tunnels and underground incidents · 2019-10-14 · tunnels and underground incidents key railway...
TRANSCRIPT
Agenda
• Part 1 –
• Introduction to the work of the Tunnel and Underground
Incidents National Project Group
• Tasks and Actions
• Malicious Action Plans – Proposal
Part 2 –
• Major project update – HS2
• Questions
15 Workstreams• Safe Working at height
• Nuclear and Radiation
• Transportation – Air
• Transportation – Rail
• Transportation – Road
• Transportation – Marine
• Hazmats
• Firefighting Media
• Animal Rescue
• Tunnels and Underground Incidents
• RPE
• Rural Firefighting / Wildfire
• Flood Response and Water Rescue
• HS2 Workstream
• Drones
Technical Response
Tunnels and Underground Incidents
The aims of the group are to:
• support the development of the NFCC’s Annual Plan;
• deliver agreed priorities and projects within the agreed project
plan;
• support the development of professional expertise and
guidance;
• provide advice and speak on behalf of the fire sector in the
specialist areas within the remit of tunnels and underground
incidents;
• share good practice, evaluation and learning between fire and
rescue services and appropriate partners to encourage the take
up of new and innovative schemes that deliver positive
outcomes for communities;
• engage and influence key stakeholders; and
• collaborate to deliver beneficial outcomes where appropriate.
Priorities
• Tasks and actions
– Major project register
and work plan
– Project outlines
– Meeting programme
and schedule of work
and events
– Developing project
group and partner
network
– Highlight reports to
OCC
– NFCC Workplace
access and use
Work Plan for 19/20
31/08/2019 30/06/202001/10/2019 01/01/2020 01/04/2020
13/03/2020
Project Group
10/10/2019
Project Group
16/01/2020
Project Group
11/10/2019 - 16/01/2020
Continue to Develop Major Projects Register
13/03/2020 - 30/06/2020
MARP Introduction
16/01/2020 - 12/03/2020
Develop Final MARP approach
16/01/2020 - 06/05/2020
Review NOG Guidance
28/06/2020
Conference?
• Completed
– Initial Project Register
• <30 Major infrastructure projects
planned or under construction
• Significant risk of variance in
operational approaches, i.e. PDAs
– Outline work plan
• Risk management
• Guidance review
• Threat to underground sites
(MARP proposal)
– Workplace info sharing
– Comment on Active consultations,
i.e. Proposed Standards in Road
Tunnels
– Strong links with HS2 project
group
• In Progress
– Background review of operational
guidance
• Prep for formal review
– Further development of
comprehensive risk register
– Planning of knowledge sharing /
conference events for 19/20
– If agreed, role out of MARP
Progress
Hierarchy of Risk Information
MARP Concept
Tactical Plans
MARPS
Site Specific Risk Info (SSRI)
NOG JESIP JOP LEGACY
COMAH Plans
Event-based
Generic
What is a MARP?
• Plan for where malicious INTENT incident has occurred
• Enhanced level of emergency actions
• Involving different responding agencies
• Potential for a Counter Terrorism element
• Generic concept to be applied to any location
• Response and planning measures underpinned by JESIP
principles…
• Developed in conjunction with LRF partners and site
Tunnels and Underground Incidents
Principles
• Multi Agency Response Planning
• Share to prepare
• Section 1
Initial Incident Management
• Section 2
Further Incident Management
Tunnels and Underground Incidents
Tunnels and Underground Incidents
HS2 – Project Overview
• Route overview Construction
• General Fire Objectives of HS2 Operational Intervention
• Key Engagement Principles Questions
• Fire Engineering Process
• Infrastructure
•
HS2 Overview
345 miles of High Speed track
£55.7Bn budget
48 high speed trains an hour
Around half the population able to access the High Speed Network
Tunnels and Underground Incidents
Key Railway Characteristics• Trains will travel up to 360 km/h – dependent on route alignment and infrastructure
• Powered by OLE – 25Kv
• HS2 will be an all ticketed service and passenger numbers will be limited to 550 persons for a 200m
train and 1100 for a 400m train.
• 18 trains/hour in each direction.
