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TRANSFEU-WP4.1_N56_D4.1

14.09.2012 – Final version Security: Confidential /14

Medium scale Collaborative project

TRANSFEU Transport Fire Safety Engineering in the European

Union

FP7 Contract Number: 233786

WP4 Identification of fire safety objectives and the different performance criteria for passenger surface transport

(ships, trains and buses)

Deliverable 4.1

Document Information

Document Name: TRANSFEU-WP4.1-D4.1 Document ID: TRANSFEU-WP4.1_N56_D4.1 Version: Final version Version Date: 14.09.2012 Authors: WP 4 MEMBER Security: Confidential



Approvals

Name Organization Date Visa

Coordinator Alain Sainrat LNE 14-09-2012

Scientific panel Silvio Messa LSF 14-09-2012



Document history

Revision

Date Modification reviewer

1 15.12.10 During WP4 meeting; Harmonising the objectives,

2 31.01.11

New document title: Identification of fire safety objectives and the different performance criteria’s for passenger surface transport (ships, trains and buses) New description of the Smoke optical density Clause VI.3.1.3 Smoke optical density > 16 m for ships

3 24.02.11 WP 4 Input 4 15.06.11 WP 4 meeting input

5 30.12.11 RSET & ASET new considerations, additions for ships requirements according the meeting from 2.09.2011

6 16.01.12 Editorial English Language 7 8.02.2012 Input 8th WP 4 meeting 8 16.02.12 Mistake correction on evacuation time C3 Alain Sainrat

9 20.03.12

Correction on RSET on figure section IV 1.4 New RSET and ASET for operation category 4 Special scenario: Evacuation to the track from the front of the train because side evacuation is not possible according document.

Heinz Reimann

10 16.03.12

Transfeu evacuation scenario OP 4 Terhi Kling made the “simplified” extra scenario: - 10 vehicles - 70 persons per vehicle - Ignition in vehicle 5 - Evacuation from front and rear end, exit step 1,2 m - 1 km walk on the track (visibility 2 m) to the nearest station, which is the “safe place” Simulation of the evacuation without any dwell time gives: - RSET (train evacuation) = 19 min (Average of 10 runs with 95% confidence interval 1140s ± 20s) For walking along the track I get: - Visibility 2 m → Walking speed 0.7 m/s (Jin, 1978) - Walking time outside = 24 min If the “dwell time” would be 2 min we get: - RSET (dwell time + train evacuation + walk on the track) = 2 min + 19 min + 24 min = 45 min

Terhi Kling

11/1 18.06.12

The value c4 used for the document is 1093 seconds because the required ASET should not be bigger than 1200. (The time scale for the tests are stopped at 20 minutes)

Peter Briggs

11/2 18.06.12

VI.2.1.3 Fire effluents which reduces the mobility for evacuation • The Heat exposure has changed to the Swedish National Board of Housing,

Building and Planning – BOVERKET: Guidance on performance-based design of buildings (2011))

• The temperature exposure was addet

Heinz Reimann

12 5.09.12 Definition changes in section II Definitions Implemention of performance criteria of toxic effect of fire gases Heinz Reimann

13 14.09.12 Small correction during the scientific panel for approval Scientific Panel



Content

I Scope of the document ................................................................................................ 5

II Definitions..................................................................................................................... 5

II.1 RSET Time required for escape ............................................................................................ 5

II.2 ASET Available safe escape time .......................................................................................... 5

II.3 Safe area in the train .............................................................................................................. 5

II.4 Safe area outside a train ........................................................................................................ 6

III Identification of fire safety Objectives ........................................................................ 6

IV Performance criteria .................................................................................................... 6

IV.1 For Passenger Railway vehicles ............................................................................................ 6

IV.1.1 For passenger area .............................................................................................. 6

IV.1.1.1 Ignition sources ............................................................................................. 6

IV.1.1.2 Explanation for calculation of the RSET Time required for escape ................. 6

