02 3 Metro Tunnels

Technical Report – Part 2

Fire Safe Design – metro tunnels Rapporteur Metro Tunnels, Daniel Gabay, RATP

Technical review: Richard Bettis (HSE), Arnaud Marchais (RATP), Ulla Eilersen (Sund & Bealt)

Workpackage Members Bruno Brousse (CETU), Didier Lacroix (CETU), Paul Scott (ARUP), Niels Peter Hoj (COWI), Enrique Fernandez (Dragados), Gabriel Khoury (FSD), Yngve Anderberg (FSD)Walter Frey (GRS), Hermann Otremba (Hochtief), Daniel Gabay (RATP), Arnaud Marchais (RATP), Giorgio Mi-colitti (RFI)Ilse Roelants (Traficon), Esko Mikkola (VTT)

Table of contents

Technical report Part 2 ‘Fire Safe Design – Metro Tunnels’ 283/329

Table of Contents

1 List of collected guidelines 286 1.1 Table of references for tunnels (national guidelines) 287 1.2 Table of references for stations ( national guidelines) 288 1.3 Analytical summaries (national guidelines) 290 1.3.1 France 290 1.3.2 Spain 290 1.3.3 Germany 291 1.3.4 USA 291

2 Comprehensive list of safety measures 292 2.1 Structural measures relevant to safety 292 2.2 Safety equipment 292 2.3 Structure & equipments, response to fire 293

3 Matrix of guidelines contents 294 3.1 Structural measures relevant to safety 295 3.1.1 S1 - Emergency passenger exit for users 295 3.1.2 S2 - Emergency access for rescue staff 295 3.1.3 S3 Emergency access for firemen rescue in tunnel 297 3.1.4 S3 Drainage 298 3.2 Safety equipment 298 3.2.1 E1 Smoke control ventilation 298 3.2.2 E2 Smoke control ventilation ( in station) 301 3.2.3 E3 Lighting 302 3.2.4 E4 Signage (permanent/variable) 303 3.2.5 E5 Communication and alarm system 303 3.2.6 E6 Traffic regulation - monitoring equipments 309 3.2.7 E7 Power supply 310 3.2.8 E8 Fire suppression (fire fighting equipment) 311 3.2.9 E9 Others Electrical power outlet 313 3.3 Structure & equipment response to fire 313

4 Appendix 1: Tables of contents of national guidelines for tunnels and stations translated into English 318

4.1 France 318 4.1.1 IT 98-300 du 8/07/1998- Instruction Technique Interministérielle relative à la Sécurité

dans les tunnels ferroviaires (in French only). 318 4.1.2 Arrêté du 20 février 1983 modifié portant approbation des règles de sécurité et des

modalités de contrôle applicables aux locaux accessibles au public, situés sur le domaine public du chemin de fer et rigoureusement indispensables à l'exploitation de celui-ci Partie :Gare 319

4.1.3 Arrêté du 25 juin 1980 portant approbation des dispositions générales du règlement de sécurité contre les risques d’incendie et de panique dans les établissements recevant du public. 320

4.1.4 Decree n°2003-425 of May 9, 2003 Decree relating to the safety of guided public transport 322

4.2 Spain 323 4.2.1 Normes techniques sobre seguretat contra incendis a la xarxa ferroviaria sotterrada a

Catalunya 323 4.2.2 Fire safety on Madrid metro-Fire protection system and resources 323 4.3 Germany 324 4.3.1 BOStrab-E-Bau-RL Guideline for electrical equipment concerning to the Guideline for

Construction and Operation of Tramways (BOStrab) 23th August 1990 324 4.3.2 BOStrab-Tunnelbau-RL Guideline for the Construction of Tunnels concerning to the

Guideline for Construction and Operation of Tramways (BOStrab) 30th April 1991 324 4.3.3 BOStrab Guideline for Construction and Operation of Tramways (Tramway-

Construction and –Operation Guideline – BOStrab) 11th December 1987 325 4.4 Finland 327 4.4.1 Fire Safety of Buildings 327 4.5 USA 328 4.5.1 NFPA 130 Standard for Fixed Guide way Transit and Passenger Rail

Systems 328

List of collected guidelines

Thematic Network Fire in Tunnels 285/329

Metro Tunnels

In accordance with the description of work package 3.1 and the discussions at the network meetings, work package shall include: • Structural safety facilities • Safety equipment • Reaction/resistance to fire The work in WP3 will include both a listing of relevant guidelines and comparison of selected guidelines.

