On-board Circulation and Seating Subcommittee Call (#11)
12/11/2014
U.S. Access Board: Rail Vehicles Access Advisory Committee
Subcommittee for On-board Circulation and Seating

1. Introductions

1. Approval of the Agenda

2. Next Meeting

3. Review and discuss the photo document provided by Ken Shiotani (pdf, 4.5mb)

4. Refer to the photo documents provided by Long Island RR of the C3, M3 and M7 commuter cars for discussion on clear space at entrances (6b) and handholds (6c)

5. Review and discuss revisions to matrix

a. note 6b.
b. note 6c
c. note 22

6. Next Step(s):

a. Draft report to the full committee: Volunteers?

7. Action Items

8. Assignments

9. Deadlines

 


Circulating and Seating Regulatory Matrix

Matrix is embedded below and available in a Word (docx) version.

Circulating and Seating Regulatory Matrix
#Vehicle TypeFeatures
Doorway width, exteriorDoorway width, between carsRoute to Mobility Aid Seating, clear widthVestibule widthClear Mobility Aid Seating Location (minimum in inches)Overlap of clear spaceNumber of Mobility Aid Seating Location spacesHandrails, stanchions diameter*
(inches)
Knuckle clearance
(inches)
Seat Handles and railingsFair box guardManeuverability near doorsManeuverability at Mobility Aid Seating Location space
(minimum in inches)
Service animal spaceService animal quantityAccessible seating details
  *Current building guidelines require 1¼ - 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.)
      1. 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:

          1. Bi-parting doors should have at least one leaf that opens to a clear width of 32"
          2. Door leaves interlocked so that a functioning door always opens both leaves
          3. Both leaves must have an emergency release feature in case one leaf is obstructed or damaged so that it cannot open
          4. 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.)
      2. 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.  Subway and some other transit vehicles have vehicle width limitations that affect the available space for operators and end-of-car structure.  Suggested change to add Cab Cars and MU cars (Should we leave this provisional, ie, if the aisle width is available up the cab then the 30” minimum would apply.  If the path to the cab is too narrow then having the end doors accessible is useless.)
      3. 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.
      4. Some quantity of seats should be easily removable or convertible to temporarily accommodate groups of individuals using wheelchairs.
      5. Vehicles with vestibules and those without have different entrance path needs due to the physical arrangement of the entrance area.
        1. 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 be less than 32".
        2. 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 pathdimension across the vehicle free from panels or stanchions at least 44” wide. This path does not have to 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.  See the attached information from BART.  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 inpractical 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 impracticle or inefficient create unintended positive consequences such as those experienced by the Washington, DC Metro.
        3. Handholds provided adjacent to doors to aid boarding and alighting passengers whether in wheelchairs or ambulatory may be at the 32" minimum 6" less than the clear door opening apart, whichever is greaterVertical handolds 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.)
      6. 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.
      7. 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
        1. 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.
        2. Protrusions into the may not continue for more than 12" longitudinally and may not occur simultaneously on the opposite side of the path.
        3. Protrusions must be separated longitudinally by a minimum of 20".  This assumes two coupled cars with the same end configuration.
      8. 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.)
      9. 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.
      10. Automated Light Rail Transit (ALRT), Automated Guideway Transit, (AGT), Skytrains, etc are subject to the same requirements as light rail systems.
      11. Cable Tramways service are subject to the same requirements as light rail systems.
      12. Cog Railways are subject to the same minimum requirements as light rail systems.
      13. 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
      14. 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).
      15. 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.
      16. 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.
      17. 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 ½ inch behind the surface of the seat back. Armrests must be designed to remain in the upright or down position during normal train motion.
      18. 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.
      19. 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 ownders 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 demensions might be increased.
      20. Vehicles that are semipermanently coupled or otherwise provide coupled diaphragm passageways that provide contiuous 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 setforth 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.
      21. 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 not required to include vertical stanchions.

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"
Notes 2, 7
32" min 44" Clear across width of car
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 5 b, c 60" diameter circle
Note 6
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
Note 4
1.25 – 1.5" 1.5" Yes,
note 22
Yes Note 5 b, c 60" diameter circle
Note 6
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 44"
Note 20
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 5 60" diameter circle
Note 6
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
  44"
Note 20
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 5 60" diameter circle
Note 6
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 2 1.25 – 1.5 1.5" min   N/A   32 x 59 14Wx38Lx16H 2  
10 PRIAA Bi-Level (intercity) 32" min 32" min 32" min 44" min 32 x 59 6" at 9 "H 2 1.25 – 1.5 1.5" min   N/A   32 x 59 14Wx38Lx16H    
11 RVAAC 32" min 32" min,
Note 7
  44"
Note 5
32 x 54 / 32 x 59 6" at 12" high 2
Note
1.25 – 1.5" 1.5" Yes,
note 22
N/A Note 5 60" diameter circle
Note 6
14Wx38Lx16H 2 Notes 16, 17, 18

 

Picture 1 - Long Island Rail Road C3 Gallery Car Vestibule

1.  Introductions  2.  Approval of the Agenda   3.  Review and completion of the attached matrix. Please note the addition of seat handrail information in note 22 and revisions to 6c. 	The attached matrix has been revised with revisions RED, underlined and itallic.  Items in green were from the last review. 4.	Review the images provided by BART  5.   Seat “handles” See note 22 on the matrix  6.  Original “issues” list. Have we captured everything between the subcommittees?  5.  Next Steps: 	 6.  Action Items  7.  Assignments  8.  Deadlines  9.  Next Meeting

Picture 2 - Long Island Rail Road C3 Gallery Car Vestibule

This image shows more of the C3 entrance showing the hand rails and stairs that go to the upper and lower galleries

Picture 3 - Long Island Rail Road C3 Gallery Car Vestibule
This image shows more of the C3 entrance showing vertical and horizontalin the vestibule.

Picture 4 – Long Island Rail Road M3 Commuter car

This image is of a Long Island Rail Road M3 commuter car looking from the aisle near the accessible seating area toward the side boarding door. horinzontal hand rails, vertical stanchions and windscreesns can be seen.

 

Picture 5 - Long Island Rail Road M3 Commuter Car

This image shows the relation of the side entry doors to the accessible seating area that is separated from the door area by a winscreen or partition.

Picture 6 - Long Island Rail Road M3 Commuter Car

This image shows the relation of the side entry doors to the accessible seating area that is separated from the door area by a winscreen or partition.

 

This view shows the path into the non-accessible area

 

This view shows the path across the width of the car between the side doors

 

This image shows the entrance door and a second accessible space that is less bounded but has a shallow windscreen and somewhat open path to the door

 This view shows the side door and path to the accessible seating area with the small windscreen

 

 This image shows a Long Island Rail Road accessible seating area, windscreen and stanchion

 

This image shows three rail vehicle floor plans with handholds placed on the seats and stanchions applied at every ohter seat where possible. The bottom floor plan is an intercity car with no shanchions because the seats raotate and recline.