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Automated Guideway Transit (AGT) Systems
Technical Assistance Manual
October, 1992
Table of Contents
Introduction
Background
Regulations
Vehicles Covered
Operations
Wheelchair and Mobility Aid Standards
Minimum Requirements
Periodic Revisions
How These Manuals are Organized
Other Publications
1192.1 Purpose
1192.2 Equivalent facilitation
1192.3 Definitions
1192.4 Miscellaneous instructions
1192.171 General
1192.173 Automated guideway transit
vehicles and systems
1192.53 Doorways
(a) Clear width
(b) Signage
(c) Signals
1192.55 Priority seating signs
1192.57 Interior Circulation, handrails
and stanchions
1192.59 Floor Surfaces
1192.61 Public Information System
(a)(1) Requirements
(2) Exception
(b) [Reserved]
This technical assistance document is one of a series
provided to help in understanding the
background and underlying rationale of the Americans with Disabilities
Act Accessibility Guidelines for Transportation Vehicles (Vehicle
Guidelines) and how the guidelines may apply in a particular case.
The documents in this series are:
- Buses, Vans & Systems
- Rapid Rail Vehicles & Systems
- Light Rail Vehicles & Systems
- Commuter Rail Cars & Systems
- Intercity Rail Cars & Systems
- Over-the-Road Buses & Systems
- Automated Guideway Transit Vehicles & Systems
- High-Speed Rail Cars, Monorails & Systems
- Trams, Similar Vehicles & Systems
The information in this document is based on the preamble published
with the Vehicle
Guidelines, augmented with material developed in response to questions
which have been posed to the Architectural and Transportation Barriers
Compliance Board (Access Board) since publication of the guidelines.
The Department of Transportation (DOT) has issued standards for
vehicles based on the guidelines. The guidance in this document
does not constitute a determination of compliance with the DOT standards
or with your rights or responsibilities under the ADA and is not
binding on DOT.
The Americans with Disabilities Act (ADA) [P.L. 101-336,
42 U.S.C. 12101, et seq], signed into law by President Bush on July
26, 1990, is landmark legislation to extend civil rights protection
to people with disabilities. The ADA prohibits discrimination on
the basis of disability in employment, State and local government
services, public transportation, public accommodations, commercial
facilities, and telecommunications.
Title II of the ADA prohibits discrimination on the basis of disability
in services, programs,
and activities provided by public entities, including units of State
and local government and the National Railroad Passenger Corporation
(Amtrak). Title II addresses public transportation and contains
provisions specifically addressing the following types of transit
systems: fixed route bus, rapid rail, light rail, commuter rail,
and intercity rail. Under title II, transit systems of these types
which are owned or operated by public entities, and persons under
contract with such entities, must be made readily accessible to
and useable by individuals with disabilities, including individuals
who use wheelchairs. With respect to public entities, title II requires
that:
New Vehicles. New vehicles purchased or leased after August 25, 1990, must be accessible.
Used Vehicles. If used vehicles are purchased or leased after August 25, 1990, good faith efforts must be made to obtain accessible vehicles.
Remanufactured Vehicles. If vehicles are remanufactured after August 25, 1990, to extend their useful life for 5 years or more in the case of buses and rapid and light rail vehicles, or for 10 years in the case of commuter and intercity rail cars, then the vehicles must be made accessible to the maximum extent feasible.
"One-Car-Per-Train" Rule. At least one vehicle or car in each train of two or more cars must be accessible as soon as practicable but in no event later than July 26, 1995, in the case of rapid, light, commuter, and intercity rail systems.
Demand Responsive Systems. New vehicles purchased
or leased after August 25, 1990, for use in a demand responsive
system operated by a public entity, or by a person under contract
with such an entity, must be accessible unless the system, when
viewed in its entirety, provides to individuals with disabilities
a level of service equivalent to that provided to other members
of the general public.
Title III of the ADA prohibits discrimination on the
basis of disability in public
accommodations and services provided by private entities. Under
title III, public transportation services (other than by aircraft)
provided by private entities must also be made readily accessible
to and usable by individuals with disabilities, including individuals
who use wheelchairs. Under title III, the following requirements
apply to private entities that are primarily engaged in the business
of transporting people and whose operations affect commerce:
New Vehicles. New vehicles purchased or leased after August 25, 1990, must be accessible unless the vehicle is to be used solely in a demand responsive system that, when viewed in its entirety, provides to individuals with disabilities a level of service equivalent to that provided to other members of the general public. This requirement does not apply to automobiles, vans with a seating capacity of less than 8 passengers, or over-the-road buses.
Vans. New vans with a seating capacity of less than 8 passengers purchased or leased after February 25, 1992, must be accessible, unless the system for which the van is being purchased or leased, when viewed in its entirety, provides to individuals with disabilities a level of service equivalent to that provided to other members of the general public.
Rail Cars. New rail passenger cars purchased
or leased after February 25, 1992, must be accessible.
Rail passenger cars remanufactured after February 25, 1992, to extend
their useful life for 10 years or more must be made accessible to
the maximum extent feasible.
For private entities not primarily engaged in the
business of transporting people but whose
operations affect commerce, such as hotels, shopping centers, and
recreational facilities which operate shuttle service for customers
or patrons, title III requires that:
New Vehicles for Fixed Route Systems. New vehicles with a seating capacity of more than 16 passengers purchased or leased after August 25, 1990, for use in fixed route systems must be accessible. This requirement does not apply to over-the-road buses. New vehicles with a seating capacity of 16 passengers or less purchased or leased after August 25, 1990, for use in a fixed route system must also be accessible unless the system, when viewed in its entirety, provides to individuals with disabilities a level of service equivalent to that provided to other members of the general public.
New Vehicles for Demand Responsive Systems. New vehicles with a seating capacity of more than 16 passengers, purchased or leased after August 25, 1990, for use in a demand responsive system must be accessible unless the system, when viewed in its entirety, provides to individuals with disabilities a level of service equivalent to that provided to other members of the general public.
Operation of Demand Responsive Systems. Demand responsive systems must be operated in such a manner that after July 26, 1990, the system, when viewed in its entirety, provides to individuals with disabilities a level of service equivalent to that provided to other members of the general public.
