6913G626Q300026_Attachment 1-APTA-PR-CS-S-016-99_R3.1.pdf

AP T A S T AN D A R D S DE V E L O P M E N T P R O G RAM

STANDARD

American Public Transportation Association

1300 I Street, NW, Suite 1200 East, Washington, DC 20005

APTA PR-CS-S-016-99, Rev. 3.1

First Published: March 17, 1999

First Revision: Jan. 11, 2003

Second Revision: Oct. 3, 2010

Third Revision: Mar. 26, 2021

Revision 3.1: Oct. 26, 2023

PRESS Construction and Structural Working

Group

Passenger Seats in Passenger Railcars

Abstract: This rail standard specifies minimum strength, crashworthiness, and fire safety requirements for the design and procurement of passenger seats for use in passenger railcars that are operated on the general railroad system of transportation, regardless of Tier of operation.

Keywords: anthropomorphic test device (ATD), crashworthiness, injury criteria, seat, seating

Summary: This standard specifies minimum strength, crashworthiness and fire safety requirements for revenue passenger seating equipment installed in cars operated on the general railroad system of transportation, regardless of Tier of operation. This standard applies to passenger seating equipment in all new car procurements and generally describes the test conditions, measurements and performance requirements necessary to demonstrate compliance. Seating equipment in compliance with Revision 2 of this standard is acceptable for retrofits and refurbishments of existing railcars. This standard becomes effective on the date of authorization stated on the title page.

Scope and purpose: Compliance with this standard will provide and maintain an appropriate level of safety for rail passengers, for that component of safety attributed to the seating. The purpose of this standard is to establish minimum requirements for seat attachment strength; establish minimum human injury criteria associated with dynamic seat testing; specify minimum flame and smoke standards; specify minimum reporting requirements to demonstrate compliance with this standard; provide background information; and provide nomenclature and definitions associated with passenger seating.

This document represents a common viewpoint of those parties concerned with its provisions, namely transit operating/planning agencies, manufacturers, consultants, engineers and general interest groups. APTA standards are mandatory to the extent incorporated by an applicable statute or regulation. In some cases, federal and/or state regulations govern portions of a transit system’s operations. In cases where this is a conflict or contradiction between an applicable law or regulation and this document, consult with a legal advisor to determine which document takes precedence.

© 2023 The American Public Transportation Association (APTA). No part of this publication may be reproduced in any form, in an electronic retrieval system or otherwise, without prior written permission of APTA.

© 2023 American Public Transportation Association | ii

Table of Contents

Participants ..........................................................................................................................................................iv

Introduction .......................................................................................................................................................... v

1. Overview of requirements

1.1 Applicability

1.2 Crashworthiness of open bay seat configuration

1.3 Anthropomorphic test devices

2. Seat design features

2.1 Walkover seats

2.2 Rotation

3. Seat testing

3.1 Static strength testing

3.2 Dynamic sled testing

3.3 Additional dynamic testing

4. Test plan, procedures and reports

4.1 Test plan

4.2 Test procedures

4.3 Test reports

5. Flammability and smoke emission

6. Parts, service and maintenance manuals

7. Engineering drawings

8. Submittals for approval

Related APTA standards

References Definitions

Abbreviations and acronyms

Summary of document changes

Document history

Appendix A: Bibliography

Appendix B: Informative

Appendix C: Recommended testing, maintenance and guidelines

© 2023 American Public Transportation Association | iii

List of Figures and Tables

TABLE 1 Typical Weights of ATDs 3 FIGURE 1 Backrest Strength Test Loading Conditions 4 FIGURE 2 Grab Handle Strength Test Loading Conditions 5 FIGURE 3 Vertical Seat Strength Test Loading Conditions 5 FIGURE 4 Armrest Strength Test Loading Conditions 6

FIGURE 5 Footrest Strength Test Loading Conditions 7 FIGURE 6 Leg Rest Strength Test Loading Conditions 7 FIGURE 7 Tray Table Strength Test Loading Conditions 8

FIGURE 8 Schematic of Forward-Facing Human Injury Test for Row-to-Row and Open Bay Seating 9 FIGURE 9 Longitudinal Crash Pulse 10

FIGURE 10 Schematic of Rearward-Facing Seat Attachment and Human Injury Test 12 FIGURE 11 Seat Orientation for Lateral Seat Attachment Test 15 FIGURE 12 Lateral and Vertical Crash Pulse 15 FIGURE 13 Seat Orientation for Vertical Seat Attachment Test 16 FIGURE 14 Schematic of Forward-Facing Seat Attachment Test for Row-to-Row and Open Bay Seating 17 TABLE 2 Submittals 19 FIGURE 15 Aisle Width 21 FIGURE 16 Hip-to-Knee Space and Seat Pitch 22 FIGURE 17 Ingress/Egress Space 23 FIGURE 18 Seating Arrangement and Nomenclature 25 FIGURE 19 Seat Arrangement and Nomenclature 32 FIGURE 20 Typical Decelerations During a Collision 33

FIGURE 21 Secondary Impact Velocity During CEM Full-Scale Train-to-Train Test 34 FIGURE 22 Seats Tested 35

TABLE 3 Description Of Seats Used In Test Program 36 FIGURE 23 Actual Decelerations Measured During Cem Full-Scale Tests 38 FIGURE 24 Secondary Impact Velocity During Cem Full-Scale Tests 38 TABLE 4 Neck Injury Limits For Hybrid Iii 50th-Percentile Male Atd 39

FIGURE 25 Jounce And Squirm Test Machine 42

© 2023 American Public Transportation Association | iv

Participants

The American Public Transportation Association greatly appreciates the contributions of the PRESS

Construction and Structural Working Group, which provided the primary effort in the drafting of this document.

