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On-board	Circulation	and	Seating	Subcommittee

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

Subcommittee	on	On-board	Circulation	and	Seating	Subcommittee

Teleconference	March	26,	2014

Agenda

1.		Introductions

2.		Approval	of	the	Agenda

3.		Review	of	major	points	from	March	20	meeting

3.1		Revised	Draft	vertical	access	document

4.		Vertical	Access	Discussion:	The	goal	for	this	part	of	the	meeting	is	to	establish	proposed	physical	

requirements	that	will	allow	for	the	creation	of	basic	floor	plans	and	options	that	will	facilitate	

more	concrete	discussion	and	help	us	formulate	recommendations.	

4.1		Determine	Car	types	to	be	addressed

4.2		Lift	platform	size		X”	x	Y”

4.3		Seating	requirements	- scoping

4.3.1		Upper	level

4.3.2		Lower level

4.4		Restroom	requirements	- scoping

4.4.1		Upper	level

4.4.2		Lower	level

4.5		Other	spatial	considerations

5.		On- Board	Circulation:	We	should	gather	all	the	known	shortcomings	of	what	has	been	done	under	

the	current	requirements.	Assume	that	we	have	arrived	through	the	side	door	and	are	moving	to	

the	accessible	area	of	the	vehicle.	Obviously	some	elements	listed	are	not	relevant	to	all modes	

while	others	are	basic	regardless	of	mode.	The	goal	of	this	exercise	is	to	create	a	list	of	known	

issues	including	mode	first	and	then	go	back	through	and	propose	recommendations	by	mode.	

With	these	proposals,	dimensional	plans	should	be	developed	so	impact	and	benefit	can	be	

discussed	

5.1		Discuss	known	shortcomings	of	the	current	requirements	- technical	specifics

5.1.1		Car	entrance

5.1.2		Vestibule,	including	thresholds

5.1.3		Inter-car	passage

5.1.4		Path	to	accessible	seating	area

5.1.5		Wheelchair	Space

5.1.6		Wheelchair	storage

5.1.7		Priority	Seating
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5.1.8		Seating	area	amenities	(window,	surfaces,	lighting,	power,	controls	etc)

5.1.9		Path	from	seating	area	to	the	restroom

5.1.10		Doors	and	doorways,	including	operation

5.2		Identify	circulation	and	seating	issues	new	to	the	requirements

5.2.1		Space	for	service	animals	including	size	and	placement	relative	to	the	owner

5.2.2		Securement	devices

5.2.3		Emergency	Egress

5.2.3	Other	

6.		Next	Steps

7.		Action	Items

8.		Assignments

9.		Deadlines

10.		Next	Meeting
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DRAFT	RECOMMENDATIONS	FOR	VERTICAL	MOVEMENT	OF	

PASSENGERS	USING	WHEELCHAIRS	OR	OTHERWISE	MOBILITY	IMPARED

BETWEEN	LEVELS	ON	INTERCITY	PASSENGER	CARS.

Proposal

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

Access board proposes that all newly constructed 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 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.	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	bilevel	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	
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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.

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.	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.

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.

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)	
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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	hand-holds	for	ambulatory	but	unstable	

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	allowances	are	required	to	actually	

get	into	or	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	SS-C&S-006-98,	ASME	A18.

15. Maximum	travel	time	?

16. Soft	starts	and	stops.

17. Obstruction	detection.

18. Emergency	Stop	button

19. Fire	protection		

Applicability:

1. 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. Bi-level	coaches.	(The	extent	to	the	number	of	coaches	per	train	should	be	discussed.	Seat	

quantity	per	car,	seat	quantity	as	it	relates	to	the	number	of	coaches	etc.)

3. Bi-level	sleepers.	(The	extent	to	the	number	of	rooms	accessible	per	car,	the	type	of	room,	

upstairs	and	downstairs	etc.)