Over-the-Road Buses. Title III specifically
addresses over-the-road buses operated by private entities. The
Office of Technology Assessment (OTA) is responsible, under title
III of the ADA, for studying the access needs of individuals with
disabilities to over-the-road buses and the most cost-effective
methods for providing such access. In view of this mandated study,
over-the-road buses covered by title III are not required to be
accessible to wheelchair or mobility aid users until July 26, 1997,
for small providers and July 26, 1996, for other providers. Over-the-road
buses purchasd or leased after January 26, 1992, but before July
26, 1996 or 1997 may be required to include accessibility features
which do not involve structural changes or use of boarding devices.
The Department of Transportation is responsible for
issuing regulations to implement the
transportation provisions of the ADA, including accessibility standards
for transportation vehicles. The ADA required the Access Board to
develop guidelines to provide guidance to DOT on establishing the
accessibility standards for transportation vehicles. DOT published
interim standards on October 4, 1990 (55 FR 40762). Those standards
apply to vehicles purchased after August 26, 1990, but before October
7, 1991.
The Access Board published its minimum guidelines, known as the
ADA Accessibility
Guidelines for Transportation Vehicles on September 6, 1991, in
the Federal Register (56 FR 45530). The provisions for lifts,
ramps, and securement devices were dawn primarily from a series
of guidelines developed as part of a project sponsored by the Federal
Transit Administration (FTA), formerly the Urban Mass Transportation
Administration (UMTA), in 1986: Guideline Specifications for Passive
Wheelchair Lifts, Guideline Specifications for Active Wheelchair
Lifts, Guideline Specifications for Wheelchair Ramps and Guideline
Specifications for Wheelchair Securement Devices. Provisions from
the Guideline Specifications were supplemented with additional material
derived from common accessibility standards, such as the Uniform
Federal Accessibility Standards (UFAS) and the American National
Standards Institute (ANSI) A117.1-1980 specifications, research
sponsored by the Access Board, and industry practice. Some provisions
for Automated Guideway Transportation (AGT) "people movers" and
rapid rail systems were derived from Los Angeles Downtown People
Mover: Handbook on Accessibility for the Elderly and Handicapped
(UMTA, November 1980). In addition, the guidelines incorporated
provisions of 49 CFR Part 609 for buses, light rail and rapid rail
systems published by UMTA in 1976.
These guidelines, codified at 36 CFR Part 1192, are not, in and
of themselves, the standards for vehicles but rather form the minimum
requirements for standards issued by DOT. DOT has adopted the substance
of the guidelines (with minor editorial differences) as the accessibility
standards for transportation vehicles. The final DOT regulation
establishes effective dates for the accessibility standard and address
when the standards are to be applied to vehicles for which a solicitation
closes after October 6, 1991. See 49 CFR 37.7. The manuals in this
series will deal only with the requirements for vehicles procured
after this date.
The Board's Vehicle Guidelines primarily address new and remanufactured vehicles instead of existing vehicles since the ADA does not necessarily require vehicle retrofit. Existing buses, for example, are not required to be retrofitted to meet the standards of Part 38 of the DOT regulation. Even compliance with the "one-car-per-train rule" and the mobility aid seating requirements for intercity rail cars can be met by the purchase of new vehicles. However, some entities which do not plan to purchase a sufficient number of new vehicles before the compliance date for the "one-car-per-train" rule may choose to retrofit existing vehicles. For these entities, the Board has included provisions in the appropriate general sections concerning such retrofitted vehicles.
The Vehicle Guidelines cover the design, manufacture
and alteration of vehicles, not their
operation. Operational requirements are within the purview of DOT,
not the Board, and are covered by Part 37 of the DOT rule, especially
subparts B and G. Except for the possibility of operational procedures
allowed under the equivalent facilitation provision, discussed below,
the Board's statutory mandate is to ensure accessibility of the
built environment, including instances in which operational procedures
might fail. For example, the Board cannot assume that the strength,
agility and attention of a driver will be sufficient to prevent
a heavy wheelchair from rolling off a lift. Thus, the Board has
included a requirement for lift platform barriers. Neither is it
appropriate, as one transit operator suggested, to assume that fellow
passengers will have the strength or skill to assist persons with
disabilities to board vehicles. It is just as inappropriate to expect
other passengers to lift a wheelchair
user into a vehicle as it is to assume others should lift a wheelchair
over a curb or carry someone up a flight of stairs to enter a building.
Therefore, specific vertical and horizontal gaps for rail vehicles
are specified.
Wheelchair and Mobility Aid Standards
Neither the ADA, nor any other statute, confers upon
the Board the authority to set standards
or minimum requirements for wheelchairs and mobility aids. The ADA
does, however, provide a clear mandate to the Board to set the minimum
requirements for vehicles. The Board has attempted to carry out
this charge in the fairest, most cost effective manner possible
consistent with the statute.
It should be noted that these Vehicle Guidelines, and the DOT standards based on them, are minimum requirements. Standards or specifications which provide greater access are permitted. In addition, there are sections which expressly permit alternatives (e.g., rear-facing securement). The word "may" is used where alternatives are permitted and should not be construed as a requirement. Also, an appendix has been included in the guidelines which contains non-mandatory, advisory guidance to assist in applying the rule. The material from that appendix has been generally incorporated into the discussion material in this document.
The Board intends to conduct periodic updates and
revision of the Vehicle Guidelines so that future technologies and
practices can be incorporated into them. As noted in the following
discussions, the Board feels that additional data and study are
needed regarding certain issues and it intends to further revise
and modify these guidelines based on its review of collected data
and study results. Also, some variations determined to provide equivalent
facilitation may be explicitly incorporated in future updates.
In addition, the Board plans to revise and update these technical
manuals as new information or technology surfaces or as the Vehicle
Guidelines themselves are changed. In some places in these manuals,
notation is made of drafting errors or sections where the regulation
itself is unclear. Several non-substantive changes in the regulation
may be made in the future and these changes will be reflected in
revised editions of these manuals.
How These Manuals are Organized
Each of these manuals deals with a separate transportation
mode or vehicle type, based on a particular subpart of the final
regulation (e.g., subpart B - Buses, Vans and Systems; subpart C
- Rapid Rail Vehicles and Systems; etc.). However, since subpart
A applies to all vehicles, it is included at the beginning of each
manual. Each manual is self-contained so that reference to other
manuals is not necessary. Where the provisions of the Vehicle Guidelines
refer to other modes, or where the DOT regulation requires one type
of vehicle to comply with the requirements of another type, the
relevant sections are repeated.
The portions of this document which appear in bold are the provisions
as they appear in the
final Vehicle Guidelines. The text immediately following is a discussion
of the rationale. For
purposes of this document, the section numbers correspond to the
provisions as they appear in Title 36 of the Code of Federal Regulations.