At the time Revision 3 was completed, the working group included the following members:

Francesco Maldari, MTA Long Island Railroad, Chair

Martin Young, Sound Transit, Vice-Chair

Mehrdad Samani, LTK Engineering Services, Secretary

Gabriel Amar, Systra Canada

Enrique Arroyo-Rico, Alstom

Danny Bailey, DCTA

Evelyne Berthomme, Alstom Martin Bigras, Bombardier Transportation

Robert Bocchieri, ARA

Michael Burshtin, Amtrak

Paul Callaghan, Transport Canada

Luiz Cano Fernandez, Alstom

Bruce Cardon, UTA

Michael Carolan, Volpe

Mike Cook, LTK

Robert Cook, SCRRA Joshua Coran, Talgo Inc.

Sean Cronin, Metra

Richard Curtis, Curtis Engineering Consulting

Felipe Czank, Alstom

Nathaniel Eckman, LTK

Shaun Eshraghi, Volpe

Steve Finegan, Atkins

Christian Forstner, Seisenbacher Rail Interiors

Tom Freeman, International Name Plate Supplies

Andre Gagne, Bombardier Transportation Gene Germaine, Kustom Seating Unlimited

Michael Gill, Atkins

Garrett Goll, Voith Turbo

Robert Gonzales, MRCOG

Jeffrey Gordon, FRA

Travis Gorhum, TTCI

Glenn Gough, Siemens Mobility

Yosi Grunberg, Atkins

Dong Keun Ha, SCRRA

Dongni Han, CRRC MA

Nicholas Harris, LTK

Jason Hesse, STV Incorporated

Ritch Hollingsworth, LTK

Karina Jacobsen, Volpe Paul Jamieson, retired Robert Jones, Stadler Rheintal AG

Micheal Kelsey, North County Transit District

Larry Kelterborn, LDK Advisory Joseph Kenas, Bombardier Transportation

Steven Kirkpatrick, ARA

Peter Lapre, FRA Paul Larouche, Bombardier Transportation

Dominique Le Corre, Alstom

Ana Maria Leyton, Transport Canada Patricia Llana, Volpe

William Luebke, Kustom Seating Unlimited

Francesco Maldari, MTA Long Island Rail Road

Eloy Martinez, LTK

Ronald Mayville, SGH

Patrick McCunney, Atkins

James Michel, Marsh Tomoyuki Minami, Central Japan Railway

Travis Nelson, LTK

Juergen Neudorfsky, Seisenbacher Rail Interiors

Steve Orzech, Freedman Seating Company

Chase Patterson, Voith Turbo Thomas Peacock, Atkins

Gary Petersen, TransLink Anand Prabhakaran, Sharma & Associates

Przemyslaw Rakoczy, TTCI

Denis Robillard, Baultar

Steven Roman, LTK Thomas Rutkowski, Virgin Trains

Mehrdad Samani, LTK

Brian Schmidt, San Joaquin Regional Rail

© 2023 American Public Transportation Association | v

Gerhard Schmidt, Siemens Mobility

Martin Schroeder, Jacobs

Frederic Setan, Alstom

Kristine Severson, Volpe

Melissa Shurland, FRA

Nick Sorensen, UTA

Benjamin Spears, LTK Jeremy Spilde, Metro Transit

Laura Sullivan, Volpe

Lukasz Szymsiak, VIA Rail

Michael Trosino, Amtrak

Rudy Vazquez, Amtrak

Doug Warner, Herzog Transit Services

Clifford Woodbury, LTK

Leonard Woolgar, Baultar

Martin Young, Sound Transit Theresa Zemelman, Raul V. Bravo + Associates

Steven Zuiderveen, FRA

Project team

Narayana Sundaram, American Public Transportation Association

Nathan Leventon, American Public Transportation Association

Revision 3 team

The following from Subject Matter Expert group #2 members of the PRESS Construction &

Structural Committee contributed to Revision 3 of this standard:

Shaun Eshraghi

Steve Finegan

Andre Gagne

Jeff Gordon

Glenn Gough Ritch Hollingsworth

Joe Kenas

Robert Jones

Dominique Le Corre

Bill Luebke

Eloy Martinez

Mehrdad Samani

Gerhard Schmidt

Kristine Severson

Narayana Sundaram

Martin Young

Introduction

This introduction is not part of APTA PR-CS-S-016-99, Rev. 3.1, “Passenger Seats in Passenger Railcars.”

This standard applies to all:

1. Railroads that operate intercity or commuter passenger train service on the general railroad system of transportation; and

2. Railroads that provide commuter or other short-haul rail passenger train service in a metropolitan or suburban area, including public authorities operating passenger train service.

This standard does not apply to:

1. Rapid transit operations in an urban area that are not connected to the general railroad system of transportation;

2. Tourist, scenic, historic, or excursion operations, whether on or off the general railroad system of transportation;

3. Operation of private cars, including business/office cars and circus trains; or

4. Railroads that operate only on track inside an installation that is not part of the general railroad system of transportation.

APTA PR-CS-S-016-99, Rev. 3.1

© 2023 American Public Transportation Association 1

1. Overview of requirements

1.1 Applicability

The intent of this standard is to demonstrate that passenger seats in passenger railcars comply with minimum strength and crashworthiness requirements. The requirements in this standard shall apply to all passenger seats in all classes, i.e., first, business, coach, etc., in all cars. Computer analysis shall not be allowed as a substitute for any testing requirements. Computer analysis may be used to determine the worst case configura-tion to be dynamically tested.