4. 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.)
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General	Statement:

This	was	offered	as	a	comment	and	since	we	have	not	written	it	down	in	our	work	so	far	it	is	

included	here:	

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.	 Ideally,	

accessible	features should	be	the	norm	for	everyone.
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RVAAC	Subcommittee	on	On-board	Circulation

Date March	25,	2014

To: Subcommittee	members

From: Ed	Steinfeld,	IDeA	Center

Re: Clear	floor	space	proposal

Introduction

Clear	floor	space	(CFS)	dimensions	are	the	basis	for	the	minimum	required	size	of	spaces	used	by	

wheeled	mobility	device	users	(e.g.	platform/wheelchair	lifts)	and	for	seating	spaces/locations	that	

are	designated	for	wheeled	mobility	users.	The	clear	floor space	width	also	informs	the	minimum	

clearance	width	for	successful	passage	through	corridors,	doorways	and	wheelchair	ramps.		

The	CFS	represents	the	space	required	for	an	occupied	stationary	wheeled	mobility	device	(WMD).	

This	area	is	typically	depicted	as	a	rectangular	space.	The	dimensions	of	the	CFS	should	be	based	on	

measurements	of	occupied	length	and	occupied	breadth	of	wheeled	mobility	devices,	which	are	

defined	as	follows:	

 Occupied	length:	measured	as	the	horizontal	distance	between	the	forward-most	(anteriormost)	point	and	the	rear-most	(posterior-most)	point	on	the	wheelchair	or	occupant.

 Occupied	width:	measured	as	the	horizontal	distance	between	the	side-most	(lateral-most)	

points	of	the	wheelchair	or	participant	on	the	right	and	left	sides.

Minimum	dimensions	for	clear	floor	space	should	be	considered	as	a	starting	point	for	accessible	

design.		When	determining	the	clear	floor	space	for	tasks	that	involve	reaching	or	grasping	to	

adjacent	design	elements	other	space	needs	and	functional	abilities	of	the	user	population	must	be	

considered,	e.g.	the	position	of	the	CFS	with	respect	to	the	reach	target	or	distance	from	the	CFS	to	

the	target.	To	simplify	decision	making,	however,	decisions	on	the	size	of	the	CFS	should	be	made	

first	so	that	a	basis	for	addressing	the	other	issues	can	then	be	made	within	the	context	of	the	CFS.

In	the	U.S.,	federal	accessibility	guidelines	prescribe	a	minimum	floor	area	of	30	inches	wide	by	48	

inches	long	for	wheeled	mobility	access.	Additional	space	of	6	inches	in	width	and	12	in.	in	length	is	

required	when	this	space	is	located	within	an	alcove	(36	x	60).	
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The	Center	for	Inclusive	Design	and	Environmental	Access	(IDeA)	at	the	University	at	

Buffalo	conducted	an	anthropometric	study	of	500	individuals	who	use	wheeled	mobility	

devices	(WMD).		The	research	included	the	collection	of	demographic	information	and	

WMD	characteristics,	and	the	measurement	of	structural	and	functional	anthropometry.	

Data	collection	included	3	dimensional	measurement	of	approximately	90	points	located	

on	the	body	and	device.	The	methods	used	to	collect	the	information	have	been	reported	

elsewhere	(e.g.,	Paquet	et	al.,	2004,	D’Souza	et	al.,	2010;	Steinfeld	et	al.,	2010a;	2010b).	

Research	Results
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Figure 1: Accommodation model on clear floor space for wheeled mobility users. Lengths and widths in inches 

are given in the parentheses. 

Data	on	occupied	floor	area	length	and	width	are	summarized	in	the	form	of	an	

“accommodation	model”	(Fig.	1)	that	depicts	the	50th,	75th,	90th	and	95th	percentile	

values	computed	for	occupied	length	and	width	across	manual	chair,	powered	chair	and	

scooter	users.	International	convention	requires	the	use	of	the	metric	system	in	the	science	

of	anthropometry.	So,	we	have	shown	imperial	equivalents	in	parentheses.	The	results	

suggest	that	a	width	of	32”	and	length	of	54”	approximates	the	95th%tile	values	of	

occupied	length	and	width	for	manual	chair	users,	and	90th%tile	values	of	length	and	

width	for	the	power	chair	and scooter	users	(highlighted	in	red).	