The numbering system of DOT's regulation follows the same format
with the exception of the prefix number (i.e.,1192.23(b)(6) is substantively
identical to 38.23(b)(6), etc.). Some of the provisions, particularly
the requirements for horizontal gaps and vertical displacement between
vehicles and platforms, must be read in conjunction with the station
design requirements in 36 CFR Part 1191, which are included as Appendix
A of the DOT regulation at 49 CFR Part 37.
The Access Board has also made available a checklist
based on its ADA Accessibility
Guidelines (ADAAG) for Buildings and Facilities. ADAAG contains
requirements for transit
facilities, including bus stops and terminals, fixed facilities
and stations, and airports. The Board also publishes technical bulletins
on certain sections in ADAAG. These publications are available from
the Access Board.Subpart A -- General
This part provides minimum guidelines and requirements for accessibility standards to be issued by the Department of Transportation in 49 CFR Part 37 for transportation vehicles required to be accessible by the Americans with Disabilities Act (ADA) of 1990, 42 U.S.C. 12101 et seq.
This section merely sets forth the purpose of the
guidelines which is to establish the
minimum requirements for standards issued by DOT. Section 504 of
the ADA requires the Access Board to issue minimum guidelines and
requirements for vehicles and facilities. In turn, DOT must issue
standards which are consistent with these guidelines. The DOT standards
could be more strict than the guidelines but could not provide a
lesser degree of accessibility. This format is similar to that under
the Architectural Barriers Act of 1968 in which the Board issued
the Minimum Guidelines and Requirements for Accessible Design which
sets the baseline for the Uniform Federal Accessibility Standards
(UFAS). As discussed previously, the standards themselves have been
issued by DOT and
are codified at 49 CFR Part 38.
1192.2 Equivalent facilitation.
Departures from particular technical and scoping requirements
of these
guidelines by use of other designs and technologies are permitted
where the alternative
designs and technologies used will provide substantially equivalent
or greater access to
and usability of the vehicle. Departures are to be considered on
a case-by-case basis by
the Department of Transportation under the procedure set forth in
49 CFR 37.7.
The Board and DOT agree that there is a need for some
flexibility to address unique and
special circumstances and to facilitate the application of new technologies.
Therefore, an "equivalent facilitation" provision has been included
that is similar to the provision in the buildings and facilities
guidelines. DOT has established procedures under which an entity
(e.g., transit agencies, providers, etc.) may pursue alternative
means of providing accessibility with respect to specific requirements
of the standard. The FTA or Federal Railroad Administration (FRA)
Administrator will determine on a case-by-case basis whether equivalent
facilitation is provided. See 49 CFR 37.7 for the detailed
procedures which must be followed as part of an application to the
Administrator for an equivalent facilitation determination. DOT
intends to consult with the Board in making determinations of equivalency.
The Board wishes to point out that equivalent facilitation does
not constitute a waiver from
any accessibility requirement and is not a lesser standard of accessibility.
Alternate designs and technologies may be used only where they will
provide substantially equivalent or greater access to, and usability
of, a vehicle. The Board encourages that, when considering alternative
designs and technologies, entities consult with individuals with
disabilities and their organizations at the earliest possible stage
of the process. The Board is available to provide technical assistance
regarding equivalent facilitation.
In developing an equivalent facilitation proposal, an entity should
consider the intent of the
guideline or standard requirement. For example, large buses are
required to have a doorway height of 5'8" from the raised lift platform.
This height, although it accommodates only about 70% of the adult
male population, is intended to provide some minimum head clearance
for standees.
This clearance is especially important where a standee would be
positioned outside the vehicle door when the lift is down but is
moved up and through the door as the lift is raised. Other models
of lifts do not move the standee through the door, but the individual
would need to pass through the door after the lift is raised. While
it is not practicable to provide clearance for the 90th percentile
standee, it is desirable to provide as much head room as possible,
since ducking to clear the doorway may be more difficult for persons
with ambulatory disabilities than for other members of the general
population. A greater height was not specified because information
supplied by vehicle manufacturers indicated that this height was
consistent with that needed to accommodate overhead door opening
mechanisms and roof lines.
However, some lifts are designed such that the motion is entirely
vertical ("elevator" type lifts) and a standee is positioned at
the full inboard edge and is raised fully within the vehicle, clear
of the door lintel. In this case, the FTA Administrator has determined
that the intent of the doorway height requirement is being met by
the particular lift configuration, provided the location of the
handrails is such that the full inboard standing position is viable.
Accessible means, with respect to vehicles covered by this part, compliance with the provisions of this part.
Automated guideway transit (AGT) system means a fixed-guideway transportation system which operates with automated (driverless) individual vehicles or multi-car trains. Service may be on a fixed schedule or in response to a passenger-activated call button. Such systems using small, slow moving vehicles, often operated in airports and amusement parks, are sometimes called "people movers".
Bus means any of several types of self-propelled vehicles, other than an over-the- road bus, generally rubber tired, intended for use on city streets, highways, and busways, including but not limited to minibuses, forty- and thirty-foot transit buses, articulated buses, double-deck buses, and electric powered trolley buses, used to provide designated or specified public transportation services. Self-propelled, rubber tire vehicles designed to look like antique or vintage trolleys or street cars are considered buses.
Common wheelchairs and mobility aids means belonging to a class of three or four wheeled devices, usable indoors, designed for and used by persons with mobility impairments which do not exceed 30 inches in width and 48 inches in length, measured 2 inches above the ground, and do not weigh more than 600 pounds when occupied.
Commuter rail car means a rail passenger car obtained by a commuter authority (as defined by 49 CFR 37.3) for use in commuter rail transportation.
Commuter rail transportation means short-haul rail
passenger service operating in metropolitan and suburban areas,
operated by a commuter authority whether within or across the geographical
boundaries of a State, usually characterized by reduced fare,
multiple ride, and commutation tickets and by morning and evening
peak period
operations. This term does not include light or rapid rail transportation.
Demand responsive system means any system of transporting
individuals,
including the provision of designated public transportation service
by public entities
and the provision of transportation service by private entities,
including but not limited
to specified public transportation service, which is not a fixed
route system.
Designated public transportation means transportation provided by a public entity (other than public school transportation) by bus, rail, or other conveyance (other than transportation by aircraft or intercity or commuter rail transportation) that provides the general public with general or special service, including charter service, on a regular and continuing basis.