The specificity of the metros concerns the two following special features: the existence of stations and the rolling stock.

The stations The strategy of fire protection in metros is based on the couple station-tunnel because the most important issue is to evacuate people and that is done generally by the accesses of the station.

In fact, most of the rolling stock used by the undertaking companies in the metro network are equipped with overriding emergency brake system. This system protect the driver from an un voluntary stop between two stations.

Moreover the time the train is running in tunnel is generally small, less than two or three min-utes and the stopping time in station is more or less about one minute.

Then the probability to find a train stopped in tunnel in fire is very low.

The rolling stock The rolling stock (R.S.) is dedicated to a metro line; it is only used for passenger transporta-tion. Dangerous goods are not allowed.

For this reason, the risk is more easily analysable due to the fact that the R.S. is homogene-ous.

The main objective is therefore to reduce the risk at the source, using very efficient standards for the train design and materials used for this construction.

The FIT analysis is only an infrastructure analysis so various Rolling stock standards are not taken into account even if rolling stock is a key component of the global safety..


Technical report Part 2 ‘Fire Safe Design – metro tunnels’ 286/329

1 LIST OF COLLECTED GUIDELINES The list of standard and rules are established: • for the tunnel ( few standards) • for the stations ( more standards) This list is very incomplete and that for 2 reasons: 1 each new project defines new concept in fire safety and can be considered as “the best

practices of the moment” 2 each new project includes the fire design concept taking in account the rolling stock

dedicated to this line.

In France and in others countries, stations are “establishment receiving people” and have to be in accordance with specific rules.

The first level is a list of the documents including: • title, reference and date of the document • the administrative status of the document in the concerned country

The second level includes: • an analytical summary of the contents stating the essential items for the topics compiled

by WP3 • the table of contents translated into English (as shown in appendix 1)



1.1 Table of references for tunnels (national guidelines) This table shows the countries where national guidelines were collected in the FIT approch

Country Title / Issued by Refer-ence Date Administrative status Comments

Finland Fire safety of buildings E1 2002 Regulations and guide-lines

No specific Used as background where applicable

Austria Guideline for construction and operation of new rail tunnels

12/1998 06/1999

Guideline

Instruction technique interministérielle N° 98 300 relative à la sécurité dans les tunnels ferroviaires Décret n°2003-425 du 9 mai 2003 Décret relatif à la sécurité des transports publics guidés Arrêté du 23 mai 2003 relatif aux dossiers de sécu-rité des systèmes de transport public guidés ur-bains

8/07/1998

09/05/2003

23/05/03

Ministérial instruction Decree Arrété

General rules for guided transport system

France

Safety in rail tunnels 8/07/1998 Ministerial instruction




Guideline for construction and operation of tram-ways

BO Strab 11/12/1987 Guideline

Guideline for the construction of Tunnels BO Strab tunnelbau

30/04/1991

Guideline

Germany

Guideline for electrical equipment BO Strab E -- RLbau

23/08/1990 Guideline

Fire prevention in metro 11/06/1988 Decree Italy Fire prevention in metro tunnels, tramways and ca-ble railway

5/04/1991 Decree

Fire safety in rail and metro tunnels of Catalunia 1997 Standard Spain Fire safety and protection in the Madrid metro 03/2001 Guideline Fixed guideway transit and passenger rail systems NFP 130 2000 Standard USA Critical fan plant facilities design guideline 302 NYCT 1997 Guideline

1.2 Table of references for stations ( national guidelines) This table shows the countries where national guidelines were collected in the FIT approch


Finland Fire safety of buildings E1 2002 Regulations and guide-

lines No specific Used as background wuhere applicable

Austria Guideline for construction and operation of new rail

tunnels 12/1998

06/1999 Guideline




France Arrêté du 20 février 1983 modifié portant approba-tion des règles de sécurité et des modalités de contrôle applicables aux locaux accessibles au pu-blic, situés sur le domaine public du chemin de fer et rigoureusement indispensables à l’exploitation de celui-ci. Règlement de sécurité contre les risques d’incendie et de panique dans les établissements recevant du public. Arrêté modifié du 25 juin 1980 Décret n°2003-425 du 9 mai 2003 Décret relatif à la sécurité des transports publics guidés

20/02/1983 25/06/1980 09/05/2003

Arrêté arrêté Decree

Usable in addition with Arrêté of 20 /02/1983 General rules for guided transport system

