12.01.2012

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AFTESPost-graduate specialised Master’s degree

Tunnels and underground structures from designto operation; Module 5: Equipments and safety during operation

18. January 2012, Lyon (F)

Aspects of fire safety in road and railway tunnels

Alfred HaackSTUVA, Cologne, GermanyITA, Lausanne, Switzerland

Starting situation

Fire accidents

Design fire curves

Time temperature curvesTime temperature curves

Emergency scenarios for metros

Safety measures in road tunnels

Closing

General starting situation:

Busy traffictunnels with passenger andgoods transport

Present total length :

• About 15,000 km forrailway, road, and metro

Tunnels in Europe

y, ,

• More than distance fromLisbon – Moscow andback

Perspective:• Permanent growing tunnel length

Tunnelling in Germany 2010 [km]

Type of tunnelin

operation

under con-

structionplanned

oldesttunnel

metro 660 27 46 1902metro 660 27 46 Berlin

railway 490 91 181 1843 Köln-Aachen

road 250 41 154 1834Altenahr

total 1.400 159 381 -----

Worldwide tunnelling

Europe ~ 2.500 km(A) ~ 260 km (F) ~ 150 km(D) ~ 400 km (I) ~ 200 km( ) ( )(E, P) ~ 500 km (N, S, SF) ~ 500 km

Asia ~ 2.500 kmSouth America ~ 650 kmNorth America > 650 km

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Worldwide tunnellingMedium term perspective

Asia ( i l Chi

Europe

2 500 k

Africa

~ 100 km

Australia

~ 100 km

North America> 650 km

Asia (mainly China,Japan, Korea)

> 2.500 km

~ 2.500 km

South America~ 650 km

Mega tunnels planned

Gotthard base tunnel CH 57 km 2017Lötschberg base tunnel CH 37 km 2007Ceneri base tunnel CH 15 km 2017Brenner base tunnel A / I 55 km 2018M t d‘Albi F / I 53 k 2020Mont d‘Albin F / I 53 km 2020Strait of Tatars RUS 12 km ?Bering Strait RUS / USA 97 km ?Strait of Gibraltar E / MA 35 km 2025Koralm A 33 km 2013

Starting situation

Fire accidents

Design fire curves

Time temperature curvesp

Emergency scenarios for metros

Safety measures in road tunnels

Closing

Fire catastrophes - roadMt. Blanc Tunnel (F/I)

24.03.199939 Fatalities

Tauerntunnel (A)29.05.199912 Fatalities

Gotthardtunnel (CH)24.10.2001

11 Fatalities

Station Koblenz (D)07.11.1983No injured

Fire catastrophes - rail

Eurotunnel (F / GB)18.11.199631 injured

Station Offenbach (D)23.11.2001No injured

Hamburg S-Bahn (D)08.04.1980

3 injured

Fire catastrophes - metro

London Metro (GB)(Station Kings Cross)18.11.1987 31 fatalities

Daegu Metro (South Korea)18.02.2003

196 fatalities

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Effects on users

Endangering of tunnel users

• fire • smoke• temperature• toxic substances (CO HCN etc )• toxic substances (CO, HCN etc.)• disorientation because of low visibility• shock and panic• suffocation due to reduced O2 content• injuries by falling debris

Tunnel Santa Clarita, Kalifornien 12.10.2007

Tunnel Santa Clarita,Kalifornien 12.10.2007

Elbtunnel, Hamburg, 31.03.2011

Elbtunnel, Hamburg, 31.03.2011

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S-Bahn, Hamburg, 08.04.1980

Daegu, Südkorea, 24.10.2001

Daegu, Südkorea, 24.10.2001Daegu, Südkorea, 24.10.2001

London Underground,King‘s Cross Station, 18.11.1987

London Underground,King‘s Cross Station, 18.11.1987

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Effects on fire brigadesfire extremely dense smokevery high temperature and heat radiation

Endangering of firemen

radiationdifficult orientation due to low visibilityinjuries by falling debris and spalling concrete