• 8 planned new stations
• Tunnels – Bored or cut and cover
– 9 tunnels on Phase 1
– 7 tunnels on Phase 2
• Numerous viaducts – 0.5 - 4+km
• The trains will be managed by a Network Integrated Control Centre located at Washwood Heath,
Birmingham
• Only electric rolling stock will be used for revenue operations.
• There will be no hazardous freight on HS2.
• Maintenance trains may be diesel or electric - fire suppression fitted if diesel.
Tunnels and Underground Incidents
Key Elements• Tunnels
– Cut and cover or bored
– Intervention/ventilation shafts
– Tunnel portals
• Stations
– Phase 1 – Euston, Old Oak Common (Acton), Birmingham Interchange (NEC) and Birmingham Curzon Street
– Phase 2 – Manchester Airport, Manchester Piccadilly, East Midlands Hum (Toton, Nottinghamshire) and Leeds
• Depots
• Phase 1 – Calvert (Bucks), Washwood Heath
• Phase 2 – Crew, Staveley (Derbyshire), Leeds
• Network Integrated Control Centre – NICC – Washwood Heath
• Open Route
– Bridges and viaducts
– Rail system compounds
– Cuttings/Embankments
Tunnels and Underground Incidents
General Fire Objectives• The overarching fire objectives are the protection of;– The infrastructure occupants – passengers, operational staff, railway
workers, maintenance staff, visitors, members of the fire and rescue service (FRS) and other emergency staff.
– Infrastructure and associated assets – property protection
– Business of providing high-speed rail services – business continuity
– The environment.
• As Statutory Undertaker HS2 are not required to pass through the normal Building Control process, therefore a Qualitative Design Review (QDR) process for consultation and assurance for building design, construction and trial/operation will be utilised to seek a position of no objection/agreement with the FRS.
Tunnels and Underground Incidents
Key Engagement Principles• HS2 has provided a single and central coordinating function for
engagement with the FRS and to act as single point of contact between Contractors and FRSs - HS2 FRS Liaison Manager
• The FRS will provide a central group - HS2 Fire Service Liaison Group to aid coordination.
• Route wide design features (tunnels, shafts, portal buildings, open route, construction etc) will be principally agreed by the HS2 Fire Service Liaison Group.
• Location specific features will be agreed by FRS Local Group(s) but engagement managed via the HS2 central function.
• Process for resolving route wide and local issues established – HS2 FRS Resolution Group.
• Liaison and Local Groups will reach a position of agreement/no objection on design, construction and testing/operational stages of the project.
Tunnels and Underground Incidents
QDR Development and DeliveryHS2 FRS Resolution Group
NFCC HS2 Lead
DCO WarwickshireHS2 FRS Liaison Lead
Ian Parkhouse
NFCC Rail Lead
Dave Bulbrook
FRS Liaison Group
HS2 FRS Liaison Lead
Ian Parkhouse
London Fire
BrigadeContractor
Herts FRS Bucks FRSOxfordshire
FRSNorthants FRS
Warwickshire
FRSW. Midlands
FRS
Staffordshire
FRS
Cheshire FRS GMc FRS Notts FRSLeicestershire
FRSDerbyshire FRS
S. Yorkshire
FRS
N. Yorkshire
FRS
FRS Local
Group
• HS2
• Local FRS
• Contractor
FRS Local
Group
• HS2
• Local FRS
• Contractor
FRS Local
Group
• HS2
• Local FRS
• Contractor
FRS Local
Group
• HS2
• Local FRS
• Contractor
FRS Local
Group
• HS2
• Local FRS
• Contractor
FRS Local
Group
• HS2
• Local FRS
• Contrctor
W. Yorkshire
FRS
Tunnels and Underground Incidents
Phase 1 Tunnels
• A short tunnel between Euston station and the main Euston tunnel (250m).
• A long tunnel between Euston and Old Oak Common Station (OOC) containing 2 shafts (7.6 km).
• A long tunnel between OOC and West Ruislip containing 4 shafts (13.2km);
• A long tunnel under the Chiltern area containing 5 shafts (16.3 km).
• 5 shorter mostly, cut and cover tunnels to Birmingham 0.7 – 1.3
• 6 km tunnel underneath Birmingham containing a single shaft.