Guideline for construction and operation of tram-ways

BO Strab 11/12/1987 Guideline

Guideline for the construction of Tunnels BO Strab tunnelbau

30/04/1991

Guideline

Germany

Guideline for electrical equipment BO Strab E -- RLbau

23/08/1990 Guideline

Fire prevention in metro 11/06/1988 Decree Italy Fire prevention in metro tunnels, tramways and ca-ble railway

5/04 1991

Decree

Fire safety in rail and metro tunnels of Catalunia 1997 Standard Spain Fire safety and protection in the Madrid metro 03/2001 Guideline Fixed guideway transit and passenger rail systems NFP 130 2000 Standard USA Critical fan plant facilities design guideline 302 NYCT 1997 Guideline

Comprehensive list of safety measures


1.3 Analytical summaries (national guidelines)

1.3.1 France 1.3.1.1 IT 98-300 du 8/07/1998- Instruction Technique Interministérielle relative à la Sécurité dans les tunnels ferroviaires (in French only). Summary This document define the requirements for the tunnels according to the exploitation type (ur-ban; urban and suburban ;passenger) and the length. It specifies all the requirements for lighting, ventilation, fire resistance and means of egress and rescue.

1.3.1.2 Arrêté du 20 février 1983 modifié portant approbation des règles de sécurité et des modalités de contrôle applicables aux locaux accessibles au public, situés sur le domaine public du chemin de fer et rigoureusement indispensables à l'exploitation de celui-ci, Summary: This is a comprehensive document concerning the classification of the station and the safety needs for design, equipments and rescue means. It defines also the obligations for the op-erator.

1.3.1.3 Arrêté du 25 juin 1980 modifié portant approbation des dispositions généra-les du règlement de sécurité contre les risques d’incendie et de panique dans les éta-blissements recevant du public Summary: This is a comprehensive document in addition of the text ref 1312 for the design, equip-ments, and rescue services.

1.3.1.4 Décret n°2003-425 du 9 mai 2003 Décret relatif à la sécurité des transports pu-blics guidés

Summary:

This is a comprehensive document covering all the subsystem of a transport system, from the beginning of the design to the end of use of the system.

1.3.2 Spain 1.3.2.1 Normes techniques sobre seguretat contra incendis a la xarxa ferroviaria sot-terrada a Catalunya ( in catalan only) Summary : This document gives all the information concerning the carrying out of the emer-gency plan.

1.3.2.2 Fire safety on Madrid metro-Fire protection system and resources Summary : This document gives an overview of the activities and concept used in the Madrid Metro for fire safety.

Matrix of guidelines contents


.

1.3.3 Germany 1.3.3.1 BOStrab-E-Bau-RLGuideline for electrical equipment concerning to the Guide-line for Construction and Operation of Tramways (BOStrab) 23th August 1990 Summary: This guideline contains no fire safety relevant information except: Part 1 1.2.3 Emergency power supply Part 2 2.3 Safety/ Emergency Lighting

1.3.3.2 BOStrab-Tunnelbau-RL Guideline for the Construction of Tunnels concerning to the Guideline for Construction and Operation of Tramways (BOStrab) 30th April 1991 Summary: This document gives all the data concerning the construction of tunnels including safety requirements 1.3.3.3 BOStrab Guideline for Construction and Operation of Tramways (Tramway-Construction and –Operation Guideline – BOStrab) 11th December 1987 Summary: This document gives all the information concerning the construction of the traffic system and vehicles, including also the operational aspects in normal or safety situations.

1.3.4 USA 1.3.4.1 NFPA 130 Standard for Fixed Guideway Transit and Passenger Rail Systems Summary This standard now addresses fixed guide-way transit and passenger rail systems. The purpose of this standard is to establish minimum criteria that provide a reasonable de-gree of protection from fire and egress calculations.

Comprehensive list of safety measures


2 COMPREHENSIVE LIST OF SAFETY MEASURES

2.1 Structural measures relevant to safety S1 Emergency passenger exit for users S11 Parallel escape tube S12 Emergency cross-passage S13 Shelter S14 Direct pedestrian emergency exit S2 Emergency access for rescue staff S21 Separate emergency vehicle gallery access S22 Cross passage vehicle access S23 Emergency lane S24 Direct pedestrian access (lateral, upstairs, shaft) S25 Turning area S26 Emergency siding S27 Firemen station at portals S3 Drainage of flammable liquids S31 Inclination of tunnel axis S32 Separate drainage systems S33 Liquid sump S34 Non porous surface course S4 Others

2.2 Safety equipment E1 Smoke control ventilation E 11 Natural ventilation by shafts E 12 Longitudinal E 13 Transversal E 14 Ventilation control sensors

- Opacity - CO - NOx - Anemometers - Counter pressure measurement at portals

E2 Emergency exit and rescue access ventilation E3 Lighting measurement at portals E31 Emergency tunnel lighting E32 Marker light in tunnel E33 Emergency exit and rescue access lighting



.

