulation

7.1 Determine organizational plan to address issues

7.2 Discuss draft organizational plan

A. Access within single level, bi-level and specialty cars with consideration of modal differences

B. Wheelchairs spaces and priority seating including modal differences, number and locations

C. Circulation path attributes such as width, surfaces, protruding objects, and maneuvering

space

D. Interior doors and doorways including features and operations

E. Wheelchair spaces, transfer and priority seating design and amenities

8.0 Objectives

7.1 Identify potential recommendations 

7.2 Identify potential benefits

7.3 Identify potential costs

7.4 Identify resources needed to support potential recommendations

7.5 Develop rationale for recommendations

9.0 Planning 

9.1 Develop Action Items 

9.2 Assign Duties and Tasks 

9.3 Establish Deadlines for Deliverables

10.0 Next Meeting

11.0 Public Comments 

12.0 Closing Remarks
Draft: Rail Vehicles Access Advisory Committee

Subcommittee on On-board Circulation and Seating

Scope: The scope of this subcommittee is to review the current requirements for accessible 

on-board circulation and seating in the Access Board’s Rail Vehicle Accessibility Guidelines, 

which were originally issued in September, 1991 and have not been updated since that time. 

Objective: Recommend proposed revisions to update, improve or expand the scoping and 

technical criteria in order to ensure an acceptable level of access for individuals with disabilities

on rapid rail, light rail, commuter rail, intercity rail and other vehicles and systems covered under 

the Board’s current guidelines. These recommendations will be based on current regulations 

and consideration of changes that have taken place in vehicle structure, technology and the 

needs and desires of people with disabilities.

The subcommittee will address

 The number and location of wheelchair spaces and priority seating according to vehicle 

type and the possible use of removable seats;

 Characteristics of circulation paths including aisle widths, walking surfaces, protruding 

objects, maneuvering clearances within vestibules, changes in level, thresholds, and 

other onboard circulation features;

 Interior doors and doorway features and operation;

 On-board lift or other level change device to access upper and/or lower levels of bi-level 

cars, especially dome or viewing cars;

 Access to and within special cars, e.g., observation cars, dining cars, lounge cars; 

 Escape and Egress;

 Wheelchair space design including minimum size, maneuvering space, securement, 

amenities, controls and windows and variations based on vehicle type and mode;

 Other types of accessible seating such as transfer seats and mobility device storage;

 Seating to accommodate service animals including minimum space, number, and 

location; and

 Other on-board circulation and seating issues that may become important during 

subcommittee discussions.

Timetable: Complete the review and recommendations by October 2014, for consideration by 

the full committee.
DRAFT RECOMMENDATIONS FOR VERTICAL MOVEMENT OF 

PASSENGERS USING WHEELCHAIRS OR OTHERWISE MOBILITY IMPARED

BETWEEN LEVELS ON INTERCITY PASSENGER CARS.

This document is a draft intended to provide a starting point for the below named subcommittee to 

discuss, argue and otherwise formulate final recommendations to the RVAAC. The creation and 

submittal of this document for the use of the committee does not constitute full agreement by the 

author or support of his employer, Amtrak, for the proposal. This draft is the objective effort to improve 

the quality of railroad passenger service by improving the equality of the service to the greatest number 

of citizens possible.

Access Board Note: The original Interior Vertical Circulation Subcommittee was dissolved on March 10 

by committee vote, and the new On-board Circulation and Seating Subcommittee was formed. This 

proposal was reviewed by the new subcommittee.

Proposal

The Interior Circulation Subcommittee of the Rail Vehicle Accessibility Advisory Committee of the U.S. 

Access board proposes that intercity long distance bi-level passenger trains have some means of 

transferring passengers using wheelchairs, or who otherwise cannot negotiate stairs, between the 

levels. This may be limited to a particular feature car such as a dome/lounge. 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 lift or vertical elevator 

style may be used. 

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. 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 passengers’ coach seat or bedroom. 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 onequarter 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 have special passenger trains with sightseeing cars that are 

extensions of cruise line tours of Alaska and surrounding areas. Their newest dome cars include an 

elevator to accommodate wheelchairs to the second floor. While the operation of the Alaska Railroad is 

very different from Amtrak in that trips are typically only a few hours versus multiple days, the 

innovation is commendable.

Benefits

Assuming that one car, the Sightseer Lounge, is accessible.

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. This may not be possible on existing equipment but must be investigated.

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 make 

independent operation impractical and/or dangerous.

5. Ensuring access to passengers who need the lift versus nuisance users such as children may be 

difficult and failure to control access could be dangerous.

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

Initial Technical Requirements

1. Lift may be vertical shafts style or a stair lift style.
2. Lift drive must function on battery power and include a battery system independent from the 

car battery.

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

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

5. Lift must include a fold down seat and vertical hand-holds for ambulatory but unstable users.

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

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.)

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.

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.