Tunnels and Underground Incidents
Phase 2 Tunnels
• 9 tunnels on Phase
2a & 2b.
• 7 short tunnels
• One long tunnel at
Manchester with four
shafts (12.7km)
• One long tunnel at
Crewe with two
shafts (6km)
Tunnels and Underground Incidents
Tunnels 1• All tunnels longer than 300m are
mechanically ventilated.
• Tunnels between 100m and 300m may be naturally or mechanically ventilated
• Tunnel diameter depends on the length and train speed.
• Bored tunnels are 7.55 – 9.1m diameter
• Cut and cover tunnels are - 8m x 7m.
• All tunnels > 300m have two separate bores.
• The average depth is 15 to 20m and the deepest depth - 55m
Tunnels and Underground Incidents
Tunnels 2• Mechanical ventilation provided via jet fans located in tunnel.
• Cross passage doors provide at 350 – 500m intervals with sliding escape
doors
• Escape walkways provided in all tunnels for evacuation and FRS intervention
• Damp (pre-charged) horizontal main with twin outlet landing valves (60m)
provided for firefighting.
• Radiating cable for FRS Channel 5 provided in all tunnels.
Bored tunnels at Euston, Northolt, Long Itchington Wood, Bromford, Crewe and
Manchester
Tunnels and Underground Incidents
Tunnels 3
• Tunnels in excess of 3.3km provided with intervention
and ventilation shafts
• For use by the FRS for emergency intervention, tunnel
ventilation and rail systems equipment.
• Provided at up to 3.3 km spacing for longer tunnels.
• Pressurised fire fighting stairs/core and motorised
trolleys at base of shaft.
• Down coming main in each shaft with multiple inlet point
and outlets on each level.
• Emergency water supply provide either via Hydrant or
tank supply
• In most cases a dedicated area at ground level greater
than 550 m2 that allows parking for multiple vehicles,
due to urban restrictions a minimum of 300m2 provided
at some locations- urban realm can also be used.
Tunnels and Underground Incidents
Portal firefighting points• Tunnels in excess of 3.3km provided with intervention
and ventilation shafts
• For use by the FRS for emergency intervention, tunnel
ventilation and rail systems equipment.
• Provided at up to 3.3 km spacing for longer tunnels.
• Pressurised fire fighting stairs/core and motorised
trolleys at base of shaft.
• Down coming main in each shaft with multiple inlet point
and outlets on each level.
• Emergency water supply provide either via Hydrant or
tank supply
• In most cases a dedicated area at ground level greater
than 550 m2 that allows parking for multiple vehicles,
due to urban restrictions a minimum of 300m2 provided
at some locations- urban realm can also be used.
Tunnels and Underground Incidents
Open Route• Comprises of:
• Plain line rail
• Viaducts and bridges (150) – 0.01 – 4.3km
• Cuttings and embankments
• Rail system compounds
• Eight (phase 1) ‘safe’ emergency stopping locations in addition to stations
• Open air
• Facilities for emergency evac – 500m2
• Emergency vehicle access, parking, RVP and information
• EWS
• Additional access;
– Vehicle access and parking (within 10m) at rail system compounds – every 5km
– Emergency services access (on-street parking and foot access) – every 2.25km
– Level walkways 0.8m wide along entire route –access or evacuation
– Most of open route behind an enclosed fence -fence type dependent on location.
Tunnels and Underground Incidents
Viaducts
• Specific FRS access will be provided to at least
one end of any viaduct between 0.75 km and
1.5km long.
• Longer than 1.5 km long, access will be
provided with FRS access at both ends.
• Viaducts more than 3.0 km long will have
additional maintenance access that could be
used for FRS intervention.
• Where practicable, viaduct access will be at
track level, however where this is not practicable
the FRS will be required to use an open
staircase to walk circa 15m up to the viaduct
• 550 m2 at each end of each viaduct longer than
0.75km.
• Emergency walkways (0.8m) with parapets on
each side.
Tunnels and Underground Incidents
Network Integrated Control Centre – NICC
• Located at Washwood Heath –W.Mids.
• Provide remote operational management of HS2 infrastructure and trains, including emergency incidents.
• Hardened security - CNI?
• Direct link to bronze commanders via dedicated comms systems at strategic locations.