Fixed route system means a system of transporting individuals (other than by aircraft), including the provision of designated public transportation service by public entities and the provision of transportation service by private entities, including but not limited to specified public transportation service, on which a vehicle is operated along a prescribed route according to a fixed schedule.
High speed rail means an intercity-type rail service which operates primarily on a dedicated guideway or track not used, for the most part, by freight, including, but not limited to, trains on welded rail, magnetically levitated (maglev) vehicles on a special guideway, or other advanced technology vehicles, designed to travel at speeds in excess of those possible on other types of railroads.
Intercity rail passenger car means a rail car intended for use by revenue passengers obtained by the National Railroad Passenger Corporation (Amtrak) for use in intercity rail transportation.
Intercity rail transportation means transportation provided by Amtrak.
Light rail means a streetcar-type vehicle railway operated on city streets, semi- private rights-of-way, or exclusive private rights-of-way. Service may be provided by step-entry vehicles or by level-boarding.
New vehicle means a vehicle which is offered for sale or lease after manufacture without any prior use.
Over-the-road bus means a vehicle characterized by an elevated passenger deck located over a baggage compartment.
Rapid rail means a subway-type transit vehicle railway operated on exclusive private rights-of-way with high-level platform stations. Rapid rail may also operate on elevated or at-grade level track separated from other traffic.
Remanufactured vehicle means a vehicle which has been structurally restored and has had new or rebuilt major components installed to extend its service life.
Specified public transportation means transportation by bus, rail, or any other conveyance (other than aircraft) provided by a private entity to the general public, with general or special service (including charter service) on a regular and continuing basis.
Tram means any of several types of motor vehicles consisting of a tractor unit, with or without passenger accommodations, and one or more passenger trailer units, including but not limited to vehicles providing shuttle service to remote parking areas, between hotels and other public accommodations, and between and within amusement parks and other recreation areas.
Used vehicle means a vehicle with prior use.
The definitions in this section are consistent with the definitions included in the DOT final rule. This set of definitions, however, does not include some terms which are included in the DOT rule, primarily those which concern operational issues not addressed by the guidelines. Notice that the term "accessible" means compliance with the provisions of the guidelines (or the DOT standards in 49 CFR Part 38) which includes any determinations of equivalent facilitation.
1192.4 Miscellaneous instructions.
(a) Dimensional conventions. Dimensions that are not
noted as minimum or maximum are absolute. (b) Dimensional tolerances.
All dimensions are subject to conventional engineering tolerances
for material properties and field conditions, including normal anticipated
wear not exceeding accepted industry-wide standards and practices.
(c) Notes. The text of these guidelines does not contain notes or
footnotes.
Additional information, explanations, and advisory materials are
located in the Appendix.
(d) General terminology. The terms used in this part shall have
the following meanings:
(1) Comply with means meet one or more specification of these guidelines.
(2) If, or if...then denotes a specification that applies only when the conditions described are present.
(3) May denotes an option or alternative.
(4) Shall denotes a mandatory specification or requirement.
(5) Should denotes an advisory specification or recommendation and is used only in the appendix to this part.
This section contains several provisions designed
to reduce some confusion which became evident in the responses to
the original proposed regulations. It contains miscellaneous instructions,
including dimensional conventions and tolerances, and general terminology.
An appendix was also added to the final guidelines that contains
additional information, explanations, and advisory materials. That
material is summarized in the discussion sections of this document,
where appropriate.
With respect to dimensional tolerances, certain materials expand
or contract due to variations in temperature or during the process
of "curing" or drying. As a result, even close tolerances during
construction or manufacture cannot ensure continued conformance
to a given standard. For example, a cable-driven historic inclined
system has been modified to be generally accessible. However, the
cable is subject to uncontrollable stretching during the day, especially
in hot weather. The cars generally provide level entry in the morning,
but may be significantly out of alignment by the end of the day.
Such variation, even in a new system, resulting from material variations
beyond the control of the operator would not be deemed in violation
of the guidelines. Furthermore, unlike buildings and facilities
which are essentially stationary objects, vehicles move and have
dynamic as well as static "envelopes". Springs lose their elasticity,
steel rails and wheels wear down, and supposedly "fixed" objects
settle due to dynamic stress. The allowance for normal wear, however,
is only to be applied in accordance with accepted industry standards
and practices, not simply an agency policy. If the industry, including
designers, engineers, manufacturers, operators, and recognized professional
associations agree that a specific adherence can be achieved above
that allowed by an agency policy or practice, it is
the industry standard which is to be applied, not the agency policy.
Reliance on dimensional tolerances, however, is not an excuse for
improper or deferred
maintenance, or poor design or construction methods. For example,
the claim of "dimensional tolerances" could not be made for a lift
which fails to meet the vehicle floor within the limits specified
in these guidelines, simply because an adjustment which could have
been reasonably made to a control system or limit switch was not
made. Neither could a rail operator be excused from compliance because
it accepted vehicles from a manufacturer which did not meet the
operator's bid specification. Nor could a group of manufacturers,
operators or designers, for example, simply get together to adopt
a lower "standard" solely for the purpose of relaxing compliance.
Such a change would need to be acknowledged by a significant segment
of the industry to constitute an "accepted industry standard or
practice." Moreover, dimensional tolerances apply to the construction,
manufacture or operation of a system, not to the design. An entity
cannot issue vehicle specifications which are less stringent than
those required by the guidelines; nor could it justify a wider horizontal
gap as being within dimensional tolerances because it did not specify
its vehicles to be within achievable limits for sway or stability.
Subpart H -- Other Vehicles and Systems
(a) New, used and remanufactured vehicles and conveyances
for systems not
covered by other subparts of this part, to be considered accessible
by regulations issued
by the Department of Transportation in 49 CFR Part 37, shall comply
with this subpart.
The Americans with Disabilities Act (ADA) requires
new or used vehicles that are purchased
or leased after August 25, 1990, to be accessible. Vehicles that
are remanufactured after this date to extend their usable life for
5 years or more are also required to be accessible. On October 4,
1990, DOT issued an interim set of requirements for such vehicles.
The guidelines discussed in this technical assistance document are
substantively identical to standards issued by DOT on September
6, 1991, at 49 CFR Part 38 which replace the interim rules. The
DOT rule at 49 CFR Part 37 further outlines the applicability and
effective dates of these requirements. Questions as to whether certain
vehicles are subject to these standards and specific effective dates
should be directed to DOT.