Tunnel Santa Clarita, Kalifornien 12.10.2007

Tunnel Moorfleet, Hamburg, 1968

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S-Bahn, Hamburg, 08.04.1980

Effects on the tunnel constructiontunnel construction

Endangering of tunnel construction

• direct impact by fire• extreme temperature gradient• local bursting and spalling of concrete• local compulsive strains and strengths• critical deformations of concrete and steel• disintegration• collapse of components

Gotthard road tunnel, 24.10.2001

Mont-Blanc-Tunnel, 24.03.1999

Mont-Blanc-Tunnel, 24.03.1999

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Tunnel Moorfleet, Hamburg, 1968 Gotthard road tunnel, 24.10.2001

Eurotunnel, 18.11.1996

Starting situation

Fire accidents

Design fire curves

Time temperature curvesp

Emergency scenarios for metros

Safety measures in road tunnels

Closing

Design fire curves

(heat and smoke release) form

the basis for calculating escapethe basis for calculating escape

and rescue processes

Design fire curve ET 423 of DB

35

40

45

50

55

60

te [M

W]

d f

0

5

10

15

20

25

30

35

0 5 10 15 20 25 30 35 40

heat

rele

ase

rat

duration of fire [minutes]

flashover

end of self rescue

end of aided rescue

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Smoke release curve ET 423 of DB

120

140

160

180

200

m³/s

]

end ofaidedrescue

end ofself

0

20

40

60

80

100

120

0 5 10 15 20 25 30 35 40

smok

e re

leas

e [m

duration of fire [minutes]

selfrescue

flash over

25

30

35

40

e [M

W]

Wien (U-Bahn); Typ U11

Frankfurt (U-Bahn); Typ U2

München (U-Bahn); Typ A1

Essen (Stadtbahn); TYP M8S

Energy release curves for metro

0

5

10

15

20

0 5 10 15 20 25 30

heat

rele

ase

rate

duration of fire [min]

M8SReisezugwagen (Prof. Klingsch)

Starting situation

Fire accidents

Design fire curves

Time temperature curves

Emergency scenarios for metros

Safety measures in road tunnels

Closing

Time temperature curves

form the basis for the structural

design (statics of the concretedesign (statics of the concrete

elements, mechanical equipment

of a tunnel)

TGV Atlantique, Tunnel Villejust,Frankreich

1000

1200

1400

Time temperature curves (F, D, NL, ISO, EU)

0

200

400

600

800

0 30 60 90 120 150 180

tem

pera

ture

[°C

]

time after ignition [minutes]

HC-curveISO-curve[D] Railway (EBA)[D] Roadtunnel (ZTV)[NL] Rijkswaterstaat (RWS)[F] Increased-HC-curve

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Starting situation

Fire accidents

Design fire curves

Ti t tTime temperature curves

Emergency scenarios for metros

Safety measures in tunnels

Closing

Metro firescaused by arson

Year CityDamage

Persons Vehicles

1984 Hamburg 1 injured 31984 Hamburg 1 injured 3

1985 New York 15 injured 16

1987 London 31 fat. / 100 inj. ?

2003 Daegu 196 fat. / 147 inj. ?

Metro firescaused by technical defects

Year CityDamage

Persons Vehicles

1982 N Y k 86 i j 11982 New York 86 inj. 1

1982 London 15 inj. Ca. 3

1983 Munich 7 inj. 2

1985 Mexico City 21 inj. ?

2007 Paris 35 inj. ?

Problems in case of fire

• fire load• flash over after 15 to 25 minutes• masses of smoke• very soon loss of visibility• communication• constriction• extinguishing water

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Fire load in metro cars

50 to 80 kg/m2 (equivalent to wood)

For comparison:For comparison:• housing: 30 to 80 kg/m2

• department warehouse: 100 kg/m2

Selectedstandard emergency scenario

train is burning,

but still arrives the next station

Self rescue phase

duration until 15th minute after ignition

requirements:q

(1) sufficient visibility: ≥ 10 m

(2) height of mostly smokefree layer above

platform level: ≥ 2.5 m

Aided rescue phase

duration from 15th to 30th minute

after ignition

i trequirements:

(1) sufficient visibility: ≥ 10 m

(2) height of mostly smokefree layer

above platform level : ≥ 1.5 m

hot gas layer

cold gas layer cold gas layer

mostly smoke-free layer

mostly smoke-free layer

fresh air fresh air

smoke protection measures

(1) larger storing capacity in case of higher ceiling

(2) fixed or mobile smoke curtainsto limit smoke dispersion

(3) shafts to extract smoke to surface

(4) calculation of smoke dispersion usingzone- or field-models (CFD)

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Limitation of smoke dispersion

shaft

smoke layer using smoke curtain

platform

nearly smokefree layer

2.0 m

curtainmezanine

2.5 m

Requirements fornearly smokefree layer

(1) sufficient height

(2) temperature ≤ 50 °C(2) temperature ≤ 50 C

(3) content of oxygen ≥ 14 Vol.%

(4) concentration of toxics small,

e.g. CO ≤ 500 ppm

(5) sufficient visibility ≥ 10 m

Calculation of evacuation

(1) dimensions of station

(2) number of persons

(3) escape route, capacity of stairways

Simulation of evacuation (1)

(1) computer aided methods e.g.:

Aseri, Pedgo, BuildingExodus

Advantages:

a) self-explanatory

b) simulation with variations ofmobility and obstacles

c) merging of passenger streams

Simulation of evacuation (2) (example Aseri)

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Simulation of evacuation (3)(example Aseri)

Simulation of evacuation (4)

(2) non-computer aided methods

a) NFPA 130a) NFPA 130

b) Predtetschenski / Milinski

advantage: easy control of results

Time schedulebefore start of evacuation

(1) vehicle starts burning in tunnel(2) fi d t ti ft i 1(2) fire detection: after min 1(3) arrival in station: after min 2(4) call for leaving the vehicle: after min 3(5) beginning of evacuation: after min 4

(reaction time of passengers: 1 min )

Benchmarks for fixed stairways

(1) width of escape lane: 60 cm

(2) capacity: 33 persons / min / lane

(according to NFPA 130 for fixed stairways

used upwards)

(1) width of escape lane: 60 cm althoughescalator 1m wide (reserve on safe side)

Benchmarks for escalators

(2) all escalators switched off

(3) capacity only: 25 persons/min/lane

(4) 1 escalator not available (because of maintenance)

Simulation of evacuation (5)

evacuation time

= time before start of evacuation (4 min)

lki ti+ walking time

+ all waiting times

must be shorter than

the critical smoke build-up time

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Basic requirements for metros

• 2 independent exits

• in older facilities not meeting thisin older facilities not meeting this

condition:

improved escape way through running

tunnel

• steel

Influence of vehicle construction on dimensions of damage

• aluminium

• plastic

(downwards increase of damage)

Basic requirement

An effective fire safety concept

requires a holistic view considering:

• construction of tunnel

• rolling stock

• operational organisation

• rescue and fire fighting service

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Fire simulation

(1) geometry of station

(2) structural fire protection measures (e.g. smoke curtains, extraction shafts)

(3) dimensions of railway car

(4) fire relevant data of vehicle (e.g. heat and smoke release rates)

Computational simulation of smoke propagation in an underground metro station

Acceptance test of underground metro station for validation(loud speakers, emergency lighting, control of lifts and

escalators, fire detectors, propagation of smoke)

Starting situation

Fire accidents

Design fire curves

Time temperature curvese te pe atu e cu es

Emergency scenarios for metros

Safety measures in road tunnels

Closing

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lay-by: Acceptance test of operational equipment in the Markusberg road tunnel, Luxemburg (ventilation, loud speakers, emergency lighting, signing, closing barrier)

Starting situation

Fire accidents

Design fire curves

Time temperature curvese te pe atu e cu es

Emergency scenarios for metros

Safety measures in road tunnels

Closing

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Fire and smoke compartmentalisation Not appropriate in the main tunnel are:• gates• inflatable barriersinflatable barriers• one-piece textile curtains

In contrast appropriate are:• multilayer water curtains• vertical blinds

There is no doubt:In our daily life

we need tunnels!Therefore:

Let us build them!Let us make them safe!

Let us use them!

Thanks for your attention!

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