IV.1.1.3 Fire effluents which reduces the mobility for evacuation ................................ 8

IV.1.2 For technical areas ............................................................................................... 8

IV.1.2.1 Ignition sources ............................................................................................. 8

IV.1.3 For Running capability in case of fire on the train ............................................... 8

IV.2 For Passenger Buses ........................................................................................................... 12

IV.2.1 For passenger area ............................................................................................12

IV.2.1.1 Ignition sources ............................................................................................12

IV.2.1.2 RSET Time required for escape and ASET required minimum time available for escape ..................................................................................................................12

IV.2.1.3 Fire effluents which reduces the mobility for evacuation ...............................12

IV.2.2 For technical areas ..............................................................................................12


IV.2.3 For Running capability in case of fire on board of the vehicle ..............................12

IV.3 For Passenger ships .................................................................................................................. 13

IV.3.1 For passenger area ............................................................................................13


IV.3.1.2 RSET Time required for escape....................................................................13

IV.3.1.3 Fire effluents which reduces the mobility for evacuation ...............................13


IV.3.3 Running capability in case of fire in a technical equipment room .....................14



I Scope of the document Identification of fire safety objectives of Railway Vehicles, road busses and ships in relation with passenger transport. Determination of acceptance criteria and the way to evaluate them. II Definitions II.1 RSET Time required for escape Definition in ISO 13571: Calculated time required for occupants to travel from their location at the time of ignition to a place of safe refuge Definition for use of Transfeu: Estimated time required for passenger and staff to escape from their location at time of ignition to a safe area in the train, or to a safe area on the outside of the train. II.2 ASET Available safe escape time Time according ISO 13571:2007 for an individual occupant, the calculated time interval between the time of ignition and the time at which conditions become such that the occupant is estimated to be incapacitated, i.e. unable to take effective action to escape to a safe refuge or place of safety NOTE 1 The time of ignition may be known, e.g. in the case of a fire model or a fire test, or it may be assumed, e.g. it may be based upon an estimate working back from the time of detection. It is necessary to state the basis on which the time of ignition is determined. NOTE 2 This definition equates incapacitation with failure to escape. Other criteria for ASET are possible. It is necessary to state if an alternative criterion is selected. NOTE 3 Each occupant may have a different value of ASET, depending on that occupant’s personal characteristic II.3 Safe area in the train A safe area in a Train for passengers and staff area is the passenger’s area on board a train of operation category B, where the passengers and or the staff have shelter from the immediate effects of a fire, such as heat exposure, smoke opacity and toxic gases during a minimum time of 15 minutes. Note: Protected by fire barriers according (prEN 45545-3, 2012) with the IE test criteria’s. The effects of smoke transfer are considered minimal if the integrity requirements of (prEN 45545-3, 2012) are respected. Note: Transfeu do not consider the safety of passenger in the safe area outside the train.



II.4 Safe area outside a train A safe area outside a train is a survivable space, inside or outside the tunnel, for passengers and staff to find refuge after they have evacuated from a train. A passenger station (in a tunnel or at the surface) can be a safe area if it meets the requirements of paragraph 4.2.1.5. of TSI SRT.

Note: Definition out of the revision of TSI SRT V2.0 III Identification of fire safety Objectives The fire safety objectives are identical for Passenger Railway vehicles, Passenger buses and Passenger ships. The performance criteria’s are different according the different hazards The following objectives shall be taken in account:

• Prevent occurrence of fire • Protect passenger and staff in the event of a fire on board • Provide means of escape

IV Performance criteria IV.1 For Passenger Railway vehicles IV.1.1 For passenger area IV.1.1.1 Ignition sources The maximum ignition source of interiors is a piece of burning luggage and this can be considered equivalent to model 5 described in Annex A of prEN 45545-1. This luggage can be placed by accident in front of or above a seat. A 100 g UIC 564-2 – paper cushion (newspapers) is of equivalent effect to primary ignition. Note: Any volume used for the placement of luggage in accordance with the operational protocol which is less than 0,55m x 0,35m x 0,25m in any orientation shall not be considered as a location of a burning luggage (model 5 ignition source). IV.1.1.2 Explanation for calculation of the RSET Time required for escape Operation category 1 Stop the train without delay and immediate evacuation