(b) If portions of the vehicle or conveyance are modified
in a way that affects or
could affect accessibility, each such portion shall comply, to the
extent practicable, with
the applicable provisions of this subpart. This provision does not
require that
inaccessible vehicles be retrofitted with lifts, ramps or other
boarding devices.
This provision is similar to existing requirements
of all common accessibility codes and
should be viewed as an "opportunity" clause. That is, when modifications
are made for any reason, the opportunity should be explored to provide
the maximum access feasible. When a vehicle is modified, each element
that is part of the modification should be brought into compliance
with the applicable sections of these requirements. For example,
if a vehicle's floor is resurfaced and its electrical system rewired,
the new floor surface should be slip resistant at aisles and areas
used by standees and mobility aid users. If existing audible signals
are replaced or rewired, the installation of audible and visual
door signals would also be required as part of the modification
project. The intent of this provision is to ensure that elements
of a vehicle will be made accessible when the opportunity to do
so exists in the regular course of modifying or upgrading vehicles.
However, those elements of the vehicle not affected by the modification
plan would not have to be brought into conformance with these requirements.
Under any modification plan, the installation of a bridge plate
or other boarding device is not required, even if the entrance of
a vehicle is modified.
(c) Requirements for vehicles and systems not covered by this part shall be determined on a case-by-case basis by the Department of Transportation in consultation with the U. S. Architectural and Transportation Barriers Compliance Board (Access Board)
This provision does not pertain to AGT systems but to those types of vehicles or systems that cannot be easily classified under any of the transit modes defined by these guidelines and addressed either in this subpart or any of the other subparts. Examples might include the Johnstown or Mongahela inclines, skyways and cable drive aerial tramways, and future systems with designs or operational features based on new technologies. DOT, in consultation with the Access Board, will determine which requirements apply to such vehicles or systems on a case-by-case basis.
1192.173 Automated guideway transit vehicles and systems.
(a) Automated Guideway Transit (AGT) vehicles and
systems, sometimes called
"people movers," operated in airports and other areas where AGT
vehicles travel at slow
speed, shall comply with the provisions of 1192.53(a) through (c),
and 1192.55
through 1192.61 for rapid rail vehicles and systems.
These guidelines define AGT systems as automated (driverless)
systems comprised of
individual or multi-car trains. This section is intended to address
those AGT systems characterized by small, lightweight vehicles that
move at relatively slow speeds and that provide level boarding.
These systems are sometimes referred to as "people movers" and are
often used in airports and amusement parks. Since there are many
similarities between the operation of rapid rail systems and most
AGT systems, most of the requirements for rapid rail vehicles are
applied by this provision to AGT vehicles and are reprinted in this
manual. Basically, all the requirements for rapid rail are referenced
except those pertaining to vehicle-platform alignment (1192.53(d)
and between-car barriers, which are addressed by the following paragraphs
((b) and (c)). Those AGT systems that operate as rapid rail
systems would be fully subject to the requirements for rapid rail
(subpart C), and those that operate as light rail systems would
be subject to the requirements for light rail vehicles (subpart
D) instead of this subpart; this is further discussed under paragraph
(d).
(b) Where the vehicle covered by paragraph (a) of
this section will operate in an
accessible station, the design of vehicles shall be coordinated
with the boarding
platform design such that the horizontal gap between a vehicle door
at rest and the
platform shall be no greater than 1 inch and the height of the vehicle
floor shall be
within plus or minus 1/2 inch of the platform height under all normal
passenger load
conditions. Vertical alignment may be accomplished by vehicle air
suspension or other
suitable means of meeting the requirement.
Since AGT systems under discussion in this section
operate at relatively slow speeds, greater horizontal and vertical
coordination between vehicles and platforms can be achieved. The
maximum gap tolerances specified here, which pertain to new AGT
vehicles operating at accessible stations, are based on an FTA-sponsored
survey of people mover systems ("Los Angeles Downtown People Mover:
Handbook on Accessibility for the Elderly and Handicapped," (1980)).
This study found that the 1 inch horizontal gap and 1/2 vertical
tolerance are achievable in people-mover systems. These tolerances
are specified as the maximum allowed under all normal passenger
load conditions. Thus, in the acquisition or remanufacture of vehicles,
operators should specify that the vehicle be horizontally
and vertically aligned as closely to the platform as is possible
so that under all normal passenger load conditions the maximum tolerances
are not exceeded. Further, it is incumbent on the operator not only
to specify the correct floor height when ordering vehicles (and
to accept them only if they meet the specification) but also to
correctly specify the rail-to-platform height for new stations.
Thus, it is important to keep in mind that the horizontal gap and
vertical tolerance are dependent not only on the vehicle specifications
but also the design and construction of station platforms. Standards
for these facilities, including gap requirements, are provided at
49 CFR Part 37, Appendix A. In some existing systems, the gap requirements
have been met by simply bolting a wooden plank to the platform edge
to narrow the gap.
In those unique instances where a new AGT system could
not meet these gap requirements, the operator would be able to pursue
alternative means of reducing gaps under the procedure for equivalent
facilitation contained in DOT's rule (see 49 CFR 37.7). Also, the
Board recognizes that close tolerances during construction or manufacture
cannot insure continued conformance to a given standard. Variations,
such as those resulting from normal wear or material variations
would not be deemed violations of the guidelines. However, only
those variations within the limits of accepted industry practices
or tolerances are allowed. See the discussion of dimensional tolerances
in section 1192.4 above. Additionally, those AGT vehicles that operate
as rapid or light rail vehicles would,
under paragraph (d), be subject to the greater tolerances specified
for rapid rail (subpart C) and light rail (subpart D) systems.
(c) In stations where open platforms are not protected
by platform screens, a
suitable device or system shall be provided to prevent, deter or
warn individuals from
stepping off the platform between cars. Acceptable devices include,
but are not limited
to, pantograph gates, chains, motion detectors or other appropriate
devices.
A serious danger posed to passengers, particularly
those with visual impairments, is stepping in-between cars. In some
systems, the light from end windows can sometimes cause persons
with visual impairments to mistake the gap between vehicles as an
entrance. Since AGT systems usually operate behind platform screens
which have doors that open only when a vehicle door is correctly
aligned, most of these systems will not need to provide barriers
between vehicles. However, where platform screens are not provided,
some type of barrier such as chains, pantograph gates, or motion
detectors must be provided to help prevent passengers from accidentally
stepping off the platform. Other available solutions not mentioned
in the provision are acceptable so long as they serve to "prevent,
deter, or warn" individuals of the gap.
