01 kilby fire show final

8/9/2019 01 Kilby Fire Show Final

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delivering a world-class, affordable railway

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



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



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.



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



Existing stationlayout



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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a world-class,

affordable railwaydelivered through

effective partnershipsand project excellence

01 kilby fire show final

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