Except as specified below, each seat type (i.e., one-, two-, or three-passenger seats) and class (i.e., first, business, coach) shall be tested.

- Dynamic testing shall be completed using the largest seat pitch for a given seat design, which can be used to validate configurations of the same seat design positioned with smaller seat pitches.

- Open bay seating does not need to be tested in accordance with the forward-facing seat configurations specified in Sections 3.2.1 (human injury test) and 3.3.4 (seat attachment test) in the open bay configuration unless more than 50% of a car’s total passenger seating capacity is configured as open bay seating. All other static and dynamic tests shall be conducted regardless of the seating configuration, i.e., open bay or row-to-row.

- If the number of seating places associated with a particular seat type/class is less than 5% of a car’s total passenger seating capacity, then that seat type/class does not need to be dynamically tested in accordance with Sections 3.2 and 3.3. Each seat type/class, regardless of quantity, shall be tested to demonstrate compliance with all other requirements as specified in this standard. For seats that comprise less than 5% of a car’s total passenger seating capacity, compliance with the 8g/4g/4g seat attachment strength requirements defined in 49 CFR Part 238.233 shall be demonstrated, either via dynamic testing or analysis.

- Tier III trainsets that comply with 49 CFR Part 238.735 (a)(2) do not need to comply with the requirements in this standard.

For static testing, where sufficient structural similarity exists between seat types, and the test results are com-parable to the numerical analyses, the purchaser and manufacturer may jointly agree to apply the results of testing to various seat types.

At a minimum, at least one seat configuration/type/class shall be tested in accordance with the dynamic test requirements in Sections 3.2 and 3.3 in this standard.

The dynamic test requirements in this seating standard do not apply to non-reve- nue seating in food service or lounge cars, or to any seating in sleeping cars, or to any flip-up seats or longitudinally-oriented seats that face the center aisle or side windows, or to fixed bulkhead-facing seating or other seating arrangements for which there is an impact surface other than a seat. The attachment strength requirements of 49CFR Part 238.233 and the static load requirements in section 3.1 in this standard shall still

© 2023 American Public Transportation Association 2 apply to these other types of seating arrangements.

Walkover and rotating seats shall be tested in the row-to-row configuration. These seats do not need to be tested in the open bay configuration, provided that the operator intends to position the seats in the row-to-row configuration in service. If the operator intends to use walkover or rotating seats in the open bay configuration, then they should be tested as open bay seats based on the guidance in this section. Walkover

© 2023 American Public Transportation Association 3 and rotating seats at the end of a row may be positioned in the open bay configuration by the operator without the need for testing in the open bay configuration.

At the time of publication, compliance with Revision 2 of this standard is required by regulation in 49

CFR Appendix G to Part 238—Alternative Requirements for Evaluating the Crashworthiness and Occupant

Protection Performance of a Tier I Passenger Trainset, and 49 CFR Part 238.735 for Seat Crashworthiness

(Passenger and Cab Crew). Portions of this standard are intended to provide details on how to demonstrate compliance with the requirements of 49 CFR Part 238.233 for Tier I Passenger Seating Equipment, which apply to every seat type and class.

1.2 Crashworthiness of open bay seat configuration

The open bay seat configuration, in which two rows of seats are positioned such that passengers face one another, without a table between the facing seats, is common in passenger trains. There is mounting evidence, however, from computer analyses,1 dynamic sled tests2 and accident investigations3, that open bay seats do not provide the same level of occupant protection during an accident as row-to-row seats that face the same direction. Fixed workstation tables that are designed to absorb an occupant’s kinetic energy during a collision have been shown to mitigate hazards associated with open bay seats.4,5 Facing seats with intervening workstation tables are allowed, and preferred over open bay seats, provided that the tables meet the requirements in APTA PR-CS-S-018-13, “Fixed Workstation Tables in Passenger Rail Cars.”

Open bay seating in railcars should be limited to the extent practical, unless the configuration complies with all the requirements in this standard. Open bay seats used at the end of a row to prevent seats from facing a bulkhead wall, windscreen, vestibule wall or similar structure are considered an acceptable justification for the use of open bay seats. In addition, open bay seats positioned to accommodate access to emergency egress windows as required by 49 CFR 238.113(a) are considered an acceptable justification for the use of open bay seats. To compromise on operators’ desire to use unlimited open bay seats, up to 50 percent of a car’s seating capacity may be open bay seats without conducting the forward-facing ATD sled tests in the open bay configuration. Unlimited open bay seats may be used if the seats comply with all the requirements in this standard, including the forward-facing ATD sled tests, in the open bay configuration.

1.3 Anthropomorphic test devices

Reference is made in this standard to a series of anthropomorphic test devices (ATDs) designed to represent the 50th-percentile male occupant and the 95th-percentile male occupant. The ATDs used to meet the test requirements specified in this standard must be compliant with 49 CFR Part 572.

A table of available ATDs and their typical weights as used in testing to represent these occupant populations is given below for reference in Table 1.

1. Tyrell, D.C., Severson, K.J., and Marquis, B.J., “Analysis of Occupant Protection Strategies in Train Collisions,” American Society of Mechanical Engineers, AMD-Vol. 210, BED-Vol. 30, pp. 539-557, 1995.

2. VanIngen-Dunn, C., “Commuter Rail Seat Testing and Analysis of Facing Seats,” U.S. Department of Transportation, DOT/FRA/ORD-03/06, December 2003.

3. Accident of Metrolink passenger train #111 on Sept. 12, 2008, in Chatsworth, California; and accident of Metrolink passenger trains #100 and #901 on Jan. 25, 2005, in Glendale, California.

