01 kilby fire show final
TRANSCRIPT
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Michael Kilby
Systems & Roll ing Stock
Manager
Fireworthiness – an Integrated Solution
11th March 2009
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90km of existing surface network
28 existing surface stations upgraded
(11 major reconstructions)
Crossrail Route
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5 additional shafts for venti lation, intervention, escape
21 km of new sub-surface twin-bore railway
through London8 sub-surface stations
Central Section
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Systems & Rolling Stock
• A mainline train fleet allowing 58 peak-period trainset diagrams• Initially 200m long trainsets – 10 carriages each with three sets of doors
• 1,500 passengers per train at peak times
• Capability to expand to 12-car operation, 30 trains per hour
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Key Dates :
2008 – Royal Assent
2009 – Enabling Works Start
2010 – Tunnelling Starts
2014 – Systems Fit-Out
2015 – Trains in service on
surface routes
2017 – Tunnel opens
Programme
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An Integrated Approach
• New Trains on New Infrastructure – an opportunity for a wholesystem approach
• Robustness – Reliability – Redundancy
• Systems design philosophy is to avoid incident train being strandedin the tunnels i.e. keeping trains moving so that incidents can bemanaged in stations (Signalling -Traction Power Supplies - Fire-Resistant Rolling Stock – Operational Procedures)
• Operational Procedures and Practices – scenarios identified through‘desk-top exercise’ workshops
– Fire prevention
– Incident management – Evacuation procedures
– Ventilation Control
– Formal Qualitative Design Reviews
• Using System Engineering to optimising safety and performance.
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System Constraints
• High Passenger Volumes – 36,000pphpd at opening.
• 24-30 trains/hour on core section – 90 second
headways.• Evacuation into tunnel should be always used as a last
resort.
• Tunnel ventilation has multiple functions e.g. Smokemanagement, temperature control and maintenance
operations.
• System alignment constraint by bill powers.• Trains Weight must be managed – for energy, noise,
track-wear and performance reasons
• Interaction with London Underground at core stations
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Existing stationlayout
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Proposed stationlayout
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Rolling Stock
Standards-based Approach
• Adoption of Standards gives – A test of reasonableness
– A frame of reference for suppliers – Objective criteria for approvals bodies
• EN/TS45545
• Safety in Railway Tunnels TSI – now law
• Conventional Rolling Stock TSI – now draft;
expected in law by 2010
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Rolling Stock
Source of Risk
• Life-threatening train fires due to purely technical causes in UK arerare – especially on electric trains
– Taunton Sleeping Car 1978 – linen stacked by heater – CO poisoning
– Huntingdon 1951- hot coal ignited train underframe
– Beattock 1950 – cigarette ignited litter
• But – fire events may cause panic, and resulting injury and loss of
life from secondary incident
– Maidenhead 1995 – fuel tank broke away – passenger jumped out
• Arson and negligence must always be considered
• Terrorism – bombs less of a risk in respect of fire than introduction
of accelerants (petrol etc.)
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Lessons from the past
• Inquiry into 1951 Huntingdon accident
highlights key issues (no fatalities butpassengers injured escaping from vehicle), all
still relevant today
– Failure to respond quickly
– Inadequate communication methods
– Fire extinguisher did not work
– Flammable materials
– Limited means of safe escape
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Rolling Stock
Technical Philosophy
• Fire resistant materials• Train architecture – running capability – avoidance of
immobilising ‘single-point failure’ and protection of train
bus cabling• Smoke detection – optical techniques now available
• Management of HVAC system on train
• Communications – CCTV link to control centre aidsappropriate response
• Interior design – no luggage stacks or litter traps, to limit
concentration of fire load
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Rolling Stock
Technical Details
• HVAC – control of air flows including limitation ofair intake from outside
• HVAC – restricted functionality for 30 minutes on
stand-by power
• Emergency Lighting – 90 minutes operation
• Communications – GSM-R radio
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Rolling Stock
Open Wide Gangway
OpenOpen = No inter vehicle door = No inter vehicle door
WideWide = 1600mm width, Full= 1600mm width, Full
HeightHeight
Gangway = throughway betweenGangway = throughway betweenvehicles.vehicles.
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Rolling Stock
Open Wide Gangways – Risk or Opportunity?
• Passengers self evacuate easily from seat of fire
• Fire-resistant construction limits spread of fire
• Ventilation management slows spread of smoke• Running capability allows train to reach next station
• Wide doorways enable fast egress at station
• Acceptable at 8.8 MW fire event in single car
• Smoke propagation risk
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Ventilation Requirements
• Pressure Relief
• Ventilation (UPE)
• Cooling of stationary trains• Smoke control
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Pressure Relief
Normal operationsPressure relief ducts connect tunnels to open air
Train movement forces air exchange
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Ventilation Under Platform Extract
Warm air extracted from below train by tunnelventilation system
Cool make-up air is drawn into tunnels down
the pressure relief ducts
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• 4 m2 duct area under each
platform
• Served by tunnel ventilation
fans
Under Platform Extract
Cooling of
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Tunnel ventilation fans at adjacent shafts operate in
supply and extract to force cool air over the trains.
This ventilation configuration is also used for tunnelmaintenance operations
Ventilation section
Train
Cooling of
Stationary Trains
SMOKE CONTROL
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SMOKE CONTROL
– Platform Fire
Over platform smoke extract removes smoke.
Make-up air drawn down escalator barrels.
S k C t l
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Smoke Control
Train Fire in StationPLATFORM
SMOKE EXTRACT
TUNNEL
EMERGENCY
VENTILATION
EVACUATION
ROUTE
MAKE UP AIRFLOW
MAINTAINS ADITS
AND ESCALATORS
SMOKE FREE
PLATFORMSCREEN
DOORS
S k C t l
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Smoke Control
Train Fire in Tunnel
TRAIN
AVAILABLE
FOR RESCUE
DIRECTION OF AIRFLOW
EVACUATION
ROUTE
TUNNEL VENTILATION FAN
STATIONCROSS
PASSAGESSTATION
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• Rolling stock;
– Design train fire heat release rate 8.8 MW
– Fully receptive OHL System
– Open gangways proposed
• Operational;
– Max 2 trains per ventilation section
– Preferred intervention & evacuation via non-incident tunnel
Assumptions
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Tunnel ventilation system is controlled fromRoute Control Centre
• Automatic control for cooling with manualoverride facility
• Operator initiates emergency ventilation
by identifying incident train location tosystem
• Operator initiates maintenance ventilation
by identifying the ventilation section(s)Fires within stations, including on platform, aremanaged locally
System Operation
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• Fire Precautions (sub-SurfaceRailway Stations) Regulations1989 will apply
• Full-Height Platform EdgeDoors
• Fire Main
• Fire Suppression in equipment
rooms subject to riskassessment
• UPS stand-by power to LULstandards
• Fire-fighting lifts – usable forPRM evacuation
• Dedicated escape routes atstation ends.
Stations Features
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Bakerloo lineNRH&C D&C
Platform
TV and Escape core
Concourse
TV and Escape core
Evacuation and
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Evacuation and
Incident Management‘Control the incident, don’t let it control you’
• Command and Control Structure
• Defined Staffing Levels at Stations and RCC
– Procedures do not rely on train drivers
• Training and Competency of Staff
– Simulator facility – Standardised Responses
• System Capability – Smoke Control
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Evacuation – in Station
• Future requirement is to manage 2060 persons on a
12-car train
• Maximum running time between stations 3 minutes
• ATO will be programmed to drive train to next
station if track clear – manual overrides will permit
line of sight driving if necessary
• Need to avoid transferring problem from train to
station – ventilation management critical• Manage/evacuate persons already on station
• Contingency for non-alignment with Platform Edge
Doors
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Tunnel Profile
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Operations & Maintenance
• Litter Management – stations and trains
• Monitoring for anti-social behaviour • Technical Maintenance
– Leaf litter build-up to be managed
– Fluid leakage
– Cleaning of Ventilation Systems (passenger
and technical areas)• Staff Training
– Awareness and Maintenance of Competency
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Summary : the Optimal Balance
• Fire safety is part of overall Safety Management
System for Crossrail
• Extensive consultation with LFEPA
• An integrated approach between train, systems,
stations, and the appropriate ventilation systems• Solutions based on established standards and
industry methodology
• A world class railway with global suppliers using
globally recognised technology and safety
practices
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delivering a world-class, affordable railway
a world-class,
affordable railwaydelivered through
effective partnershipsand project excellence