E4 Signage (permanent/variable) E41 Traffic signals outside the tunnel E42 Traffic signals inside the tunnel E43 Exit pedestrian signs E44 Rescue pedestrian signs E5 Communication and alarm system E51 Emergency telephone E52 Alarm push button (manual fire alarm) E53 Automatic alarm on equipments (exit doors, extinguisher, fire boxes) E54 Automatic incident detection E55 Fire/smoke detection (ventilation sensors or specific fire detection) E56 Radio rebroadcast

- tunnel users - emergency team - operator

E57 Loudspeakers (in tunnel, in shelters) E6 Traffic regulation - monitoring equipments E61 Monitoring of traffic speed and intensity E63 Close circuit television E64 Remote control barriers E66 Thermographic portal detectors (trucks) E7 Power supply E8 Fire suppression (fire fighting equipment) E 81 First and fire fighting (extinguisher, hose-reels, etc ...) E82 Fire fighting media E84 Fixed fire suppression mitigation system (Sprinkler, Deluge) E9 Others

2.3 Structure & equipments, response to fire R1 Reaction to fire R2 Structure resistance to fire R3 Equipment resistance to fire

- cables - fans



3 MATRIX OF GUIDELINES CONTENTS Detailed comparison between FRANCE, GERMANY and USA

No available guidelines ØNo requirements,little information ONormative information ADetailed information or models XReference to national guideline n ,n

Legend:

Figure 1 Overview over types of requirements, amount of informa-tion and reference to the documents. Reference to

Category ElementStructural measures relevant to safety

S11 Parallel escape tube Ø Ø ØS12 Emergency cross-passage Ø A,3 A

S13 Shelter Ø Ø ØS14 Direct pedestrian emergency exit O O OS21 Separate emergency vehicle gallery Ø Ø ØS22 Cross passage vehicle access Ø Ø ØS23 Emergency lane I I IS24 Direct pedestrian access O O OS25 Turning areas I I IS27 Firemen station at portals Ø Ø Ø

S31 Inclination of tunnel axis Ø Ø ØS32 Separate drainage systems Ø Ø ØS33 Liquid sump Ø Ø ØS34 Non porous surface course Ø Ø Ø

Safety equipment

E 11 Natural ventilation by shafts Ø Ø ØE 12 Longitudinal A1&2 O OE 13 Transversal O O OE 14 Ventilation control sensors Ø Ø Ø

E2 Emergency exit and rescue access ventilationE31 Emergency tunnel lighting A A AE32 Marker light in tunnel O O OE33 Emergency exit & rescue access lighA A AE41 Traffic signals outside the tunnel I I IE42 Traffic signals inside the tunnel I I IE43 Exit pedestrian signs A A AE44 Rescue pedestrian signs A A AE51 Emergency telephone A1&2 A,3 AE52 Alarm push button (manual fire alarmI I iE53 Automatic alarm on equipments O O OE54 Automatic incident detection O O OE55 Fire/smoke detection O O OE56 Radio rebroadcast I A,3 AE57 Loudspeakers (in tunnel, in shelters) Ø Ø ØE61 Monitoring of traffic speed and intensI I IE63 Close circuit television O O OE64 Remote control barriers Ø Ø ØE66 Thermographic portal detectors (truckØ Ø Ø

E7 Power supply A1&2 A AE 81 First aid fire fighting I I IE82 Fire fighting media A1&2 A?3 AE84 Fixed fire suppression system Ø Ø Ø

Structure & equipement, response to fireR1 Reaction to fire A A AR2 Structure resistance to fire A A AR3 Equipment resistance to fire A A A

S1 Emergency passenger exit for users

S2 Emergency access for rescue staff

E3 Lighting

S3 Drainage of flammable liquids

E1 Smoke control ventilation

E4 Signage (permanent/ variable)

E5 Communication and alarm system

E6 Traffic regulation - monitoring equipments

E8 Fire suppression (fire fighting



.