4. Severson, K., and Parent, D., “Train-to-Train Impact Test of Crash Energy Management Passenger Rail Equipment: Occupant

Experiments,” American Society of Mechanical Engineers, Paper No. IMECE2006-14420, November 2006.

5 Luebke, W., “Development of an APTA Compliant Energy Absorbing Workstation Table,” Passive Safety of Rail Vehicles 11th

International Symposium, Berlin, Germany, March 2017.

© 2023 American Public Transportation Association 4

TABLE 1

Typical Weights of ATDs

ATD Weight

Hybrid III 50th-percentile male 172.3 lb 78.2 kg

Hybrid III 95th-percentile male 223.4 lb 101.3 kg

Reference: First Technology Safety Systems, technical data sheet, 1992 for models H3-5F-R, H3-50, H2-50 and H3-95-R.

2. Seat design features This section provides requirements regarding features commonly found on passenger seating equipment.

2.1 Walkover seats

Walkover seats, if provided, shall be fitted with a locking mechanism designed to prevent the seat back from moving from one extreme seating position to the other during the crash pulse shown in Figure 9. Adequacy of the lock mechanism shall be demonstrated as part of the dynamic sled test given in Section 3.2. The purchaser may require additional testing of the lock mechanism according to test procedures agreed to by the purchaser and the seat manufacturer. The seat back on walkover seats shall be adequately fastened to the seat base such that it will not become separated from the seat base during the dynamic tests described in sections 3.2 and 3.3.

2.2 Rotation

Seat rotation, if provided, shall be 180 deg. A lock capable of passing the anti-rotation test described in

Section 3.3.1 shall be provided in both extreme positions. A seat securement system is required to prevent the disengagement and undesired rotation of seats. The system shall have a positive seat securement indicator that makes clear to rail operators that the rotating seat is in a locked and secured position.

3. Seat testing Seating equipment shall be subjected to a series of static and dynamic tests to verify that the requirements given in this section are met. Testing shall be conducted on seat assemblies or components that are representative of the seating equipment to be delivered. If a structurally identical seat has met all the requirements in the current version of this standard, then the manufacturer may provide data from the previous tests to satisfy the corresponding portion of this standard, for approval of the subject seat by the purchaser.

NOTE: Although durability tests are not required to demonstrate compliance with this standard, Appendix C contains a limited set of durability tests that are provided as information only.

3.1 Static strength testing

The purpose of static seat strength testing is to verify that the seat structure and its components meet the various loading conditions expected in rail operations. Seats to be tested are outlined in Section 1.1 of this standard.

In general, static testing is performed on the structural parts of a seat assembly, usually the seat frame, pedestal and other mounting equipment, and hardware.

Seat frames and components shall be designed and tested to meet the individually applied static load requirements given in this section (if optional components are present), with minimal permanent yielding of

© 2023 American Public Transportation Association 5 structural materials (limits specified herein), loss of function, or change in appearance of the seat or component. Prior to static testing, it is permissible to apply and remove a 100 percent preload to relieve any manufacturing pre-stresses that may be present. A small amount of permanent deformation measured post-test

(less than 1/8 in.) shall be permissible.

There are no maximum temporary deflection limits imposed on the seating components during static testing.

Not all static tests need to be performed using a single test specimen. It is permissible to use different but identical seats for different tests.

3.1.1 Backrest strength test

The purpose of this test is to establish the strength of the seat back for durability, especially against the effect of a passenger sitting behind this seat pushing his or her feet against the seat back. Therefore, a load of 300 lbf

(1334 N ) per occupant shall be applied to the upper part of the seat back at the lateral midpoint of each seat back and at an elevation of 36 in. (914 mm) above the floor, or 3 in. (76 mm) below the top of the seat back, whichever is lower, and in a direction perpendicular to the seat back (reference Figure 1). This load is to be distributed across the seat back. Reclining seats shall be in the full upright position. A fixture may be used to distribute the load across the seat back members. Load shall be applied for a minimum of 5 s. This test shall be repeated in both longitudinal directions, i.e., load is applied to the back of the seat and the front of the seat.

FIGURE 1

Backrest Strength Test Loading Conditions

3.1.2 Grab handle strength test (if equipped)

A 300 lbf (1334 N) load shall be applied to the grab handle (if present) at a point near the middle of the grab handle in a longitudinal direction (reference Figure 2). Load shall be applied for a minimum of 5 s. This test shall be repeated in both longitudinal directions. A fixture may be used to ensure that the load is properly applied and distributed onto the grab handle.

3" 300 lb

36"

© 2023 American Public Transportation Association 6

FIGURE 2

Grab Handle Strength Test Loading Conditions

300 lbf applied load

3.1.3 Vertical seat strength

A load of 450 lbf (2002 N) per occupant shall be applied to the seat bottom cushion near the front edge of each occupant placement in a vertical downward direction at the midpoint of each occupant position

(reference Figure 3). The contact area of the applied load shall be 5 by 5 in. (13 by 13 cm). The load shall be applied for a minimum of 5 s.

FIGURE 3

Vertical Seat Strength Test Loading Conditions

3.1.4 Armrest strength

A load of 250 lbf (1112 N) shall be applied to the horizontal member of the fixed armrest structure (if present) at a point that produces maximum stress in the member (reference Figure 4). A fixture may be used to properly apply and distribute the load. The contact area of the applied load shall not exceed 2 by 2 in. (5 by 5 cm). The load shall be applied for a minimum of 5 s. This test shall be repeated for the two lateral conditions

(toward the aisle and toward the wall side of the seat) and then vertically downward.