• Control Centre and office accommodation – expected fire safety standards – fire safety systems, MoE, compartmentation, FRS access and facilities etc.
Tunnels and Underground Incidents
Depots
• Located at Calvert and
Washwood Heath, Crewe
and leeds
• Large maintenance sheds
– 400 x 120m
• Significant extended
access and egress
distances – BS7974 or
BS9999 where conforming
• Compartmentation, fire
safety systems, FRS
access and facilities (damp
fire main)
Tunnels and Underground Incidents
Stations • Phase 1 – Euston, OOC, Interchange and Curzon Street
– Euston and OOC - Sub surface stations.
• Phase 2 – Manchester Station and Piccadilly, East Midlands Hub and Leeds
• Multiple interfaces with other transport providers at all stations – Network
Rail, Crossrail, London Underground, Tram Services etc.
• Platforms 400m+ in length
Tunnels and Underground Incidents
Stations Facilities Mechanical and natural ventilation
provided for smoke extraction.• Sprinklers provided in basements.
• Access to perimeter varies between sites due to existing buildings and layout.
• Pre-charged fire main with multiple inlets/outlets located throughout sites.
• Firefighting shafts, lobbies and lifts with mains outlets where required.
• 3 FRS platform intervention points provided at every station.
• Horizontal fire main with outlets located at 60m intervals along all platforms.
• Outlets valves to be located within firefighting cores and in open concourse areas
where required.
• Station Operations Room (SOR)/Fire Control Centre provided at every station to assist
incident management.
• Fire suppression provided in waste storage and treatment areas.
• Dedicated FRS communication system between shafts, platform levels and SOR.
Tunnels and Underground Incidents
Construction Fire Safety Guidance Document
• Document produced providing fire safety requirements for Contractors during construction.
• Drafted referencing existing standards and using learning from previous projects.
• Drafted in parallel with BS9992 - Fire safety in the design, management and use of rail infrastructure -Code of practice.
• Document details;– Systemwide and local engagement process during construction.
– Technical Requirements and good practice guidelines
– Fire safety compliance and emergency operational planning
– Facilities for firefighters (Temporary & permanent provisions)
– Fire safety during construction
– Preparation Works – Including temporary accommodation buildings
– Tunnel boring/cut and cover construction (BS:6164)
– Station and shaft construction (compartmentation, MOE, firefighter
• facilities/access)– Tunnels fit out (loco/plant risks)
– Testing and trial running phases.
– Assurance process
Tunnels and Underground Incidents
FRS Operational Considerations• Access – cuttings, embankments, tunnels and open route.
• Potential delayed response and intervention
• Effective communication – FRS, NICC and emergency services.
• Minor/major Incident?
• Resource requirements – Local, 13 & 16, Regional and National
(NR).
• LRF – Multi agency response plan?
• JESIP
• Exercising for specific infrastructure.
• Training, operational competence and preparedness.
• 7.2.d) and enforcement inspections.
Managing Risk for UK Major
InfrastructureDavid Bulbrook NFCC Transport-Rail
Dave Harold London Bridge Associates 12th March 2019
UK Projects- Examples
• HS2
• Crossrail/ Crossrail 2
• Hinckley Point C
• Woodsmith Potash mine / mineral
transport tunnel
• Trans-Pennine route upgrade
• Tideway
• Lower Thames Crossing / Silvertown
Tunnel
Challenges
• Limited research studies
• Limited pool of knowledge
• Isolated FRS with limited competency
• Public and firefighter safety
• Recording of issues & decisions
• Additional Training requirements
• Scrutiny of FRS capability
Opportunities
• NFCC role supporting UK infrastructure
• Opportunity to influence standards and set policy
direction
• Pooling knowledge to support / challenge major
developments
• Primary Authority model?
• Wider sector support
• FRS officers embedded into major projects (cost
recovery / invest in engineering)
Project Engagement
Informal Engagement
Formal Engagement (QDRs 1-2 years)
Planning (FRS capacity/capability)
During Construction (1-10 years)
During Operation (25-150 years)
Sector Requirements
• Wider agreement
• Efficient and effective arrangements
• Payback period short term v long term
• Succession Planning
• Funding
• Next steps?