3.1 Structural measures relevant to safety

3.1.1 S1 - Emergency passenger exit for users

3.1.1.1 Role of the measure To allow passengers to escape the danger zone the more rapidly.

3.1.1.2 Synthesis - comments The concept for metros is very different. In fact all the evacuation concept is based on 3 main principles: • the existence of stations very large with many corridors and accesses • the short distance existing between the stations ( 4 to 6 hundred meters mean) • the emergency brake override in tunnels So the last item signifies that the major fire safety case is located in the station with wide platforms and two or more exits . So, accordingly with the rolling stock and the evacuation mode, the pedestrian accesses are on the track side or on escape walkway.

3.1.1.3 Comparison • S11 Parallel escape tube NO in all metros

• S12 Emergency cross-passage NO in all metros where twin bores are common only for American or Asian metros (very

rare in Europe). In USA: twin bores, 244 meters distant or 381m in other tunnel (NFPA 130)

• S13 Shelters NO in all metros

• S 14 Direct pedestrian emergency exits YES, but only by the station accesses

3.1.2 S2 - Emergency access for rescue staff 3.1.2.1 Role of the measure To allow rescue staff to arrive in the danger zone the more rapidly.



3.1.2.2 Synthesis - comments NO in normal tunnel in all the metros, but it’s possible by the station accesses and in termi-nus at the end of the tunnel.

3.1.2.3 Comparison • S21 Separate emergency vehicle gallery access NO, in all the metros

• S22 Cross passage vehicle access NO, in all the metros, but: in case of incident without any damage on the track, firemen,

under their responsibility, may use normal empty train to rescue passengers.

• S23 Emergency lane NO, in all the metros

• S24 Direct pedestrian access (lateral, upstairs, shaft) The direct pedestrian accesses are the same that for rescuing passengers. So, accord-

ingly with the infrastructure, the rolling stock and the evacuation mode, the pedestrian accesses are on the track side or in special walkway.

The following table indicates maximum distance between two stations.

Network, Country Requirement; Maximum distance between sta-tions/accesses

Comment

Brussels, Belgium 750m Copenhagen, Denmark Max. 600 m------- Between two sta-

tions or a station and a shaft

Paris, France 800m Rennes, France 600 m Helsinki, Finland ----- Prague, Czeck Rep. 2140m Milan, Italy ----- Stockholm, Sweden ------ Hamburg, Germany 1000m Berlin, Germany 1700m Munich, Germany 1717m Rotterdam, Netherlamds ----- Lisbon, Portugal 1300m Barcelona, Spain 800m Madrid, Spain 1000m; 615 m mean Vienna, Austria 600m Moscow, Russia 600m London, UK ------ USA 381m • S25 Turning areas YES, if it is possible to consider the normal track area to change the traffic way every five or six stations as turning areas

• S26 Emergency siding (external for rail tunnels)



.

In most of metro lines, to manage better the big number of trains, there are in several points of the line some special tracks:

- to park the trains except during peak hours in the normal tunnel - to park and move or change the tracks in terminal point

But, there are not special tracks to save train in fire or to stock special emergency train

• S27 Firemen station at portals NO, in all the metros; but, for tunnel ended by stations, we can consider that each station

is firemen station protected generally by ventilation against smoke coming from tunnels. Moreover, in the terminus , terminal tunnel are ended by special access with ladders

going to the surface which are used like: - emergency exit for drivers or operators - emergency access or exit for firemen

3.1.3 S3 Emergency access for firemen rescue in tunnel 3.1.3.1 Role of the measure To allow firemen to arrive close to the fire zone the more rapidly.

3.1.3.2 Synthesis - comments For firemen rescue in tunnel, there are two possibilities:

- the use of walkway or track side or both - the use of special firemen accesses for long tunnels

In the following table, we consider only special firemen access.

3.1.3.3 Comparison tables Network, Country Requirement; Emergency access for firemen rescue Comment Brussels, Belgium No Fire brigade accesses Copenhagen, Denmark Fire brigade access Paris, France Fire brigade access, 800 meters distant Rennes, France Fire brigade access with places reserved, 600 meters distant Helsinki, Finland Fire brigade access with places reserved, 500 meters distant Prague, Czeck Rep. No Fire brigade accesses Milan, Italy Fire brigade accesses, 200 meters distant Stockholm, Sweden No Fire brigade accesses Hamburg, Germany No Fire brigade accesses Berlin, Germany No Fire brigade accesses Munich, Germany No Fire brigade accesses Rotterdam, Netherlamds - Lisbon, Portugal Fire brigade accesses Barcelona, Spain No Fire brigade accesses, 500 meters distant Madrid, Spain Fire brigade accesses, 500 meters distant Vienna, Austria Fire brigade accesses Moscow, Russia No Fire brigade accesses London, UK --- USA Fire brigade accesses, 762m



3.1.4 S3 Drainage 3.1.4.1 Role of the measure To collect water and other products from the track under standard conditions and during fire intervention.