450 lbf 450 lbf 450 lbf

© 2023 American Public Transportation Association 7

For seats with folding armrests, the folding armrest shall be tested by applying a 150 lbf (667 N) vertically downward load as near as practical to the end of the armrest. Separately, a lateral 150 lbf (667 N) load shall be applied as near as practical to the end of the armrest. The contact area shall not exceed 2 by 2 in. (5 by 5

cm) in all cases. The load shall be applied for a minimum of 5 s. The lateral load test shall be repeated for both directions.

FIGURE 4

Armrest Strength Test Loading Conditions

250 lbf

150 lbf

150 lbf 250 lbf

150 lbf 150 lbf

3.1.5 Footrest test (if equipped)

With footrest deployed in the most nearly horizontal position, a 400 lbf (1779 N) load shall be placed at the center of the footrest surface (reference Figure 5). The load shall be applied over an 8 in. ±0.25 in. (20 cm

±0.64 cm) length, over the full depth of the footrest, centered on the footrest surface. The load shall be applied for a minimum of 5 s.

250 lbf

150 lbf

APTA PR-CS-S-016-99, Rev. 3

FIGURE 5

© 2021 American Public Transportation Association 8

Footrest Strength Test Loading Conditions

3.1.6 Leg rest test (if equipped)

With the leg rest assembly in the most nearly horizontal position, place a 250 lbf (1112 N) load distributed over an area of 5 by 5 in. (13 by 13 cm) at the center of the leg rest cushion (reference Figure 6). The load shall be applied for a minimum of 5 s.

FIGURE 6

Leg Rest Strength Test Loading Conditions

3.1.7 Tray table test (if equipped)

With the tray table mounted to the seat in the deployed and extended position, place a 5 lbf (22 N) load distributed over an area of 5 by 5 in. (13 by 13 cm) upon the center of the tray, and let it remain for 10 s to determine the preload height from a reference location (reference Figure 7). Add an additional 30 lbf (133 N) to the 5 lbf (22 N) preload and let it remain for 10 min.

400 lbf 400 lbf

400 lbf

© 2021 American Public Transportation Association 9

FIGURE 7

Tray Table Strength Test Loading Conditions

3.2 Dynamic sled testing

The primary objectives of the dynamic sled tests in this section are to simulate a railcar crash and verify the following:

Seat assemblies remain attached to the car.

All seat components, including cushions, remain attached to the seat assemblies.

The seat assemblies effectively compartmentalize the occupants.

Human injury criteria do not exceed prescribed limits.

There are two dynamic sled tests prescribed in this section to evaluate compliance with these objectives. Each test uses instrumented Hybrid III 50th percentile male ATDs to simultaneously measure the seat’s structural strength and human injury potential. In one test the seats and ATDs will be forward-facing. In the other test the seats and ATDs will be rear-facing. Refer to Section 1.1 to identify the configuration(s) to be tested.

The ATDs shall comply with 49 CFR Part 572, Subpart E. The adjustment, positioning and care of all ATDs used in the testing processes shall be in accordance with SAE AS8049.

Each ATD shall be clothed in a form-fitting, cotton stretch garment with short sleeves and mid-thigh-length bottoms. The ATDs shall also be fitted with shoes. Each ATD shall be seated in the center of the occupant placement, in as nearly symmetrical a position as possible and in a uniform manner so as to obtain comparable test results. The following ATD components shall be positioned as follows:

Back shall be placed against the seat back without clearance.

The center lines of the knees shall be separated by 6.7 ± 0.4 in. (170 ± 10 mm) for 50th-percentile male ATDs, and 7.5 ± 0.4 in. (190 ± 10 mm) for 95th percentile ATDs. The intent is for the ATD’s thighs to be approximately parallel.

Hands shall be placed on the top of the upper legs, just behind the knees.

Feet shall be placed flat on the floor and so that the centerlines of the lower legs are approximately parallel.

Lower legs shall be placed as close to vertical as possible.

5 + 30 lbf 5 + 30 lbf 5 + 30 lbf

© 2021 American Public Transportation Association 10

Apply different-colored chalk to face, chest and knees of each ATD in order to aid in interpretation of test results.

The ATDs may be tethered to the sled; however, tethering shall not restrict the motion of the ATDs such that evaluation of compartmentalization is impeded.

The dynamic sled tests in this standard that utilize ATDs are intended to simulate the ATD-to-floor interface, which shall include the finished floor material (carpet, rubber flooring, composite resin, etc.) intended for use in service. Should a qualified seating system be used on another program, or undergo a refurbishment at a later date with a different floor covering chosen, a repeat test is not required, solely on the basis of a different floor covering.

3.2.1 Forward-facing human injury test

3.2.1.1 Test conditions

Two or three transversely mounted rows of seats, as appropriate, shall be configured such that the ATDs are facing the row of impact seats and facing the direction of travel l (reference Figure 8). If back-to-back seats

(shown in the open bay configuration on the right) are present in the intended service configuration, then the adjacent seat depicted in Figure 8 should be used in the test. If seats contain adjustable features such as recline, tray tables and footrests, then these shall be placed in the stowed positions.

FIGURE 8

Schematic of Forward-Facing Human Injury Test for Row-to-Row and Open Bay Seating

Seats shall be subject to the following test:

Seats shall be tested with the rear row of seats fully occupied by Hybrid III 50th percentile ATDs, one

ATD per seating position. Obstructions in the predominant open bay seat configuration that may affect the seat performance e.g., adjacent seats, partitions, etc., shall be represented in the test setup.

The ATDs shall be instrumented with head, chest, neck, and femur transducers.