Operation category 2 The Operation category 2 is also defined as Fire safety category A in the TSI SRT Stop the train with a short delay during travel to the next station and immediate evacuation. Based on document Transfeu WP5 D5.4 clause 3 evacuation scenario a, the reference scenario for the double decked cars is that the ignition source is in the middle of the lower deck

Operation category 3 The Operation category 3 is also defined as Fire safety category B in the TSI SRT. According document Transfeu WP5 D5.4 clause 4 evacuation scenario c, the double decked cars having the ignition source on the middle of the lower deck and the vehicle is in on the end of the train set the reference scenario Figures 27 shall be taken. Waiting area

Operation category 4 Side evacuation is not possible because of the narrow tunnel profile. If the 4 minutes for running capability is not sufficient to reach a safe area e.g platform of a station passengers and staff shall evacuate trough the doors in front or rear of the vehicle. (Fire barrier are not existing on the end of each passenger area)

Evacuation to the next vehicle. (Fire barrier as design measures)

Evacuation to the next vehicle and from the rear end to the track

Evacuation through the next vehicles and from the front end to the track



IV.1.1.3 Fire effluents which reduces the mobility for evacuation �� Heat exposure For evacuation of the passenger and staff, the heat exposure anywhere on the evacuation path out of the danger zone shall not be bigger than as a heat dose max 60 kJ/m2 over the energy from heat flux level of 1 kW/m2; heat flux max 2.5 kW/m2 Reference: (The Swedish National Board of Housing, Building and Planning – BOVERKET: Guidance on performance-based design of buildings (2011)) �� Temperature exposure For evacuation of the passenger and staff, the maximal temperature in the evacuation environment shall be 80 °C. �� Smoke optical density During evacuation time out of the danger zone the passenger and staff shall have visibility of the escape route of a length of 16m within a height of 1.5 m from the floor level. (For validation this performance sees ISO 13571 and ISO 5659-2) �� Toxicity Index Using the FED/FEC concept described in ISO 13571 provides a calculation method for estimating the time available (the compromised tenability time) for occupants to escape from a fire (i.e. ASET). The method examines both the asphyxiant effect (based on an FED calculation) and the irritant effect (based on an FEC calculation) of fire gases. The time available for escape depends on which effect is predicted to occur first. The test method ISO 5659-2 with continuous FTIR analysis described in Transfeu document WP 2_N59_D2.1.3 shall determine FEC and FED according the minimum required ASET times according HL1 for 4.5; acc. HL2 for 7.5 Minutes and acc. HL3 for 20 minutes. The document WP6_D6.5_N21 explains the classification proposal. IV.1.2 For technical areas Technical areas which are protected shall fulfill the requirements on prEN 45545-3 on table 1 locations 1 to 3 and 9 to 10 IV.1.2.1 Ignition sources High voltage circuits, which are linked directly with the catenary line and with Diesel engines shall be considered to be equivalent to � Model 5 according to Annex A of prEN 45545-1 All other circuits which are electrically protected shall be considered to be equivalent to � Model 2 according to Annex A of prEN 45545-1 IV.1.3 For Running capability in case of fire on the train The dynamic running capability of bogies is not impacted during the running time requested of 15 minutes. The requirements of EN 50533 shall apply.