3.1.4.2 Synthesis - comments For all the metros, there is not flammable liquids carried by wagons. In case of flammable liquids coming from the infrastructure, there are no special facilities but intervention of spe-cialised firemen to evaluate risk and determine the operational procedure.

By line , special sumps are needed to collect the water running in tunnel by infiltration or coming by natural or mechanical shafts. The number depends generally of the number of lower point of the tunnel profile.

In some cases it may be use explosions detectors when you have got infiltration of flamma-ble liquids from tanks outside (for example oil station industries).

3.1.4.3 Comparison • S31 Inclination of tunnel axis

No requirement, but sometimes the discharge duct is located near the walls or in the middle of the tunnel

• S32 Separate drainage systems NO in all the metros

• S33 Liquid sump In the workshops and in the maintenance areas for trains

• S34 Non porous surface course no in all the metros

3.2 Safety equipment

3.2.1 E1 Smoke control ventilation 3.2.1.1 Role of the measure This measure allows passengers to escape from the dangerous zone to a safe area.

3.2.1.2 Synthesis - comments As we consider underground stations and tunnels like a continuous underground environ-ment, the role of ventilation is fundamental.



.

So we find many systems like: - tunnel ventilation + station ventilation (emergency + comfort or the same) - only tunnel ventilation (close to the station or in the middle of each interstation ), al-

lowing to treat also or not the station - only station ventilation ( at each level or not: platform; mezzanine; corridors) allow-

ing to treat also or not the tunnel - ventilation in tunnel + air conditioning system in station - air conditioning in station and tunnel

More over, the ventilation can be carried out by mechanical fan or natural shafts.

The use of ventilation is very important but difficult. There is two main phases during an inci-dent:

- from the beginning of the fire or incident to the decision taking - after the decision taking

During the first phase, the smoke spreading is due to: - the stop of the train where incident takes place; this fact induces piston effect due to

this train which is generally weak and in the direction of this running train - the passing train in the other way at the normal speed; this fact induces important

piston effect in opposite way of the stopping train - the effect of the comfort ventilation in tunnel existing or not, working or not

It appears rapidly that it‘s not possible to forecast the smoke spread in this phase, except if a real time data system allow to know all the parameters of the incident situation. If this phase duration is not too long, the production of smoke is weak. During this second phase, the situation is steady and the smoke spreading direction prediction is possible.

In metro tunnel, we find many systems: - E 11 Natural - shafts - E 12 Longitudinal (+ local blowing ? extraction ?) - E 13 Transversal - E 14 Ventilation control by sensors ( opacity, Co, NoX, anemometers, counter

pressure measurement at portals)

3.2.1.3 Comparison tables • E 11 - E 14 Smoke control ventilation Network, Country Requirement Comment, details Brussels, Belgium ----; noE14 Copenhagen, Denmark E12 + Overpressure in all shafts and emer-

gency staircases. Direct smoke extrac-tion from trains on station.

Smoke from longitudinal ventilation are extracted through smoke-shafts in sta-

tions. Paris, France No specific;E11; E12 ; noE14 1or more fan per interstation; 60 to

120m3/s; reversible; one speed Rennes, France No specific;E12; noE14 1 fan per interstation; réversi-

ble;70m3/s; > one speed



Network, Country Requirement Comment, details Helsinki, Finland Specific; noE14 ------------;1650m3/s *; reversible> one

speed Prague, Czeck Rep. No specific; noE14 --------;-60 m3/S; reversible one speed Milan, Italy No specific; noE14 --------;4001m3/s*;;reversible;> one

speed Stockholm, Sweden specific ;noE14 --------;----------;no reversible;> one

speed Hamburg, Germany No specific; E 11; noE14 Berlin, Germany specific ; noE14 Munich, Germany Specific; E 11 ;noE14 Rotterdam, Netherlamds Specific; noE14 -------;----------; no reversible;> one

speed Lisbon, Portugal No specific ;E12; noE14 2 fan per interstation;65 to 80 m3/s