Although the Board does not require or recommend one device or solution
over another, it is
known that spring or pantograph gates are more effective than chains
or motion detectors in stopping a person from stepping over the
platform edge and falling between cars. Chains, if mounted high
enough, may actually prevent falls, but if mounted at a low height
may serve only as a warning to persons with visual impairments who
use canes. Motion detectors are strictly a warning device and will
not physically restrict someone from falling between cars. Operators
concerned about the manual connection and disconnection of spring
gates or chains can specify pantograph gates, motion detectors,
or other devices.
(d) Light rail and rapid rail AGT vehicles and systems shall comply with subparts D and C of this part, respectively.
The term "automated guideway transit" pertains to
the method of train control and not
necessarily to a category of vehicles exclusively. Some rapid rail
and light rail systems could be considered to operate as an AGT
system. The vehicles of such systems would not be covered by this
section but by subpart C in the case of rapid rail vehicles or subpart
D in the case of light rail vehicles. Although most of the
requirements for AGT systems are the same as those for rapid rail,
AGT vehicles, as discussed above, are required to be more closely
coordinated with the platform.
Subpart C -- Rapid Rail Vehicles and Systems
[NOTE: Only those sections of the manual for rapid rail systems which apply to AGT systems are reprinted here. For clarity, references in the discussion to "rapid rail" vehicles or systems have been changed to "AGT" vehicles or systems. Persons interested in the full set of requirements for rapid rail vehicles should consult the manual for rapid rail systems (subpart C), which is also available from the Access Board.]
(a) Clear width. - (1) Passenger
doorways on vehicle sides shall have clear
openings at least 32 inches wide when open.
The provision for a clear opening width of 32 inches
has been in effect since 1976 for FTA-
funded vehicles and should be met easily. The door width specified
is not designed solely to accommodate wheelchair users. Rather,
the dimension is designed to provide space for the crutch-tip-to-crutch-tip
distance of a typical crutch user. Also, the requirement is for
a "clear opening." Providing a wide doorway with a vertical
stanchion in the center does not meet this requirement.
(2) If doorways connecting adjoining cars in a multi-car
train are provided, and if
such doorway is connected by an aisle with a minimum clear width
of 30 inches to one
or more spaces where wheelchair or mobility aid users can be accommodated,
then such
doorway shall have a minimum clear opening of 30 inches to permit
wheelchair and
mobility aid users to be evacuated to an adjoining vehicle in an
emergency.
This requirement applies only to new vehicles equipped
with end doors that can be reached by a wheelchair or mobility aid
user. This means that where there is a route at least 30 inches
wide leading from the area containing accessible spaces to the end
door, then the end doors must provide a minimum of 30 inches clear
width. Since the clear area in which mobility aid users can position
themselves is usually located at the ends of cars, the end doors
will most likely be in close proximity to accessible spaces. This
requirement does not apply to vehicles that are designed with a
route leading to the end doors that is less than 30 inches wide
at any point or that is inaccessible in any other aspect (e.g.,
steps). However, this provision should not be viewed as an excuse
to arbitrarily place stanchions or arrange seats to preclude a 30-inch
wide passage to avoid having to specify 30-inch wide end doors.
These guidelines do not address evacuation procedures or require
that end doors be used in emergencies or that they be part of an
evacuation route. For a variety of reasons, the end doors might
not be used by a transit system's evacuation plan. In addition,
a transit system's evacuation plan that requires the use of side
doors would not be precluded by this provision. Further, the evacuation
route leading from the train itself is often inaccessible, especially
in tunnels, because of narrow walkways, catwalks, and escape ladders
that are part of evacuation routes. Nevertheless, the end doors
of new vehicles can easily be designed to be functionally accessible
(i.e., have 30 inches of clear width) and should be accessible in
case they may serve as an accessible means of egress. In limited
emergencies,
such as when the side doors of a car fail, accessible end doors
would be the only means of exit. Additionally, the Board recognizes
that this provision does not guarantee access into adjoining cars
since existing cars may not have end doors with 30 inches of clear
width. However, as old cars are replaced over time and the number
of accessible cars on each train increases, the chances of providing
an accessible connection between cars will be greater.
Existing cars or cars retrofitted under the "one-car-per-train"
rule are not subject to this
requirement.
(b) Signage. The International
Symbol of Accessibility shall be displayed on the
exterior of accessible vehicles operating on an accessible rapid
rail system unless all
vehicles are accessible and are not marked by the access symbol.
Under this requirement, all new vehicles must be designated
by the International Symbol of
Accessibility (access symbol). However, new vehicles acquired for
an AGT system in which all vehicles are accessible and which are
not designated by the symbol do not have to be designated. In fully
accessible systems, consistency is important, so that if existing
accessible vehicles are designated, new vehicles should be designated
as well. Still, the
Board considers the access symbol to be at times subject to over-use
and thus recommends that transit operators remove symbols when all
cars are accessible. Since cars are usually designated by decals,
which eventually wear and must be replaced,
operators may opt to simply not replace them.
The placement of the access symbol is not specified by these guidelines.
It is recommended that the symbol be placed at each accessible passenger
door of an accessible vehicle. If the clear floor area for wheelchair
or mobility aid users is provided at only one end of a car, then
only those passenger doors at that location should be designated.
(c) Signals. Auditory and visual warning signals shall be provided to alert passengers of closing doors.
Audible signals have been required by existing FTA
regulations since 1976. Audible signals
usually activate before the doors begin to close and thus provide
advance warning that the doors are about to close. Without visual
signals, persons with hearing impairments are not afforded any equivalent
advance warning and can only detect closing as the doors actually
begin to close. According to information received during the development
of these guidelines, the addition of audible and visual warning
signals for automatically-operated doors of new vehicles is feasible
and represents only a modest cost increase for a chime, light, and
associated electrical controls at each doorway. These signals are
not required to be provided on existing vehicles or those that are
retrofitted. Since proposed requirements for door closing force
and speed have been removed, the Board considers the provision of
audible and visual indicators to be of even greater importance.
Visual warning signals should be visible from both inside and outside
the car. This can be
achieved by equipping the entrances of new cars with both an interior
and exterior light indicator. Also, it is conceivable that a single
light indicator, by either its illumination level, design, or placement
may be specified so that it is visible both inside and outside the
car. Either method of addressing this requirement is acceptable
so long as it provides a visual warning that doors are about to
close to persons who are entering or exiting the car. Further, visual
indicators should be synchronized with audible signals so that equivalent
advance notification of door closure is provided to all persons,
including those with hearing or visual impairments.