In	vehicles,	tight	spaces	require	greater	tolerances,	similar	to	what	would	be	required	in	alcoves,	to	

position	wheelchairs	into	place	in	reserved	seating	areas	and	in	securement	locations.	On	rail	

vehicles,	securement	of	WMD	users	is	not	required	for	two	reasons.	First,	it	is	not	required	of	other	

passengers.	Second,	the	mass	of	rail	vehicles	is	so	large	that	the	de-acceleration	forces	in	a	collision	

are	not	as	severe	as	with	motor	vehicles.	But,	on	long	distance	rail,	WMD	users	may	transfer	out	of	

their	device.	In	that	case,	the	device	should	be	stowed	to	prevent	it	from	becoming	an	obstacle	in	an	

emergency	or	from	injuring	others	due	to	a	collision	or	sudden	movement.	Stowage	spaces	do	not	

have	to	be	as	large	as	the	CFS	because	the	devices	are	unoccupied.	Note	that	scooters	and	power	

chairs	cannot	be	folded	to	be	stowed.	

Research	on	rail	systems	also	demonstrates	that	many	large	items	are	brought	onto	rail	systems,	

including	things	like	baby	carriages,	bicycles,	lawnmowers	and	plumbing	fixtures.	When	not	used	

by	WMD	users,	reserved	spaces	can	be	useful	for	keeping	these	objects	out	of	the	circulation	path.	

Moreover,	flip	down	seats	can	be	provided	that	can	be	used	to	eliminate	any	loss	of	capacity	when	

WMD	users	are	not	occupying	such	spaces.

In	some	rail	systems,	seating	is	longitudinal,	e.g.	along	the	outside	walls	facing		in;	in	others	it	is	in	

rows	facing	forward	or	both	forward	and	backward.	In	still	others,	both	types	are	used.	In	special	

cars,	like	dining	and	observation	cars,	table	seating	may	be	provided.	WMD	users	should	have	

equivalent	types	of	seating,	with	access	to	equivalent	amenities	such	as	a	firm	table	top,	wherever	it	

is	provided	in	an	accessible	level	or	car.	Thus,	flexibility	is	needed	to	address	the	different	

possibilities.

Proposals

1. CFS	for	occupied	devices	shall	be	provided	immediately	inside	accessible	entrances.	

2. An	accessible	path	of	travel	shall	be	provided	to	all	CFS.	
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3. The	CFS	shall	not	be	located	in	vestibules	or	other	areas	where	seating	is	not	provided	for	

other	passengers,	although	an	accessible	path	of	travel	is	needed	in	these	areas.	

4. The	CFS	for	occupied	devices	shall	be	a	minimum	of	32	in.	x	54	in.	for	each	device	

accommodated	unless	the	sides	of	the	CFS	are	bounded	by	immovable	objects.

5. At	least	two	CFS	spaces	shall	be	provided	on	each	car.	They	can	be	grouped	together	in	one	

contiguous	space	or	separated	into	more	than	one	space.

6. An	additional	tolerance	of	6	in. of	width	and	12	in.	of	depth	should	be	provided	where	the	

space	is	bounded.		Both	tolerances	are	needed	where	the	space	is	bounded	on	three	sides	

but	only	one	tolerance	(whichever	is	appropriate)	if	the	space	is	only	bounded	on	two	sides.	

7. A	set	of	illustrations	is	needed	to	show	how	these	basic	tolerances	are	applied	in	different	

types	of	seating	arrangements.

8. Flip	down	seats	should	be	provided	in	the	CFS	to	use	by	ambulant	passengers	when	not	

used	by	wheelchair	users.		

9. “Transfer	seats”	should	be	available	on	all	accessible	cars.	The	number	required	should	be	

based	on	the	capacity	of	the	car	(to	be	determined).	

10. Flip	down	seats	may	be	designated	as	transfer	seats,	in	which	case,	the	flip	down	seat	

cannot	protrude	into	the	CFS.

11. A	CFS	should	be	provided	next	to	all	transfer	seats.

12. The	stowage	space	for	unoccupied	devices	should	be	large	enough	for	stowing	as	many	

WMDs	as	there	are	seating	spaces	for	WMD	users	on	a	car.	Minimum	dimensions	of	any	

stowage	space	shall	be	??	x	??.	

Note:	Although	we	have	not	yet	analysed	our	data	for	unoccupied	devices,	we	can	do	that	

and	determine	the	overall	space	needed	for	power	chairs	and	scooters.

13. Stowage	for	WMD	users	may	be	combined	with	stowage	space	for	other	devices,	e.g.	

bicycles,	strollers,	packages	and	other	objects.

Stowage	space	shall	be	separated	from	passenger	seating	by	partitions.