;reversible;> one speed Barcelona, Spain No specific; noE14 2 to 6 fan per interstation; 120m3/s;

reversible;> one speed Madrid, Spain No specific; noE14 2 fan per interstation; 20 to 230

m3/s(average : 128 m3/s);no reversible; 1 or 2 speed; air speed 0,9m/s to

1,6m/s Vienna, Austria No specific; noE14 ------------; 50 to 100 m3/s;no reversible;

one speed Moscow, Russia No specific ;noE14 -------;4,2m3/s ;reversible; one speed London, UK No specific; noE14 1 fan per interstation;.100m3/s; reversi-

ble;> one speed USA To provide safe conditions for passen-

gers Defined by NFPA 130 : 3-2.2.2

* : for all the line

• E 15 Command mode • E15-1 Synthesis – comments For this item, we consider two aspects of the command:

- HOW ? (151,152,153) - WHO ? (154,155,156)

The different command mode are : - E151 automatic - E152 manual - E153 semi - automatic

And the responsible manager: - E154 Responsible technical staff - E155 Responsible operating staff - E156 Responsible fire brigade

The table below shows all the data available.

Network, Country - E151 automatic command mode

- E152 manual command mode - E153 semi - automatic comm.

mode

- E154 Responsible technical staff- E155 Responsible operating

staff - E156 Responsible fire brigade

Brussels, Belgium - - Copenhagen, Denmark E152- E154 coordinated with E156- Paris, France E152 E155 Rennes, France E151, E153 E155, E156 Helsinki, Finland E156 Prague, Czeck Rep. E151 E154 Milan, Italy E151, E152, E153 E154 Stockholm, Sweden No E151, E152, E153 No E154, E155, E156-



.

Network, Country - E151 automatic command mode

- E152 manual command mode - E153 semi - automatic comm.

mode

- E154 Responsible technical staff- E155 Responsible operating

staff - E156 Responsible fire brigade

Hamburg, Germany -----; -----; Berlin, Germany -----; E156 Munich, Germany -------; ---------; Rotterdam, Netherlamds No 151and 152 No156,154 and 155 Lisbon, Portugal E153 E155 Barcelona, Spain E152 E155 Madrid, Spain E152and 153 E154 and156 Vienna, Austria E153 E155 and 156 Moscow, Russia E152 and 153 E154 London, UK E151 and 153 E155 USA E 151, E152 ---

3.2.2 E2 Smoke control ventilation ( in station) 3.2.2.1 Role of the measure

3.2.2.2 Synthesis - comments

The requirements for emergency exit ventilation are only briefly described if at all. The command mode for the fans in station is generally the same than for the fans in tunnels. The network are sometimes heterogeneous because of the type of line (new, old), the crowd during the day or others. So, we consider the mean situation. To simplify we note in the following table: • No E2 when there are not smoke control ventilation • E2 in the other case • Maximum airflow (in m3/s) when ventilation exists Network, Country Ventilation in stations Maximum airflow (in m3/s) Brussels, Belgium No E2 Copenhagen, Den-

mark E2 Overpressure

Paris, France No E2 Rennes, France E2 16 Helsinki, Finland E2 850 to 1650* Prague, Czeck Rep. -------; 60 Milan, Italy -----; Stockholm, Sweden No E2 Hamburg, Germany ------; Berlin, Germany -------; Munich, Germany -------; 3333* Rotterdam, Nether-

amds -----;

Lisbon, Portugal E2( 2 to 4 by station) 80 Barcelona, Spain E2(2 to 6 per station) 120 Madrid, Spain E2(2 per station) 30; airspeed max 1,6m/s Vienna, Austria E2(7 per station) 50 to 100 Moscow, Russia E2( 2 per station) 100 London, UK E2(1 per station) 100 USA Only objectives rmined for each project



3.2.3 E3 Lighting 3.2.3.1 Role of the measure To provide suitable lighting level to the passengers to escape from the dangerous area.

3.2.3.2 Synthesis - comments For most of metros, emergency exits are in the stations and are lighted by normal lighting and emergency lighting in case of fire or power supply failure. The list takes into account: • E31 Emergency tunnel lighting • E32 Marker light in tunnel • E33 Emergency exit and rescue access lighting To simplify we note in the following table for all the data available: • No E + number when there are not the proposed equipment • E + number in the other case Or yes/no. When the data are known, we precise also the height (in cm) and the mean illumination (in lux ). In case of an emergency it is important to have sufficient lighting in the tunnel. The light will provide visibility for the possible evacuation and for the rescue operation. In case of a fire additional marker lights may indicate the route to the exits. Also in the escape routes (cross passages, escape tunnel etc.) it will be necessary to have sufficient light in order to have an effective evacuation.