Seats shall be mounted on a simulated car structure representative of the intended installation, using the same fasteners or attachment mechanism(s) used in service (bolts, screws, seat track, tapping plate, welds, etc.) and at the largest seat pitch for the seat’s application. The test procedures document shall describe the method of seat attachment to the test fixture, including drawings with details regarding welds, fasteners, etc.

The test sled shall be subjected to an 8g, 250 ms crash pulse as shown in Figure 9. The crash pulse

© 2021 American Public Transportation Association 11 shall be in a direction such that the ATDs impact the seat back of the opposing row of forward-facing seats or the front of a facing row of seats. The crash pulse shall comply with the requirements established in SAE AS8049, Section 5.3.9.2 and Appendix A. Sled braking forces on acceleration-type sleds shall be kept as low as possible to minimize the sled deceleration after the 250 ms crash pulse to prevent damage to the launch seat caused by the rebounding ATDs.

For the human injury tests, a peak sled deceleration that is within 2 percent less than the 8g peak will be permissible, provided that the change in velocity associated with the measured sled deceleration pulse is at least 5 percent above the required minimum of 21.95 mph, and that the derived human injury criteria are all at least 5 percent below the allowable limits. This deviation from the requirements in SAE AS8049 is provided to account for variables that influence the crash pulse, such as seat stiffness.

FIGURE 9

Longitudinal Crash Pulse

3.2.1.2 Test measurements and documentation

The following forces, displacement and accelerations shall be measured for each ATD in accordance with

SAE J211/1:

triaxial head acceleration-time history triaxial chest acceleration-time history axial left and right femur force-time history upper neck extension/flexion bending moment (My) upper neck axial force (Fz) upper neck shear force (Fx) axial acceleration-time history of the test sled

The following injury criteria shall be computed for each ATD in accordance with 49 CFR 571.208, where applicable:

HIC15

chest deceleration criterion (i.e., 3 ms chest g’s) axial femur load peak upper neck axial tension/compression forces

Nij

0 125 250

Time (ms)

A c c e l

(g

© 2021 American Public Transportation Association 12

Unless otherwise indicated, instrumentation for data acquisition, data channel frequency class and moment calculations are the same as given for the 49 CFR Part 572, Subpart E Hybrid III test dummy.

The test shall be captured using high-speed video cameras providing an overhead view (plan view) and a side view (elevation view) that encompasses the motion of the ATDs for the duration of the test. Lighting shall be sufficient for high-quality analysis of the recording.

Pre- and post-test still digital photographs of the test configuration shall be taken. At a minimum, pre- and post-test photographs of the test sled shall be taken from all four sides, as well as close-up photographs of the seats to document seat mounting condition and any seat damage.

3.2.1.3 Performance requirements

For a successful test, the following requirements must be met:

Seats may deform but shall not tear loose from their mountings.

Seat components shall not tear loose and become completely separated from the seat assembly.

The ATDs shall be compartmentalized between rows of seats, per the definition of

“compartmentalization” in Definitions. After testing, the seats shall not be deformed to such an extent that they present an impediment to emergency egress.

All injury measurements computed in Section 3.2.1.2 must meet the following criteria, which are defined in CFR 49 Part 571, Standard No. 208, “Occupant Crash Protection.” The injury criteria shall be calculated from test data that have been filtered in accordance with SAE J211/1, Table 1.

• Head injury criteria, HIC15, must not exceed 700.

• Neck injury criteria, Nij, must not exceed 1.0.

• Neck axial tension, Fz, must not exceed 938 lbf (4170 N).

• Neck axial compression, Fz, must not exceed 899 lbf (4000 N).

• Chest deceleration must not exceed 60g over a 3 ms clip.

• Axial femur load must not exceed 2250 lb (10,000 N).

If the tested seats are rotating seats, then the anti-rotation lock mechanism shall not fail, and the seat shall be retained in the locked position.

It is permissible for tray tables to deploy during the dynamic tests, provided they can be moved out of the way for egress.

3.2.2 Rearward-facing seat attachment and human injury test

3.2.2.1 Test conditions

The rearward-facing test is similar to the forward-facing test described in Section 3.2.1, except that the seat is accelerated in the opposite direction, and it is not mandatory to have more than one row of seats for the test.

See schematic in Figure 10.

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FIGURE 10

Schematic of Rearward-Facing Seat Attachment and Human Injury Test

The ATDs shall be positioned in the same manner as described in Section 3.2.1 and subjected to the following test:

The seat shall be fully occupied by Hybrid III 50th-percentile male ATDs, one ATD per seat position.

All the ATDs shall be instrumented with head, chest and neck transducers.

The seat shall be mounted on a simulated car structure representative of the intended installation, using the same floor covering (linoleum, carpet, etc.), and the same fasteners or attachment mechanism(s) used in service (bolts, screws, seat track, tapping plate, welds, etc.). The test procedures document shall describe the method of seat attachment to the test fixture, including drawings with details regarding welds, fasteners, etc.

The test sled shall be subjected to an 8g, 250 ms crash pulse as shown in Figure 9. The crash pulse shall be in a direction such that the seated occupants are accelerated into their seat backs. The crash pulse shall comply with the requirements established in SAE AS8049, Section 5.3.9.2 and

Appendix A.

3.2.2.2 Test measurements and documentation

The following forces, displacement and accelerations shall be measured for each ATD in accordance with

SAE J211/1:

triaxial head acceleration-time history triaxial chest acceleration-time history upper neck extension/flexion bending moment (My) upper neck axial force (Fz) upper neck shear force (Fx) axial acceleration-time history of the test sled

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The following injury criteria shall be computed for each ATD in accordance with 49 CFR 571.208, where applicable:

HIC15

chest deceleration criterion (i.e., 3 ms chest g’s) peak upper neck axial tension/compression forces

Nij

Unless otherwise indicated, instrumentation for data acquisition, data channel frequency class, and moment calculations are the same as given for the 49 CFR Part 572, Subpart E, Hybrid III test dummy.