(d) Coordination with boarding platform. - [Not applicable to AGT systems; see section 1192.173(b).]
1192.55 Priority seating signs.
(a) Each vehicle shall contain sign(s) which indicate
that certain seats are priority
seats for persons with disabilities, and that other passengers should
make such seats
available to those who wish to use them.
The content of signs is not specified by this requirement
and is left up to the discretion of
transit operators. At a minimum, the sign should indicate which
seats are intended for use by persons with disabilities.
(b) Characters on signs required by paragraph (a)
of this section shall have a
width-to-height ratio between 3:5 and 1:1 and a stroke width-to-height
ratio between 1:5
and 1:10, with a minimum character height (using an upper case "X")
of 5/8 inch, with
"wide" spacing (generally, the space between letters shall be 1/16
the height of upper
case letters), and shall contrast with the background, either light-on-dark
or dark-on-light.
These requirements for the character height and proportion
are based on existing Federal
requirements for building and facility signage, augmented by the
results of research sponsored by the Board. In general, the requirement
is designed to eliminate type faces with letters which are short
and fat or tall and thin. Also, the individual stroke lines should
not be especially thin or thick. Many common type faces fit within
these aspect ratios. If the specifications are included in bid documents,
signage manufacturers should have little difficulty supplying appropriate
type styles.
Contrast can be provided either with light characters on a dark
background or dark characters on a light background. However, light-colored
characters against a dark background are preferred since studies
have shown that this type of contrast is more readable for persons
with low vision. A minimum level or percentage of contrast between
characters and the background of the sign is not specified. Research,
however, indicates that signs are more legible for persons with
low vision when characters contrast with their background by at
least 70 percent. Contrast in percent is determined by:
Contrast = [(B1 - B2)/B1] x 100
where B1 = light reflectance value (LRV) of the lighter area
and B2 = light reflectance value (LRV) of the darker area.
Note that in any application both white and black
are never absolute;
thus, B1 never equals 100 and B2 is always greater than 0.
Although not required, it is also recommended that
the characters and background of signs
should be eggshell, matte, or other non-glare finish. An eggshell
finish (11 to 19 degree gloss on 60 degree glossimeter) is preferred.
1192.57 Interior circulation, handrails and stanchions.
(a) Handrails and stanchions shall be provided to assist safe boarding, on-board circulation, seating and standing assistance, and alighting by persons with disabilities.
This provision is written as a general performance
requirement in order to allow as many
options as possible in the design of accessible vehicles. Handrails
and stanchions must be placed near the doors and along the path
of entrance into the vehicle. However, they should not interfere
or restrict the necessary clearance at doors or along an accessible
route leading to accessible spaces as required by the following
provision.
(b) Handrails, stanchions, and seats shall allow a
route at least 32 inches wide so
that at least two wheelchair or mobility aid users can enter the
vehicle and position the
wheelchairs or mobility aids in areas, each having a minimum clear
space of 48 inches by
30 inches, which do not unduly restrict movement of other passengers.
Space to
accommodate wheelchairs and mobility aids may be provided within
the normal area
used by standees and designation of specific spaces is not required.
Particular attention
shall be given to ensuring maximum maneuverability immediately inside
doors. Ample
vertical stanchions from ceiling to seat-back rails shall be provided.
Vertical stanchions
from ceiling to floor shall not interfere with wheelchair or mobility
aid user circulation
and shall be kept to a minimum in the vicinity of doors.
Designating accessible spaces for wheelchair or mobility
aid users is not required. During the development of these guidelines,
it was apparent that some transit operators assumed that "bays"
or "berths" would have to be provided in order to meet this requirement.
Such accommodations are not required or recommended. All that must
be provided is enough clear floor space so that two wheelchair or
mobility aid users can board and position themselves on the vehicle.
The 30 by 48 inch dimension is based on the standard space allowance
for a person in a wheelchair. The clear floor area where persons
with disabilities can position themselves must be connected to the
doors by a route with at least 32 inches of clear width. The clear
floor space that is typically provided for standees is usually large
enough to meet this requirement.
Handrails or stanchions must be placed so that the required clear
floor spaces and routes are not obstructed. It is also recommended,
but not required, that consideration be given to the proximity of
handrails or stanchions to the area in which wheelchair or mobility
aid users may position themselves. When identifying the clear floor
space where a wheelchair or mobility aid user can be accommodated,
it is suggested that at least one such area be adjacent to, or in
close proximity to a handrail or stanchion. Of course, such a handrail
or stanchion cannot encroach upon the required 32 inch width required
for the doorway or the route leading to the clear floor space. This
recommendation should not be interpreted as a requirement that the
area where wheelchair or mobility aid users can position themselves
be designated at a specific location. It is important that wheelchair
and mobility aid users have as many options as possible in positioning
themselves in view of the crowding that can take place and the limited
time allowed to enter or exit the vehicle.
There is no requirement for securement systems or tie-down devices.
Previous research
conducted for DOT and comments received during the development of
these guidelines indicate that such devices are not needed on rapid
rail vehicles, which are similar to AGT vehicles, because of the
low acceleration and deceleration forces.
(c) The diameter or width of the gripping surface
of handrails and stanchions
shall be 1-1/4 inches to 1-1/2 inches or provide an equivalent gripping
surface and
shall provide a minimum 1-1/2 inches knuckle clearance from the
nearest adjacent
surface.
Most car handrails are made of pipe. In the building
industry, pipe size typically specifies
inside diameter so that a 1-1/2 inch pipe handrail actually has
a larger outside diameter, sometimes up to 2 inches. Such handrails
have not posed any known problem. Thus, the 1-1/2 inch diameter
requirement can result in a handrail of approximately 2 inches under
current building industry practices.
Floor surfaces on aisles, places for standees, and areas where wheelchair and mobility aid users are to be accommodated shall be slip-resistant.
A specific measure, or static coefficient of friction,
has not been specified for slip-resistance. Slip resistance
is based on the frictional force necessary to keep a shoe heel or
crutch tip from slipping on a walking surface under conditions likely
to be found on the surface. While the dynamic coefficient of friction
during walking varies in a complex and non-uniform way, the static
coefficient of friction, which can be measured in several ways,
provides a close approximation of the slip resistance of a surface.