IV.1.4 Calculation for RSET and ASET for Railway vehicles in case of fire on the train RSET Explanation

B1 C1

R2

RSET 3

A

0

C2

C3

R3

RSET 2

RSET 1

B2 C4

RSET 4

1

Operation Category 1 acc. prEN 45545-1




E 1.1 E 1.2

E 2.1 E 2.2

E 3.1 E 3.2

E 4.1 E 4.2

Time

Key Explanation E 1.1 OC 1 evacuation starts E 1.2 OC 1 end of evacuation E 2.1 OC2 evacuation starts after 4 minutes running time out of the danger zone in the vehicle

to the platform E 2.2 OC 2 end of evacuation E 3.1 OC 3 evacuation starts after alarm E 3.2 OC 3 end of evacuation to the waiting area isolated by the affected area achieved by fire barrier

with integrity and insulation requirement. Passenger can be evacuated by reaching a rescue station after the running time R3

E 4.1 OC 4 evacuation starts E 4.2 OC 4 end of evacuation on the front and rear end of the train



Key Explanation Time (s) Remarks

0 Fire ignition Cold smoke production 1 Alarm / Fire detection A Time for fire alarm 30 Time for fire alarm is depending of the fire development.

Time from Fire ignition to alarm the staff from the passengers in the passenger compartment. (This time is not considered for activation from the fire detection system) That is valid for all operation categories

B1 Brake time OC 1 60 TGV Emergency brake 320 km/h degraded mode 100 sec OC 1 will have a maximum speed of 190 km/h (acc.TSI LOC & Pas conventional rail)

B2 Brake time OC 4 25 OC 4 will have a maximum speed of 80 km/h C 1 Evacuation time OC 11) 144 Document Transfeu-WP5-D5.4 Fig IV-19

Double deck Train Scenario 2B Exit step 550 mm 174 sec - 30sec time to Alarm

C2 Evacuation time OC 21) 138 Document Transfeu-WP5-D5.4 Fig IV-19 Double deck Train Scenario 2A fire evacuated to a platform 168 sec - 30sec time to Alarm

C3 Evacuation time OC 31) 373 Document Transfeu-WP5-D5.4 Fig IV-27 Double deck Train Scenario 2B Fire in front of one exit to the next car or end of the train set. 403sec - 30sec time to Alarm

C4 Evacuation time OC 41) 1093

Source : Estimation having evacuation through the front doors at the front end and the rear end

R2 Running time OC 2 240 The SRT TSI [2008/163/EC] states for Category A trains, equivalent to OC2: 1.1.3.1 “Rolling stock which is designed and built to operate on underground sections and tunnels of not more than 5 km in length, with side evacuation available is defined as category A. In the event of activation of a fire alarm, the train will continue to a safe area (see definition in 4.2.2.6.1), not more than 4 minutes running time away, assuming the train is able to run at 80 km/h. At the safe area, passengers and staff can evacuate the train.”

R3 Running time OC3 900 SRT TSI 1.1.3.2 “Rolling stock which is designed and built to operate in all tunnels of the trans-European Network is defined as category B. Fire barriers are provided to facilitate the protection of passengers and staff from the effects of heat and smoke on board a burning train for 15 minutes. The fire barriers and additional measures for running capability would permit such trains to leave a 20 km long tunnel and reach a safe area, assuming the train is able to run at 80 km/h.”

Note: 1

Scenario for evacuation time on C2 and C3 are Double deck cars with the place of ignition in the middle seat compartment in the lower deck. For the Operation category OC 3 the end car is considered with only 1 open door for the evacuation to the next vehicle. For operation category OC 4 the evacuation time is considered until the front and the rear end of the train. The evacuation to rescue station is defined as dwell time.



RSET Time required for escape according ISO 13571:2007.

Calculated time required for occupants to travel from their location at the time of ignition to a place of safe refuge

Required ASET

Required available safe escape time according ISO 13571:2007 For an individual occupant, the required calculated time interval between the time of ignition and the time at which conditions become such that the occupant is estimated to be incapacitated, i.e. unable to take effective action to escape to a safe refuge or place of safety, calculated without any dynamic fire behavior. This time is the minimum time calculated by the escape time RSET plus a certain safety margin on different operation category and shall be validated by fire simulation and calculation from the actual fire behavior with the different materials impacted by the fire.

RSET 1 Required safe escape time OC 1 234 A+ B+C1

RSET 2 Required safe escape time OC 2 408 A + R2 + C2

RSET 3 Required safe escape time OC 3 403 A + C3

RSET 4 Required safe escape time OC 4 1148 A + B2+ C4

Required ASET 1

Available safe escape time OC 1 270 Safety margin within 36 seconds (Evacuation direct on the surface possible). 2)

Required ASET 2

Available safe escape time OC 2 449 Safety margin within 41 seconds (Evacuation to side walk ways possible)2)

Required ASET 3

Available safe escape time OC 3 449 Safety margin within 46 seconds (Evacuation to side walk ways possible)3)

Required ASET 4

Available safe escape time OC 4 1200 Safety margin within 52 seconds (Evacuation to side walk ways not possible)4)

Safety margin

Passenger Properties

Evacuation Properties

Longer time to detect

Toxic fumes in the waiting area

Number of passenger

Total

C1 10 10 5 11 36 C2 10 10 5 16 41 C3 10 4 5 11 16 46 C4 15 12 5 20 52

Conclusion The minimum times required ASET 1 to 4 (in sec) are important for the FED and FEC calculation According these scheme, we will have for the table 2 hazard level calculation in the pr EN 45545-2 the following times

seconds minutes HL1 (OC 1) 270 4.5 HL2 (OC 2) 449 7.5 HL2 (OC 3) 449 7.5 HL3 (OC 4) 1200 20 Note: 2 The safety margins takes care of longer time to detection A, and the evacuation risks like luggage

carrying and Passenger with reduced mobility and risk by the attack of fire effluents during the running time.

Note: 3 The safety margins takes care of longer time to detection A, the evacuation risks like luggage carrying and Passenger with reduced mobility and the risk from toxic fumes passes the fire barrier to the waiting area.

Note: 4 The safety margins takes care of longer time to detection A, and the evacuation risks like luggage carrying and Passenger with reduced mobility.



IV.2 For Passenger Buses IV.2.1 For passenger area IV.2.1.1 Ignition sources The primary ignition source should be equal to a paper cushion and similar to the ignition source 1 as defined in Annex A of pr EN 45545. There is no possibility of starting a fire from luggage in the passenger area; dangerous luggage shall be placed in a special luggage compartment. IV.2.1.2 RSET Time required for escape and ASET required minimum time available for escape The times are identical to operation category 1 of railway vehicles RSET is 234 seconds and required minimum time ASET is 270 seconds. IV.2.1.3 Fire effluents which reduces the mobility for evacuation �� Heat exposure For evacuation of the passenger and staff, the heat exposure anywhere on the evacuation path out of the danger zone shall not be bigger than as a heat dose max 60 kJ/m2 over the energy from heat flux level of 1 kW/m2; heat flux max 2.5 kW/m2 Reference: (The Swedish National Board of Housing, Building and Planning – BOVERKET: Guidance on performance-based design of buildings (2011)) �� Temperature exposure For evacuation of the passenger and staff, the maximal temperature in the evacuation environment shall be 80 °C. �� Smoke optical density During evacuation time out of the danger zone the passenger and staff shall have visibility of the escape route of a length of 5 m within a hight of 1,5 m from the floor level. (For validation this performance sees ISO 13571 and ISO 5659-2) �� Toxic effect of fire gases Using the FED/FEC concept described in ISO 13571 provides a calculation method for estimating the time available for occupants to escape from a fire (i.e. ASET). The method examines both the asphyxiant effect (based on an FED calculation) and the irritant effect (based on an FEC calculation) of fire gases. The time available for escape depends on which effect is predicted to occur first. The test method EN 5659-2 with continuous FTIR analysis described in Transfeu document WP 2_N59_D2.1.3 shall determine FEC and FED according the minimum required ASET time according hazard level 1 for 4.5 minutes. The document WP6_D6.5_N21 explains the classification proposal. IV.2.2 For technical areas Definitions of technical areas Technical areas are the engine bay and the battery box IV.2.2.1 Ignition sources Diesel engines placed in the engine bay � Model 5 according Annex A of prEN 45545-1 IV.2.3 For Running capability in case of fire on board of the vehicle There is no need for the running capability for passenger buses



IV.3 For Passenger ships IV.3.1 For passenger area IV.3.1.1 Ignition sources The maximum ignition source of interiors is a piece of burning luggage and in consequence, model 5 defined in Annex A of pr EN 45545-1 shall be used. This luggage can be placed by accident in front of or above a seat. A 100 g UIC 564-2 – paper cushion (newspapers) is considered the equivalent effect to primary ignition. Note: Any volume used for the placement of luggage in accordance with the operational protocol which is less than 0,55m x 0,35m x 0,25m in any orientation shall not be considered as a location of a burning luggage (model 5 ignition source). IV.3.1.2 RSET Time required for escape The evacuation time out of the danger zone to a place of safe area on a ship where the passenger and staff have shelter from the fire effluents is in maximum 20 minutes. This zone shall be protected wit fire barriers with following requirements based on ISO EN 1363-1. E Integrity I Insulation S Smoke leakage (Preventing smoke passage) The fire curve is according ISO 834 This protected zone shall have protection against fire effluents for the duration of the firefighting. This time until fire development protection measures fire barrier are finished is 60 minutes. IV.3.1.3 Fire effluents which reduces the mobility for evacuation �� Heat exposure For evacuation of the passenger and staff, the heat exposure anywhere on the evacuation path out of the danger zone shall not be bigger than as a heat dose max 60 kJ/m2 over the energy from heat flux level of 1 kW/m2; heat flux max 2.5 kW/m2 Reference: (The Swedish National Board of Housing, Building and Planning – BOVERKET: Guidance on performance-based design of buildings (2011)) �� Temperature exposure For evacuation of the passenger and staff, the maximal temperature in the evacuation environment shall be 80 °C. �� Smoke in the escape way The escape ways shall be guided in accordance with ISO 15370 �� Smoke optical density During evacuation time out of the danger zone the passenger and staff shall have visibility of the escape route of a length of 16m within a height of 1.5 m from the floor level. (For validation this performance sees ISO 13571 and ISO 5659-2) �� Toxic effect of fire gases Using the FED/FEC concept described in ISO 13571 provides a calculation method for estimating the time available (the compromised tenability time) for occupants to escape from a fire (i.e. ASET). The method examines both the asphyxiant effect (based on an FED calculation) and the irritant effect (based on an FEC calculation) of fire gases. The time available for escape depends on which effect is predicted to occur first. The test method EN 5659-2 with continuous FTIR analysis described in Transfeu document WP 2_N59_D2.1.3 shall determine FEC and FED according the minimum required ASET time for hazard level 4 for 20 minutes. The document WP6_D6.5_N21 explains the classification proposal.



IV.3.2 For technical areas The following areas are considered as technical areas Electrical cabinets Control equipment cabinets Auxiliary equipment cabinets These technical areas shall be protected with fire barrier having a separation. The following requirements are for duration of 60 minutes according to ISO 1363-1 and the heat curve of ISO 834 E Integrity I Insulation S Smoke leakage (Preventing smoke passage) The diesel engine area shall be protected with a firefighting system IV.3.2.1 Ignition sources In the Diesel engine areas the ignition source shall be equal to � Model 5 as defined in Annex A of pr EN 45545-1 In the electrical compartments for circuits which are electrically protected � Model 2 as defined in Annex A of pr EN 45545-1 IV.3.3 Running capability in case of fire in a technical equipment room Measures shall be installed to keep the energy production for the ship movements and for the auxiliary in function even a fire has started in the technical equipment room. For this reason the main systems for emergency cases are redundant and protected with fire barriers and a firefighting system. The diesel engine area shall be protected by firefighting systems defined in MSC circulation 848.

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