The test shall be captured using high-speed video cameras providing an overhead view (plan view) and a side view (elevation view). Lighting shall be sufficient for high-quality analysis of the recording. Pre- and post-test still digital photographs of the test configuration shall be taken. At a minimum, pre- and post-test photographs of the test sled shall be taken from all four sides, as well as close-up photographs of the seats to document seat mounting condition and any seat damage.

3.2.2.3 Performance requirements

For a successful test, the following requirements must be met:

The seat may deform but shall not tear loose from its mountings.

Seat components shall not tear loose and become completely separated from the seat assembly.

The ATDs shall be compartmentalized in the aft direction, per the definition of

“compartmentalization” in Definitions. After testing, the seats shall not be deformed to such an extent that they present an impediment to emergency egress.

All injury measurements computed in Section 3.2.2.2 must meet the following criteria, which are defined in CFR 49 Part 571, Standard No. 208, “Occupant Crash Protection.” The injury criteria shall be calculated from test data that have been filtered in accordance with SAE J211/1, Table 1.

• Head injury criteria, HIC15, must not exceed 700.

• Neck injury criteria, Nij, must not exceed 1.0.

• Neck axial tension, Fz, must not exceed 938 lbf (4170 N).

• Neck axial compression, Fz, must not exceed 899 lbf (4000 N).

• Chest deceleration must not exceed 60g over a 3 ms clip.

If the tested seats are rotating seats, then the anti-rotation lock mechanism shall not fail during the test, and the seat shall be retained in the locked position.

It is permissible for tray tables to deploy during the dynamic tests, provided they can be moved out of the way for egress.

3.3 Additional dynamic testing

3.3.1 Anti-rotation test

For rotating seats, an anti-rotation test shall be performed to ensure that during a simulated car crash, the seat does not unintentionally rotate. All rotating seats shall pass an “anti-rotation” test.

Two sled tests shall be conducted using the procedures given in Section 3.2.1 and 3.2.2, except that the seat shall be occupied by one uninstrumented 95th percentile HII or HIII male ATD placed in the seating position that maximizes the moment on the locking mechanism. The forward-facing test in Section 3.2.1 will tend to

© 2021 American Public Transportation Association 15 drive the forward seat in the clockwise direction. The rear-facing test in Section 3.2.2 will tend to drive the occupied seat in the counterclockwise direction.

The locking device shall retain the seat in its locked position after attempts have been made to drive the seat in the clockwise, then counterclockwise, directions (in a horizontal plane) via the testing described above.

Permanent deformation of the rotating frame and seat back are acceptable. Additionally, the seat pedestal and sidewall mounting system (including fasteners) shall survive without failure in the above test.

The test shall be captured using high-speed video cameras providing an overhead view (plan view) and a side view (elevation view). Lighting shall be sufficient for high-quality analysis of the recording. Pre- and post-test still digital photographs of the test configuration shall be taken. At a minimum, pre- and post-test photographs of the test sled shall be taken from all four sides, as well as close-up photographs of the seats to document seat mounting condition and any seat damage.

3.3.2 Lateral seat attachment test

The objective of this test is to ensure that seat assemblies remain attached to the car structure when subjected to lateral forces resulting from a simulated railcar crash. The intent of this test is to satisfy the requirements described in CFR 49, Part 238, Section 233, and to ensure that the seat remains attached to the car structure when subjected to an acceleration of 4g in the lateral direction toward the aisle acting on the mass of the seat.

ATDs are not used in this test. This test must be performed dynamically as described in this section.

The seat shall be mounted on a simulated car structure representative of the intended installation, using the same fasteners or attachment mechanism(s) used in service (bolts, screws, seat track, tapping plate, welds, etc.), as shown in Figure 11.

The seat shall be subjected to a 4g, 250 ms triangular crash pulse as shown in Figure 12 in a direction tending to drive the seat into the aisle. The crash pulse shall comply with the requirements established in SAE AS8049, Section 5.3.9.2 and Appendix A.

The test shall be captured using high-speed video cameras providing an overhead view (plan view) and a side view (elevation view). Lighting shall be sufficient for high-quality analysis of the recording. Pre- and post-test still digital photographs of the test configuration shall be taken. At a minimum, pre- and post-test photographs of the test sled shall be taken from all four sides, as well as close-up photographs of the seats to document seat mounting condition and any seat damage.

Seats may deform but shall not tear loose from their mountings. Seat components shall not tear loose and become completely separated from the seat assembly.

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FIGURE 11

Seat Orientation for Lateral Seat Attachment Test

Test Sled

Direction of sled acceleration

FIGURE 12

Lateral and Vertical Crash Pulse

3.3.3 Vertical seat attachment test

The objective of this test is to ensure that seat assemblies remain attached to the car structure when subjected to vertical upward forces resulting from a simulated railcar crash. The intent of this test is to satisfy the requirements described in CFR 49, Part 238, Section 233, and to ensure that the seat and seat components remain attached to the car structure when subjected to accelerations of 4g in the vertical upward direction acting on the mass of the seat. ATDs are not used in this test. This test must be performed dynamically as described in this section.

The seat shall be mounted on a simulated car structure representative of the intended installation, using the same fasteners or attachment mechanism(s) used in service (bolts, screws, seat track, tapping plate, welds, etc.), as shown in Figure 13.

The seat shall be subjected to a 4g, 250 ms triangular crash pulse as shown in Figure 12, directed so as to drive the seat away from the floor. The crash pulse shall comply with the requirements established in SAE AS8049, Section 5.3.9.2 and Appendix A.

The test shall be captured using high-speed video cameras providing an overhead view (plan view) and a side view (elevation view). Lighting shall be sufficient for high-quality analysis of the recording. Pre- and post-test still digital photographs of the test configuration shall be taken. At a minimum, pre- and post-test photographs of the test sled shall be taken from all four sides, as well as close-up photographs of the seats to document seat mounting condition and any seat damage.

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Seats may deform but shall not tear loose from their mountings. Seat components shall not tear loose and become completely separated from the seat assembly.

FIGURE 13

Seat Orientation for Vertical Seat Attachment Test

Test Sled

Direction of sled acceleration

3.3.4 Forward-facing seat attachment test

The objective of this test is to ensure that the seat and seat components remain attached to the car structure under the following test conditions. The intent of this test is to satisfy the requirements described in CFR 49, Part 238, Section 233. This test must be performed dynamically as described in this section.

As the worst-case condition for structural integrity, two transversely mounted rows of seats shall be configured such that the ATDs are facing the row of impact seats and facing the direction of travel (reference

Figure 14). If only back-to-back seats (shown in the open bay configuration on the right) are present in the intended service configuration, then the adjacent seat depicted in Figure 14 should be used in the test. If seats contain adjustable features such as recline, tray tables and footrests, then these shall be placed in the stowed positions.

Seats shall be tested with the rear row of seats fully occupied by Hybrid III 95th- percentile male ATDs, one ATD per seating position. Obstructions in the predominant open bay seat configuration that may affect the seat performance e.g., adjacent seats, partitions, etc., shall be represented in the test setup. If Hybrid III 95th-percentile ATDs are not available, Hybrid II

95th-percentile ATDs may be used. The ATDs shall be forward-facing. The ATDs do not need to be instrumented.

The seats shall be mounted on a simulated car structure representative of the intended installation, using the same fasteners or attachment mechanism(s) used in service (bolts, screws, seat track, tapping plate, welds, etc.), the same floor covering (linoleum, carpet, etc.) and at the predominant seating pitch for the seat’s application.

Seats shall be subjected to an 8g, 250 ms crash pulse as shown in Figure 9. The crash pulse shall comply with the requirements established in SAE AS8049, Section 5.3.9.2 and Appendix A.

The test shall be captured using high-speed video cameras providing an overhead view (plan view) and a side view (elevation view). Lighting shall be sufficient for high-quality analysis of the recording. Pre- and post-test still digital photographs of the test configuration shall be taken. At a minimum, pre- and post-test photographs of the test sled shall be taken from all four sides, as well as close-up photographs of the seats to document seat attachment condition and any seat damage.

Seats may deform but shall not tear loose from their mountings. Seat components shall not tear loose and become completely separated from the seat assembly. The ATDs shall be compartmentalized between rows of

© 2021 American Public Transportation Association 18 seats, per the definition of “compartmentalization” in Definitions. After testing, the seats shall not be deformed to such an extent that they present an impediment to emergency egress. If the tested seats are rotating seats, then the anti-rotation lock mechanism shall not fail during the test, and the seat shall be retained in the locked position.

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FIGURE 14

Schematic of Forward-Facing Seat Attachment Test for Row-to-Row and Open Bay Seating

4. Test plan, procedures and reports All seat testing performed by the seat manufacturer shall be documented with a test plan, test procedures and test reports. This shall include the procedures and reports for static load tests, seat attachment tests, and flammability and smoke emissions tests.

Test plans and procedures shall be submitted and approved by the purchaser prior to actual testing. Tests shall be scheduled to allow the purchaser the option to witness the testing. The purchaser may elect to accept existing test reports and procedures, provided the seat to be purchased is demonstrated to be structurally identical to a previously tested seat and that the test reports and procedures meet the requirements listed in this section.

4.1 Test plan

Prior to seat testing, a test plan shall be submitted by the seat manufacturer to the purchaser.

The final test plan shall be reviewed and approved by the purchaser. The test plan shall identify the seating to be tested and the tests to be performed to demonstrate compliance with the requirements of this standard.

4.2 Test procedures

Test procedures for those tests not defined by recognized standards shall be prepared by the seat manufacturer and submitted for approval to the purchaser. The test procedures shall as a minimum include:

test objective complete description of item to be tested pass/fail criteria list of test equipment descriptions and/or drawings of test setup description of test personnel required scheduled time and location of test sequential, step-by-step test procedure test data sheets (for recording data during testing)

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4.3 Test reports

Test reports shall as a minimum include:

a copy of the test procedure meeting the requirements listed in Section 4.2 a cover letter that gives a summary of the test results, the date and location of the test, and includes the signature of the person or people responsible for conducting the test and writing the report calibration data for all test measuring equipment pre- and post-test measurements (dimensions, adjustment activation force, etc.)

filled-in test data sheet photos/videos of test setup, pre- and post-test conditions and results

5. Flammability and smoke emission Materials used in seat construction shall meet the requirements given in CFR Part 238, Appendix B, including notes. A test report for each combustible material tested shall be submitted by the seat manufacturer to the purchaser. Testing shall be performed by an independent qualified testing facility. Test reports shall be prepared by the test facility.

In certain instances, materials used in seat construction cannot be configured in the sizes required for test samples. For such materials, the seat manufacturer shall submit a waiver request from testing of this material.

The waiver request shall be submitted in writing and shall include the total weight of the material to be used, the location and distribution of the material in the seat, and any previous test reports available.

As part of its work for the supply of seating equipment, the seat manufacturer shall…