Contrary to common belief, some slippage is necessary for walking,
especially for persons with restricted gaits. A truly "non-slip"
surface could not be negotiated.
The Occupational Safety and Health Administration recommends that
walking surfaces have a static coefficient of friction of 0.5. A
research project sponsored by the Board conducted tests with persons
with disabilities and concluded that a higher coefficient of friction
was needed by such persons. A static coefficient of friction of
0.6 is recommended for steps, floors, and lift platforms and 0.8
for ramps.
The coefficient of friction varies considerably due to the presence
of contaminants, water, floor finishes, and other factors not under
the control of transit providers and may be difficult to measure.
Nevertheless, many common materials suitable for flooring are now
labeled with information on the static coefficient of friction.
While it may not be possible to compare one product directly with
another, or to guarantee a constant measure, transit operators or
vehicle designers and manufacturers are encouraged to specify materials
with appropriate values. As more products include information on
slip resistance, improved uniformity in measurement and specification
is likely to develop. The Board has published a brochure, "Slip
Resistant Surfaces," available at no cost, which provides additional
information and advisory guidelines on slip resistant surfaces.
A variety of common materials used on transit vehicle floors can
provide adequate slip
resistance. Common rubberized matting may be slip resistant depending
on the orientation of the grooves. Carpet is more variable depending
on pile and weave and should probably be tested before it is specified.
1192.61 Public information system.
(a)(1) Requirements. Each
vehicle shall be equipped with a public address
system permitting transportation system personnel, or recorded or
digitized human
speech messages, to announce stations and provide other passenger
information.
Alternative systems or devices which provide equivalent access are
also permitted. Each
vehicle operating in stations having more than one line or route
shall have an external
public address system to permit transportation system personnel,
or recorded or
digitized human speech messages, to announce train, route, or line
identification
information.
(2) Exception. Where station
announcement systems provide information on
arriving trains, an external train speaker is not required.
This provision requires cars to be equipped with a public address system that provides either recorded or digitized human speech messages or announcements made by drivers or other transit personnel. Digitized human speech uses spoken sounds and words recorded digitally and rearranged for customized messages. While other systems that provide equivalent access to information are permitted, the use of synthetic speech is not recommended. According to Board-sponsored research, synthetic speech, which is generated electronically, has not yet been proven to be as easily recognized or understood as recorded or digitized human speech. Information received by the Board during the development of these guidelines did not contradict this assessment. It is also required that AGT vehicles be equipped with an external speaker. This does not apply to vehicles operating on only one line or route since the destinations announced would be the same for all vehicles. The Board is aware of the concern about the use of external speakers on vehicles that operate in quiet residential areas and notes that transit operators have full discretion over the volume of external announcements and that a minimum decibel level is not specified by this provision.
(b) [Reserved]
These guidelines do not currently contain technical
specifications for the provision of public
information in a format that is accessible to persons with hearing
impairments. Such a technical requirement has been reserved pending
further study of the options that are available in making such information
fully accessible. The Board expects to include some requirements
in the future. Nevertheless, general prohibitions of discrimination
in the ADA itself and the "provision of service" requirements of
the DOT rule require, in essence, that information necessary for
the operation or use of a transit system be made available to persons
with hearing impairments. See 49 CFR 37.167(f). Thus, it is
recommended that the information for passengers contained in audible
announcements also be made available to persons with hearing loss
or who are deaf. Of course, announcements intended only for system
personnel are not part of the information needed by passengers.
DOT is assessing available and soon-to-be available technology in
a study to be conducted during Fiscal Year 1992. Entities
are encouraged to employ whatever services, signage or alternative
systems or devices that are available and that provide equivalent
access. Information can be provided in different ways, some of which
are relatively simple and inexpensive. For example, one transit
system has a policy of flashing interior train lights to indicate
to passengers who are deaf that the train is malfunctioning and
that all passengers must exit the train at the next station. Of
course, the meaning of this signal must be conveyed in advance to
potentially affected passengers for it to be useful and may not
be useful to persons unfamiliar with the system, such as tourists.
A prominent sign in the vehicle also would be useful. In general,
such information should be included in the brochures and guides
available to the general public rather than only in a "special services"
brochure intended for persons with disabilities. Access to some
information may also be conveyed by a system of signage providing
information routinely provided in announcements (e.g., no smoking,
fares, hours of operation) while information provided in special
announcements (e.g., changes in schedule, elevators not in service)
could be posted in strategic areas, such as at entrances to the
station or at information kiosks. Announcements of elevator outage,
for example, could be easily conveyed on a simple chalkboard in
the station kiosk.
More sophisticated solutions could include visual display systems
and electronic message
boards. Visual display systems provide information through electronic
message boards or video monitors and can accommodate persons who
are deaf as well as those with hearing loss. Electronic message
boards using a light emitting diode (LED) or "flip-dot" display
are currently provided in some transit stations and terminals and
may be usable in cars. One transit system is testing the feasibility
of on-board visual displays for next-station announcements and even
points of interest, news headlines and weather reports. At least
two such systems have been installed at no cost to the transit agency
since the company providing the equipment is seeking paid advertisements
to support the installation and operation. Such visual displays
can supplement audio announcements and are
useful to all passengers where the noise level or reverberation
is high. These devices may be used to provide real time or pre-programmed
messages. However, real time message displays require the availability
of an employee for keyboard entry of the information to be announced.
Video monitor systems, such as visual paging systems provided in
some airports (e.g., Baltimore-Washington International Airport),
are another alternative. The Board can provide technical assistance
and information on these systems, including a free technical assistance
manual, "Airport TDD Access: Two Case Studies."
Assistive listening systems (ALS) may possibly provide another alternative
although they
benefit a narrower population of people with hearing loss. These
types of systems are intended to augment standard public address
and audio systems by providing signals which can be received directly
by persons with special receivers or their own hearing aids and
which eliminate or filter background noise. Magnetic induction loops,
infra-red and radio frequency systems are types of listening systems
which are appropriate for various applications. These systems, however,
are not usable by persons who are deaf. Further, the feasibility
and cost of installing such devices on cars remain uncertain. The
Board has published a pamphlet, "Assistive Listening Systems," available
at no cost, which lists
demonstration centers across the country where technical assistance
can be obtained in selecting and installing appropriate systems.
The State of New York has also adopted a detailed technical specification
which may be useful.
1192.63 Between-car barriers. [Not applicable to AGT systems; see section 1192.173(c).]
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