3.2.3.3 Comparison tables • E31 - E33 Tunnel lighting

Network, Country Emergency tunnel light-

ing Normal light-

ing 24h/24

Normal light-ing during operating

hours Height (cm) Mean illumi-

nation (lux)

Brussels, Belgium E31; yes 120 2 Copenhagen, Den-

mark E31; no no 50 1

Paris, France E31; yes Yes 225 2 Rennes, France E31; yes Yes ---; 60 Helsinki, Finland E31; yes 100 to300 5 Prague, Czeck Rep. E31; no ----; ----; 2 Milan, Italy E31; yes yes 4 to 6 100 Stockholm, Sweden E31; no No ----; 3 Hamburg, Germany E31; no No ----; >3 Berlin, Germany E31; ----; ---; 100 1 Munich, Germany E31; ----; no ---; ----; Rotterdam, Nether-

amds E31; yes no ----; 10

Lisbon, Portugal E31; yes Yes 320 10 Barcelona, Spain No E31; Yes ----; >1 Madrid, Spain No E31; yes No 25 2 to3 Vienna, Austria E31; no no ----; 20 Moscow, Russia E31; no no -----; London, UK no No 150 USA E31; ------- ------- NFPA70 2,69



.

3.2.4 E4 Signage (permanent/variable) 3.2.4.1 Role of the measure To provide information to escape from the dangerous zone.

3.2.4.2 Synthesis - comments This analysis takes in account that for running trains it exists normal signalling. • E41 Trafic signals outside the tunnel YES, but it is normal signalling for train movement • E42 Trafic signals inside the tunnel YES, but it is normal signalling for train movement But also, in case of evacuation in tunnel, specific signage for people: • E43 Escape direction signs • E44 Escape routes To simplify we note in the following table for all the data available:

- No E + number when there are not the proposed equipment - E + number in the other case

3.2.4.3 Comparison tables • E41- E44 Signage

Network, Country Requirement Comment

Brussels, Belgium No E 43; E44 Copenhagen, Denmark E43; E44 Paris, France E43; E44 Rennes, France E43; E44 Helsinki, Finland E43; E44 Prague, Czeck Rep. E43; E44 Milan, Italy E43; E44 Stockholm, Sweden E43; no E44 Hamburg, Germany E43; E44 Berlin, Germany E43; E44 Munich, Germany E43; E44 Rotterdam, Netherlands E43; no E44 Lisbon, Portugal E43; E44 Barcelona, Spain E43; no E44 Madrid, Spain E43; E44 Vienna, Austria E43; E44 Moscow, Russia E43; E44 London, UK -------; E44 USA E43; E44

3.2.5 E5 Communication and alarm system 3.2.5.1 Role of the measure To inform operators, operator staff, firemen or other rescue services to make easier their intervention and to facilitate communications between them



3.2.5.2 Synthesis - comments For the metros there are many intervention people: • during the “alert phase”:

1. the driver in the train 2. the station operators 3. the passenger

• during the intervention phase: 1- the chief operator 2- the firemen responsible 3- the station operator 4- the staff 5- the police

So we have to consider these communication means during these 2 phases. More we have to separate communication means and alarm system. • E51- Communication For communication during the incident and the intervention of rescue services, many facilities can be used :

- E510 Normal telephone system - E511 Emergency telephone - E512 Leased line - E513 Mobile line - E514 Direct line - E515 Satellite network - E516 Underground radio system - E517 Communication means brought

In the three following tables during the two main phases : - rescue bodies - firemen - police

Emergency telephones are available for nearly all tunnel, but the distance and detailed ar-rangements vary. Generally there is an alarm to the control room, when safety equipment is being used and radio coverage in the tunnel. Otherwise there is no general synthesis in the national guidelines.

3.2.5.3 Comparison tables • E51 Rescue bodies

Network, Country Alarm phase Intervention phase Brussels, Belgium 510;514 510;517 Copenhagen, Denmark Paris, France 510;511 510; 511;512;513;515;516;517 Rennes, France 510;514 510;511;516 Helsinki, Finland 510 510 Prague, Czeck Rep. 510;511;514 510;511; Milan, Italy 510 510;517 Stockholm, