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Title: ARGE Guideline - Part 1 Revision: 4.0 Valid from: 17/09/2012 of 29

ID: TÜV Rail_RW Creator: ARGE Creation date: 19/06/2012

Phone: 49 (0)89 5791-1349 Fax: +49 (0)89 5791-2933 [email protected]

TÜV SÜD Rail GmbH Ridlerstraße 57 80339 Munich Germany

ARGE Guideline - Part 1 "Fire detection in rolling

stock"

Functional proof procedure for the positioning of fire detectors in rooms accessible to persons, in electric cabinets and in areas of combustion

engines

Guideline / Inspection Procedure

Rev. No. Date Responsible Comment

1.0 30/03/2007 ARGE Adoption

2.0 14/06/2007 ARGE First Update

3.0 19/11/2009 ARGE Second Update

4.0 17/09/2012 ARGE Third Update

This Guideline is the result of a cooperation of the Detection Technology Consortium

(ARGE) comprising the following companies:

ARGE Guideline - Part 1 "Fire Detection in Rolling Stock"

Functional proof procedure for the positioning of fire detectors in rooms accessible to persons, in

electric cabinets and in areas of combustion engines

Guideline/ Inspection Procedure

Document: ARGE-Guideline_Part-1_Fire_Detection_Rollig_Stock_V-4.doc of 29

List of Contents

1. GENERAL 3 1.1 Preface 3 1.2 Field of Application 5 1.3 Supplementary Guidelines and Regulations (Informative) 6 1.4 Editorial work of the Guideline 8 1.5 Area of Validity 8

2. TEST SPECIFICATION FOR THE FUNCTIONAL PROOF OF DETECTOR POSITIONING AND DETECTOR SELECTION 9

3. PERFORMING THE ASSESSMENT FOR DETECTOR POSITION AND SELECTION 11 3.1 Requirements for system validation 11 3.1.1 Vehicle parameters 11 3.1.2 System parameters 12 3.1.3 Test equipment parameters 13 3.2 Preparing and performing the tests 13 3.2.1 Passenger and staff areas 13 3.2.2 Technical areas 14 3.2.3 Test Report 14

4. REVISIONS OF THE GUIDELINE 15

5. LITERATURE REFERENCES 15

LIST OF APPENDIXES 16

APPENDIX 1 – ABBREVIATIONS, DEFINITIONS AND TERMS 17

APPENDIX 2 – TEMPLATE F-1 "RESULT DOCUMENTATION OF DETECTION TEST" 19

APPENDIX 3 – TEMPLATE F -2 "DOCUMENTATION OF THE DETECTION TEST" 20

APPENDIX 4 – MINIMUM REQUIREMENTS OR PREREQUISITES FOR PERFORMING THE FUNCTION PROOF OF FIRE DETECTORS 21

APPENDIX 5 – SPECIFICATION OF TEST EQUIPMENT FOR FUNCTION TESTS OF FIRE DETECTORS 22

APPENDIX 6 – TEST FOG GENERATION FOR PERFORMING THE FUNCTION TEST ON FIRE DETECTORS (SMOKE DETECTION) 24

APPENDIX 7 - SPECIFICATION OF THE DETECTOR POSITIONING IN SMALL INSTALLATION SPACES / CONTROL CABINETS (TEMPERATURE SENSING) 27

APPENDIX 8 – SPECIFICATION FOR THE PROOF OF THE DETECTOR POSITIONING (TEMPERATURE SENSING) IN LARGE INSTALLATION COMPARTMENTS (E.G. ENGINE ROOMS) AND AT EQUIPMENT INSTALLED OUTSIDE (E.G. UNDERFLOOR AREAS) BY NUMERICAL FIRE SIMULATION 28

APPENDIX 9 – PARTICIPANTS OF THE CONSORTIUM (ARGE) 29






1. General

The Guideline serves the functional proof of fire detection systems related to the determination of their response times at their mounting positions. It regards criteria such as smoke, heat and radiation from possible fire incidents in rolling stock.

The assessment focuses on the positioning of fire detectors in passenger areas as well as inside technical areas of rolling stock.

1.1 Preface

The Technical Specifications for Interoperability (TSI), the current codes of practice and the future European standard EN 45545-6 include requirements for the installation of fire detection systems. Few requirements for assessment procedures are also included in the EN 50553. Whereas the purpose of EN 50553 is to define requirements for rolling stock in terms of running capability in case of a fire. The ARGE Guideline, however, focuses on fulfilling the safety objective "Safety of Persons". Thus, the assessment procedures are more conservative compared to the standard requirements of EN 50553 (requirements of running capability in case of fire on board of rolling stock).

To provide complete planning guarantee for the installation of fire detection systems in rolling stock, system specific requirements for design, construction and proof are needed.

This Guideline identifies the required criteria for the practical proof.

Objectives

With respect to the safety objectives defined on the basis of laws, regulations and codes of practice, a fire event should be detected already during the formation phase (e.g. smoldering fire) or as quickly as possible after ignition (e.g. liquid fire).

Thereby the focus lies on protection of passengers and staff in rolling stock. The objective is to create health conditions acceptable for a safe evacuation from the vehicles, which is also intended by TSI and the expected EN 45545.

To ensure a space of relative safety, threshold values listed in the following table must be met:






Table: Indices and reference values for quantitative protection objectives

Smoke gas percentage

Threshold value

Exposure time

about 15 min incl. safety

factor

Exposure time

about 5 min incl. safety

factor

Carbon monoxide < 1400 ppm 200 ppm 500 ppm

Carbon dioxide < 6.0 vol.-% 2 vol.-% 3 vol.-%

Oxygen > 12 vol.-% 14 vol.-% 12 vol.-%

Smoke gas temperature

< 65 °C 50 °C 50 °C

These values were derived under consideration of the information from:

/R-17/ Guideline - Engineering methods for fire prevention, Division 4 of the vfdb (05/2009) /R-18 / Guidline "design fires" VdS 2827 (05/2000), VdS Damage Prevention, Cologne

The measurements are performed in the area affected by the fire in a height of about 1.6 m and in about 2.0 m distance from the ignition source.

The objective is a consistent, repeatable inspection method for fire detection devices in rolling stock, applicable in equipment areas as well as in passenger areas. Other assessment methods or not validated methods are currently not repeatable or not yet sufficiently specified with regard to the protection objectives (EN 50553) and therefore only of limited suitability.

Acceptance

The Guideline is accepted by the regulatory authorities of Germany (Federal Railway Authority - EBA), Austria (Federal Ministry for Transport, Innovation and Technology - BMVIT) and Switzerland (Federal Office of Transport - BAV). In addition, via the cross-acceptance process for vehicle registration, the Guideline is being applied Europe-wide. The Guideline already is accepted in many countries as acknowledged code of practice.






Figure1: Schematic of smoke and temperature development of a fire (development starting with a smoldering fire to the full flame fire)

1.2 Field of Application

This Guideline is used for verifying the correctness or expediency of the detector positions, whereby smoke as well as hot gases or flames must be detected within the defined time in the probable fire scenarios.

o It is recommended to use the Guideline for the system design, i.e. determining the position of the detectors with respect to the potential fire starting points and the related fire development as well as to the operationally possible environmental conditions. This can be done by the manufacturer/ supplier of the fire detection system or by the vehicle manufacturer.

o The application of the Guideline for proofing the specified function serves the final proof of the detector position and detector selection in terms of confirming compliance with the time limit for fire detection. The assessment must be acknowledged by officially recognized experts in collaboration with the manufacturers/ suppliers, so that a verified audit trail is available for the approval body.






1.3 Supplementary Guidelines and Regulations (Informative)

In connection with the common practice in achieving operation permission, an 120focusing on the requirements of the German-speaking area is made. As mentioned above, however, there are possibilities for cross acceptance based on operational coordination between the permitting authorities in Europe.

In the following, only the fundamental rules, regulations, standards and directives with possible criteria concerning fire detection systems are identified.

Generally, the assurance of safe operation of rolling stock is required by laws.

/R-1/: General Railway Act AEG (Germany, 12/27/1993) Federal Law Gazette I pp. 2378, 2396; 1994 I, p 2439; amended by Article 1 of the Act of June 27, 2012 (Federal Law Gazette I p 1421)

/R-2/: Federal Railway Law EisbG (Austria, 13/02/1957, as of 07/2006 with amendment of 26/07/2006)

/R-3/ Railway Law EBG (Switzerland, 01/01/2010)

/R-4/: Railway Construction and Operation Rules EBO (Germany, 05/08/1967) as well as administrative regulations for the acceptance of railway vehicles VwV in accordance with § 32 paragraph 1 EBO within the jurisdiction of the Federal Railway Authority, with the last change from Article 1 ÄndVO 19 March 2008 (Federal Law Gazette I, p 467)

/R-5/: Light Rail Construction and Operating Regulation BOStrab (Germany, 12/11/1987) with latest amendment: Article 1 Regulation of 8 November 2007 by: (Federal Law Gazette I p 2569)

/R-6/: Light Rail Regulation (Austria) Regulation of the Federal Minister for Science and Transportation on the construction and operation of trams (Tram Ordinance 1999 - StrabVO), latest update 06/08/2002

/R-7/: Magnetic railways-Construction and Operating Regulation MbBO (Germany, 23.9.1997 (Federal Law Gazette I p 2329)

/R-8/: Railway Regulation EBV (Switzerland, 23/11/1983 as at 01/07/2012)

/R-9/: Directive 96/48/EC European Council, "Interoperability of the Trans-European high-speed rail system" (Europe 23/07/1996) and the related TSI HS RST (2008/232/EC)

Fire prevention requirements will be defined by the future European standard EN 45545, part 4 and 6. Current national standards will be superseded hereby.






/R-10/: CEN TS 45545 - 4-2009 Railway applications - Fire protection on railway vehicles, Part 4 "Fire safety requirements for railway rolling stock design" resp. EN 45545 - 4 (expected in February 2013)

/R-11/: CEN TS 45545 - 6-2009 Railway application – Fire protection on railway vehicles, Part 6 "Fire control and management systems" resp. EN 45545 - 6 (expected in February 2013)

With regard to cross-border traffic, the railway authorities have agreed within the UIC (International Union of Railways) on common requirements for rail vehicles. These are generally regarded as acknowledged codes of practice, since also the operational aspects are taken into account.

/R-12/ UIC 564-2 (January 1991), Regulations concerning fire prevention and fire fighting measures in passenger-carrying railway vehicles or assimilated vehicles used on international services – including 2nd amendment until 01/07/1994

/R-13/: UIC 566 (April 2007), Loadings of coach bodies and their components

/R-14/ UIC 642 (September 2001), Special provisions concerning fire prevention and fire fighting measures on motive power units and driving trailers used in international traffic

/R-15/: UIC 660 (August 2002), Regulations to ensure the technical compatibility of high-speed trains

Further codes of practice which relate to the subject of fire detection are listed below. These will be regarded and adapted with a focus on fire risk assessment and on fire development assessment, and on basic requirements for fire detection systems.

/R-16/: EN 50553-2012 "Railway applications - Requirements for running capability in case of fire on board of rolling stock" (February 2012)

/R-17/: EBA Guideline 2010 "Regulations for fire safety assessment of railway vehicles in Germany" (August 2010)

/R-18/: DIN EN 50126-2000 "Railway applications - Specification and demonstration of Reliability, Availability, Maintainability and Safety (RAMS)", (March 2000)

/R-19/ VdS 2827 Design fires for fire simulations and fire prevention concepts (Germany, Austria, Switzerland May 2000)






/R-20/ Technical report TB 04/01 of vfdb – Guideline for engineering methods of fire prevention, as of May 2009

/R-21/ VdS 2489 Fire detection systems – automatic fire detection systems, requirements and inspecting methods (Germany, Austria, Switzerland, May 2000)

/R-22/ DIN V 19250 Control technology – Fundamental safety aspects to be considered for measurement and control equipment (May 1994)

/R-23/: DIN EN 60695-1-1 Tests for fire risk assessment - instructions, general guidance (October 2000)

1.4 Editorial work of the Guideline

The content of the Guideline and its revision is the editorial responsibility of TÜV SÜD Rail GmbH (TR-TW/MUC).

The quality assurance process is defined in the "Quality Manual of TÜV Rail Technology" (QSH) which is based, among other sources, on

/R-24/: EN ISO/IEC 17025 General requirements for the competence of testing and calibration laboratories (August 2005)

.

1.5 Area of Validity

The Guideline applies to rolling stock and rail vehicles which are equipped with fire detection devices.

The guideline can also be applied to comparable technical systems (e.g. buses).






2. Test specification for the functional proof of detector positioning and detector selection

This test specification focuses exclusively on positioning and selection of the fire detectors in relation to the potential fire starting points.

To meet the requirement of early fire detection, the following test criteria have been defined:

A) Detection of fire – smoke as parameter:

1. The simulation of smoke release in passenger areas (these are: passenger areas, lobbies, WCs, etc.) is based on the test fire "burning of a travelling bag ignited by an UIC paper cushion” /P-1/.

Note: In EN 50553, the test fire for areas accessible to persons is defined as ignition model 5 from EN 45545, Appendix A. However, ignition model 5 does in this case not represent the real / increasing fire development during the development phase.

2. The simulation of smoke release in electrical / technical cabinets follows the example of the test fire for "Cables with thermal overload". /P-1/.

Note: In EN 50553, the test fire for electrical / technical areas is defined as a test with an “alternative burner”, according to ISO/TR 9705-2:2001, “Fire behavior of construction materials”. This test does not comprehensively base upon real fire scenarios inside technical areas; here particularly at electrical devices in rolling stock.

3. For the simulation of smoke release, thermally driven cold smoke or fog generated from a fluid is used. Over the test period, the smoke release is increased in accordance with the defined test fire criteria.

Note: EN 50553 relates to EN 61034-1 “Measurement of smoke density of cables burning under defined conditions“ for the proof of smoke detection. The requirements for measuring the smoke density described there, in this case based upon cable fires, might be insufficient for proofing the position and selection of fire detectors e.g. in passenger areas. In addition, it would result in an unreasonable effort in the real vehicle.

o The detection system in passenger and staff areas must respond within 1 minute after the beginning of smoke release under all possible operational conditions.

Note: For areas accessible to persons, EN 50553 prescribes a maximum detection time of 2 minutes. With regard to the safety objective “Safety of persons” in relation to the reaction and evacuation time of passengers, the ARGE experts evaluate this as too long.






o In electrical / technical areas, the detection system must under all possible operational conditions respond within 2 minutes from the beginning of the cold smoke release (external influences when vehicle is running have to be taken into account). Deviating from this, in technical areas with combustion engines, the maximum allowed time until response is 1 minute; due to the risk of huge damage. Note: In technical areas with combustion engines, smoke should generally NOT be used as parameter for fire detection; due to the risk of contamination by dirt and thus low system availability.

o The specified time period also includes the alarm transmission from detector to persons (passengers and/ or train staff).

B) Detection of fire – temperature as parameter:

1. The simulation of temperature development in installation areas using technical testing equipment is impracticable as it is too complex and partially hazardous.

2. The installation of heat detectors was specified on the basis of 1:1 fire tests in electrical cabinets [see appendix 7]. The correct geometrical arrangement of the detectors, also taking into account the aerodynamics in the monitored area, is thus visually verifiable.

3. In large techical areas with forced ventilation (e.g. engine rooms) and in machine systems installed outside of the vehicle body (e.g. underfloor areas), the correct spatial arrangement of the detectors must be demonstrated in terms of the aerodynamic conditions in the monitored space or area by numerical fire simulations or equivalent methods (e. g. fire test). The simulations are subject to determined inputs and / or simulation boundary conditions. [see appendix 8]

Note: EN 50553 also refers to CFD simulations for technical / electrical areas. However, for such simulations, no input criteria or boundary conditions are defined. Concerning the ignition source, reference is made to the ignition model as in 5 from EN 45545, Appendix A.

4. In case of the installation of linear heat detectors in underfloor risk areas, a proof can be omitted, if the risk areas determined by the fire hazard analysis are monitored completely and directly. Operational influences (e.g. aerodynamics) have to be taken into account.






Note: In passenger areas, temperature should generally NOT be used as parameter for fire detection.

The system functionality including, fault simulations, and the related reactions of the fire detection system and/or the signals released are not part of this test specification. These topics are considered in ARGE Guideline- Part 3.

The system functionality has to be specified by the vehicle operator or the operating railway company, as here, the focus lies on reliability and availability of the system. For the system design, this is an important design basis.

3. Performing the assessment for detector position and selection

The assessment procedure verifies that the installed fire detection equipment can detect a fire event in accordance with the specification.

The procedure of type testing should already be applied during the system design. This ensures a high probability of success for the type testing. This ensures a high probability of success for type testing.

EN 50553 does not define any parameters related to performing an assessment.

3.1 Requirements for system validation

At least those parts of the documentation are required in advance to the test, which describe the general system function.

A successfully type testing can only be certified, if proof is available that the system's general function was tested with regard to rail suitability, liability and environmental conditions.

Proof of certified testing labs or inspection authorities will be accepted. The requirements according to /R-21/ and 30 seconds with totally 6 ml +/- 0.5 ml

/R-27/ shall be respected and proven by the submission of a test certificate according to DIN EN 54.

3.1.1 Vehicle parameters

For planning and performing the tests, the following information related to the test object (passenger or staff area, equipment area) shall be available:






o Description of the individual rail vehicle or non-separable train set, with regard to operational use and the related environmental conditions (e.g. tunnel operation)

o Control and regulation concept for the air treatment units (for ventilation, heating, cooling) in the rail vehicle or the train set and air routing concept (layout of air ducts and air inlet and air outlet situations, dynamic or static exhaust air routes)

o Information on door and window openings and their possible handling (e.g. open in normal service or open only if ventilation equipment fails)

o Information on ventilation concepts of control cabinets and machine rooms (e.g. static or dynamic ventilation)

o Information on zones or assemblies with a fire risk in equipment areas; refers mainly to staff areas and control cabinets as well as to machine rooms for which the detection concept is designed - reference to fire risk assessment e.g. on the basis of /R-22/ and /R-23/.

The vehicle state at the time of testing has to be documented. Deviations to the possible operating states have to be identified and evaluated in terms of their impact (note the situation in pre-series vehicles, prototypes or future conversion vehicles). In case of not-acceptable deviations, verification tests can be required.

This situation shall also be considered in terms of preconditions for system specification tests, e.g. at older type of rolling stock.

3.1.2 System parameters

For planning and performing the tests, the following information relating to the fire detector(s) connected within the system must be available:

o Description of the fire detection system concerning the fire detectors' function within the system (e.g. single function, collective function, redundant function)

o Description of the fire detector types and their positions (including variations, if available) in the vehicle or the monitored area

o Proof of compliance with requirements necessary for use in rail vehicles [see Appendix 4], possible requirements deviating from standards have to be regarded (e.g. corresponding conditions concerning operating and storage temperature)

If certificates based on other standards are submitted, proof of equivalence shall also be submitted.






3.1.3 Test equipment parameters

The requirements on the simulation of the "fire parameter smoke" and on the thermal lift characteristics are defined in Appendix 5 and 6.

This concerns the requirements on the fog generator, as e.g. fog intensity and controllability (e.g. Viper NT from Look Solutions), on the fog fluid in terms of stability and dwell time of the fog (e.g. "Regular-Fog" from Look Solutions) and the requirements on the thermal lift (hot gas generation).

As different fog generators might be used, they must meet certain minimum requirements [see Appendix 6].

The equipment for generating thermal lift (fire pan) has to be realized and operated according to the requirements [see Appendix 5] . The specification of the thermal lift determines the maximum allowed size of the fire pan. Smaller dimensions are to be considered as conservative. This is shown by the test report [P-5].

Appropriate proofs have to be made and to be confirmed in the template according to Appendix 2 (focused on the characteristics and proofs of the test equipment) with a reference to the calibration document.

After successful validation according to /P-1/, alternative simulations concerning the "fire parameter smoke" can be permitted.

3.2 Preparing and performing the tests

The performing of the tests is determined by the potential fire risks.

3.2.1 Passenger and staff areas

In areas designated for passengers, fire risks are defined by possible vandalism. For this reason, the positioning of a UIC paper cushion at any point of the vehicle interior is required according to the codes of practice mentioned as examples in the following.

/R-25/: CEN TS 45545 - 1 - 2009 Railway applications - Fire prevention on railway vehicles, Part 1 "General" or EN 45545 - 1 (expected in February 2013)

/R-26/: UIC 564-2 (January 1991), Regulations relating to fire protection and firefighting measures in passenger carrying railway vehicles or assimilated vehicles used on international services (see Appendix 14 of UIC)






Therefore the positioning of the test equipment and the realization of the test smoke's thermal lift should be focused at areas which

a) are most unfavorable for quick detection of the fire,

b) permit hidden ignition,

c) can be used for storage of larger items of travel luggage.

The tests have to be performed with all possible air circulation situations in service (e.g. ventilation ON, OFF, heating, cooling). Thereby individual tests can be omitted if the related situations are covered by other similar air circulation situations.

3.2.2 Technical areas

Tests in technical vehicle areas such as control cabinets require information on potential fire risks. This concerns, among other things, switching components for higher electrical power or components with hot surfaces in cases of failure.

Here, the blow-out point of the test smoke should be located where

a) the risk-bearing component's location is most unfavorable for quick detection of the fire,

b) the air volume flow for heat removal at the risk-bearing component is the lowest,

c) in cases of failure permanently hot surfaces can occur by liquid fire loads (e.g. diesel engine rooms).

The tests have to be performed using all possible air circulation situations in service (e.g. ventilation ON, OFF). Thereby individual tests can be omitted if the related situations are covered by other similar air circulation situations.

The thermal lift of the test smoke can be omitted for situation assessment tests in areas with high air change rate.

If the proof cannot be provided within the test (e.g. at not ventilated equipment enclosures or containers of low construction height), the deviation has to be assessed by an authorized expert.

3.2.3 Test Report

The test report about proofing the fire detectors' functionality shall be written based on the respective templates [see Appendix 2 and Appendix 3].

Picture documentaries illustrating the test results have to be included. This concerns, among other things, the test layout (hot gas thermal lift and fog generator) and the position of the fire detectors.






4. Revisions of the Guideline

The content of the Guideline and its revision is the editorial responsibility of TÜV SÜD Rail GmbH and the ARGE consortium. Annual meetings of the ARGE consortium are planned for updating the Guideline.

Editorial work: TÜV SÜD Rail GmbH TÜV NORD Systems GmbH & Co.KG Ridlerstraße 57 Große Bahnstraße 31 D - 80339 Munich D - 22525 Hamburg

5. Literature References

The reports listed below can be viewed at TÜV NORD or TÜV SÜD Rail, if necessary. /P-1/: Report about determining the simulation basic conditions for cold smoke tests for

fire detection by smoke detectors.

/P-2/: Report about performed fire tests for estimating the temperature development in installation spaces for fire detection by heat detectors. (e.g. control cabinet)

/P-3/: Test Report - Fire tests of ARGE consortium for validating the fire simulation programs FDS and Kobra 3D for proving the correct detector positioning (temperature sensing) in large installation spaces (e.g. engine rooms) and at machines installed outside installation spaces (e.g. underfloor areas)

/P-4/: Test proof for identifying fog generation characteristics – calibration of fog generators (TÜV Rail test equipment)

/P-5/: Test proof for fire pan layout concerning thermal lift






List of appendixes Appendix 1 – Abbreviations, definitions and terms ....................................................... 17 Appendix 2 – Template F-1 "Result documentation of Detection test" .......................... 19 Appendix 3 – Template F -2 "Documentation of the detection test" .............................. 20 Appendix 4 – Minimum requirements or prerequisites for performing the function proof

of fire detectors ........................................................................................ 21 Appendix 5 – Specification of test equipment for function tests of fire detectors .......... 22 Appendix 6 – Test fog generation for performing the function test on fire detectors

(smoke detection) .................................................................................... 24 Appendix 7 - Specification of the detector positioning in small installation spaces /

control cabinets (temperature sensing).................................................... 27

Appendix 8 – Specification for the proof of the detector positioning (temperature sensing) in large installation compartments (e.g. engine rooms) and at equipment installed outside (e.g. underfloor areas) by numerical fire simulation ................................................................................................ 28

Appendix 9 – Participants of the consortium (ARGE) ................................................... 29






Appendix 1 – Abbreviations, definitions and terms

A Abbreviations

ARGE Consortium TSI Technical Specification for Interoperability UIC UNION INTERNATIONALE DES CHEMINS DE FER – International Union of Railways

B Definitions and terms

Reference is made to DIN ISO 13943 Fire Safety – Vocabulary (October 2000) and series of standards DIN EN 54.

Fire detection system Total of all devices and components matched for functional interaction.

Fog generator Device producing an aerosol from a fluid for test purposes.

Rail vehicles These include in this Guideline all track-guided vehicles, such as railways, tramways, overhead railways, cable railways, mine railways and magnetic railways.

Installation space Room or enclosure to house technical equipment such as electric cabinets, equipment containers, roof interior.

Machine system, machineryTechnical or drive system installed in, under or on rolling stock.

Cross acceptance Mutual acceptance of different proof documents or certificates with the same intention.

Flow conditions Operation-related air flow situation in a separated area (e.g. static or dynamic ventilation), or an outside area.

Rail suitability Characteristic of a technical system, which is proven applicable in rolling stock.






Equipment area Equipment areas are installation areas separated from passenger and staff areas for electrical installations or machinery, which are not intended to be accessible to passengers. These rooms or containers house electrical or electronic components or equipment requiring monitoring such as batteries, fire load carrying systems or engines.

Thermal lift Convection flow generated by a heat source.

Certificate/ statement Document based on tests of the components' functionality under defined basic conditions.






Appendix 2 – Template F-1 "Result documentation of Detection test" Order No.: Document No.: Number of Appendixes:

(depending on number of performed tests)

Parameters Specifications

Vehicle type e.g. electric locomotive

Vehicle type for example RE 484

Vehicle No.:

Type of fire detection system e.g. smoke detectors

Designation of fire detection system

Protection objective

Direct safety of persons Indirect safety of persons

Asset protection

Confirmation of test equipment characteristics (calibration protocol, among other things) see Appendix 6 – Test fog generation for performing the function test on fire detectors (smoke detection)

Defects found

yes partially no Requirement met Further inspection required

Test date: Name / signature:

Rolling stock equipment expert:

Responsible system engineer for fire detection technology:

Technical expert / Consultant:






Appendix 3 – Template F -2 "Documentation of the detection test"

Order No.: Document No.:

Test No. xy

Point of time of test 0:00

Test object: Pre-series vehicle for system specification

Boundary test conditions static conditions dynamic conditions

Position marking in the vehicle's layout drawing

Test objective Smoke detection: - Detector type:

Hot gas detection: - Detector type:

Position of the detector(s) Position marked in the sketch (number) and - if applicable - height information

Explanation: Detectors (1, 2, 3) in luminous band, mounted during the tests

Position of the fog generator Position marked in the sketch

Explanation: Fog's thermal lift in large luggage areas and folding seats

Thermal lift of fog Thermal lift (stack) on off

Thermal lift (pan) on off

Reheater on off

Air circulation object or operating state of air treatment technology

Monitoring area ventilation on off

Event area ventilation on off

other influences: Window open closed

Test duration (s)

Comment / test result

Example illustration






Appendix 4 – Minimum requirements or prerequisites for performing the function proof of fire detectors 1. Concept description with respect to safety and functional requirements to be

fulfilled (detection technology and information transmission, communication and associated control systems, if applicable control function for fire fighting system), based, among other things on purchase requisitions (e.g. specifications)

2. Hardware description, wiring diagrams, system layout and information on the components and materials used; in terms of a project description

3. Certificates from other accredited testing and certification bodies (if applicable, conformity declarations / certificates), while for all indicated standards a document or a statement on the basis of test reports must be available. This concerns:

/R-27/: DIN EN 54 Fire alarm systems - Part 1: Introduction 2011-6, Part 5: Heat detectors - Point detectors 2000-5, Part 7: Smoke detectors - Point detectors using scattered light, transmitted light or ionization 2006-9, Part 10: Flame detectors - Point detectors 2002-1, Part 12: Smoke detectors - Line detectors using transmitted light 2003-3, Part 15: Point Multi-Detectors pre2006-8, Part 20: Aspirating smoke detectors 2009-2, Part 22: Resettable line type heat detectors 2011-3 (draft), Part 27: Smoke detectors for monitoring of ventilation ducts 2008-9 (draft)

4. Rail suitability proof according to:

/R-28/: DIN EN 50121 Part 3-2 Railway applications – Electromagnetic compatibility (July 2007)

/R-29/: DIN EN 50153 Railway applications – Rolling stock, protective provisions relating to electrical hazards (December 2003)

/R-30/: DIN EN 50155 Railway applications – Electronic equipment used on rail rolling stock (January 2004)

/R-31/ DIN EN 61373 Railway applications – Rolling stock equipment, shock and vibration tests (November 1999)

/R-32/: DIN EN 60068 part 1 (March 1995), 2-1 (March 1995), 2-2 (August 1994), 2-27 (March 1995), 2-30 (February 2000), 2-47 (August 2000), 2-64 (August 1995), Environmental testing – Test methods

5. Safety relevant User Manual or Operating Instructions

6. Installation guidelines for the professional installation of equipment and for performing acceptance and quality tests (instructions) of series rolling stock






Appendix 5 – Specification of test equipment for function tests of fire detectors Thermal lift – Test in electrical / technical compartments For testing smoke detectors in electrical / technical areas, a thermal lift of the fog is needed. This can be achieved by a fog heater at the tube exit. It consists for example of a copper sheet of about 10 x 10 cm which is twisted into a tube shape. Glued onto this is a heating foil of 10 x 10 cm size, 12 W, 10 V. This foil is powered by an AC adapter, and reaches a temperature of 80 to 90 °C. A pre-warming period of about 5 min has to be taken into account. The through-streaming fog is heated and thus rises as it leaves the tube.

Figure 2: Test layout for technical compartment test / fog heater for hose






Thermal lift – Test in areas accessible for persons

Figure: 3: Test layout with methanol container Technical specification of the methanol container for the passenger area fire test: Square shaped metal container of maximum 500 cm2 base area Container height should be up to 10 cm to ensure that the flames do not extend

beyond the edge 2 to 5 cm high legs (to reduce heat transfer to the floor), but also other measures

possible (e.g. heat-insulated support); observing the vertical stability particularly at tests while train is moving

The container should be filled between 0.5 and 1 cm (this corresponds to a minimum fire duration of 1 minute)

When the test is finished or interrupted, the container should be closed with a non-flammable plate to extinguish the flame by displacing oxygen

Figure 4: Test layout with methanol container and stack






Appendix 6 – Test fog generation for performing the function test on fire detectors (smoke detection) With a fog generator, the below described volume of test fog is generated. This requires to know the fog generator's consumption of fluid to produce the required volumes of fog. This is done by a protocolled measuring equipment calibration (consumption measurement). If different intensity levels cannot be set, the required fog volume is produced by setting intervals (blow-out and pause times). It is recommended to use a fog fluid with medium half-life (e.g. Regular-Fog - Distributor: Look-Solution). Example of fog volume generation with fog generators Viper NT and Viper 2.6 from OTTEC Technology GmbH: - Fog volumes can be set in 1 % increments up to 100 %. - Switching levels / percentage of maximum possible conversion: Level 1 or 1% with about 7.5 ml / min (Viper NT) and 10.0 ml / min (Viper 2.6) Level 5 or 5%, with about 8.5 ml / min (Viper NT) and 15.0 ml / min (Viper 2.6) Smaller fog volumes should be assessed as conservative, however, the prescribed maximum response times must be observed here as well.

Fog volume/ fog duration Passenger and staff areas (Release time max 1 minute): Fog duration: 60 seconds with totally 10 ml +/- 1 ml)

Of this 30 seconds with totally 4 ml +/- 0.5 ml 30 seconds with totally 6 ml +/- 0.5 ml Equipment area (Release time max 2 minutes): In non-ventilated equipment areas or equipment areas with passive ventilation (e.g. control cabinets or machine rooms), a fog heater [see Appendix 5] is necessary.

Test duration: 120 seconds with totally 15 ml +/- 1 ml






Measuring instrument calibration (fog generator) – measuring methods of fluid consumption: One of the following measuring methods must be applied for the relevant level settings (if available) of the fog generator. Example log

Parameters Specifications

Fog generator

Model No.

Level setting option

Fluid designation

Measuring method

Method a)

1. Fluid aspiration from a measuring cup during a selected time, e.g. 2 min 2. Operation of the machine with a fluid volume of 20 ml with time measurement

From time and fluid volume, the fluid consumption in ml/min is calculated. From this, the necessary level setting for the simulation during 1 minute in passenger areas or more than 2 minutes in equipment areas is determined. Deviating from this, in technical areas with combustion engines, the maximum allowed time until response is 1 minute; due to the risk of huge damage. Note: A possibly differing quality of the main energy supply might influence the generator function. Example log

Level setting Measuring time [s]

Fluid volume [ml]

Consumption [ml/min]

Date: Test performer:






Signature: Method b) The below table lists the density values for the fluid (e.g. Regular-Fog by Look Solutions) in milliliters and grams. The table values were determined by practical tests and are therefore verifiable. The measurements have determined how many grams of the fluid equal to which amount in milliliters. For different fluids new measurements must be made.

Density table

Weight [g] 1 5 10 50 100

Fluid volume [ml] 0.94 4.70 9.40 47.00 94.00

Fluid volume [ml] 1 5 10 50 100

Weight [g] 1.08 5.41 10.82 54.10 108.20

Procedure of this method: For this method, a measuring cup is placed on a balance and the scale then set to zero. Then 200 g (equivalent to 188 ml) is weighed and filled into the cup. Subsequently, the mist generator is set at any level (e.g. stage 15 Viper NT) and, in order to reduce measuring errors, fog is generated for 120 seconds. Via the above density table, the exact "consumption" of fog fluid in milliliters can be calculated. This value has to be compared with those given in this appendix. If a predetermined value is not reached, a different level has to be selected at the fog generator and then the procedure has to be repeated.






Appendix 7 - Specification of the detector positioning in small installation spaces / control cabinets (temperature sensing) 1. Combustion will be limited in enclosed and non-ventilated installation spaces.

Installation requirement above potential ignition sources up to approx. 0.5 m. 2. Combustion with normal thermal lift occurs in installation spaces with static

ventilation. Installation requirement above potential sources of ignition until approximately 2 m and in the ceiling area of the room.

3. Combustion with deflected thermal lift occurs in strongly ventilated installation

spaces. Installation requirement at the bottom flow-off edge of the air-outlet of the installation area.

4. If the installation spaces include extensive obstructions or separating elements, the

detectors for fire risk areas have to be positioned below these obstructions. In case of a forced ventilation a separate positioning can possibly be omitted.

The installation requirement additionally depends on required maintaining of functionalities of the components installed in the installation space.






Appendix 8 – Specification for the proof of the detector positioning (temperature sensing) in large installation compartments (e.g. engine rooms) and at equipment installed outside (e.g. underfloor areas) by numerical fire simulation

1. The numerical fire simulations have to be carried out with a field model (e.g. Kobra 3D or FDS). Full fire models or zone models are not suitable for assessment. For the model definition, it is referred to the "Technical Report TB 04/01 of vfdb, as of May 2009 – Guide to fire prevention engineering methods". /R20/

2. For the assessment, the FDS and Kobra 3D programs have been validated using real fire tests /P-3/. The use of different programs requires validation by an independent authorized evaluator with expert knowledge in vehicle fire prevention.

3. For the fire simulation, the basic conditions for the particular application have to be determined and described exactly. In particular, the heat release rate (HRR), the heat transfer to the components enclosing the installation space and to the installed components as well as the ventilation conditions in the room/ area have to be taken into account.

4. At least two fire scenarios have to be calculated for installation compartments of combustion engines:

1. Spray fire by rupture of an injection line with a heat release rate which corresponds to the released fuel volume per time of the respective engine. Example underfloor engine – leak in an injection line: 0.0033 l/s

2. Pool fire with an area of 0.25 m2 underneath the engine (heat release rate of 347 kW for diesel fuel). For other installation areas, the fire scenarios must be discussed and agreed upon with the authorized expert.

5. When interpreting the results of the simulation, the following should be considered concerning the spatial arrangement of the detectors:

For the assessment, the temperature distribution 2 min after start of the simulation is determining. Deviating from this, in equipment areas with combustion engines, the maximum allowed time until response is 1 minute; due to the risk of huge damage.

The release temperature of the sensor should be 80% of the calculated temperature at the detector position.






Appendix 9 – Participants of the consortium (ARGE)

Company Domain Expert

AOA Apparatebau Gauting GmbH Mr. Weber

AQUASYS Technik GmbH Mr. Biberauer

DETECTOMAT GmbH Mr. Müller

FOGTEC Brandschutz GmbH & Co. KG Mr. Dirksmeier

HEKATRON Vertriebs GmbH Mr. Behrens

IME Elektrotechnik GmbH Mr. Langbein

KIDDE-DEUGRA Brandschutzsysteme GmbH Mr. Kacar

MARIOFF Corporation Oy Mr. Valkohaapa

RWS Railway Service GmbH Mr. Fenske

WAGNER Bayern GmbH Mr. Kainz

TÜV NORD Systems GmbH & Co.KG Mr. Thiel

TÜV SÜD Rail GmbH Dr. Heyn

Consortium meetings Time Place

First consultation - Kick Off 16/07/2004 Munich

Second consultation - Project alignment 23/09/2004 Berlin

Third consultation - Project alignment 31.03.2005 Munich

4th consultation - Result presentation (smoke) 26 to 27/01/2006 Munich

5th consultation - Detailed discussion of Guideline

(smoke)

22 to 23/05/2006 Hamburg

6th consultation - Planning 1:1 fire tests (thermal) 22/09/2006 Berlin

7th consultation - Fire simulations (thermal) 02 to 03/11/2006 Rostock

8th consultation - Discussion of results (thermal) 22/11/2006 Hamburg

9th consultation - Adoption of the Guideline 02/02/2007 Berlin

10th consultation - Exchange of experiences 24/09/2008 Berlin

11th consultation - Revision 03 19/11/2009 Ahrensburg

12th consultation - Revision 04 19/06/2012 Berlin

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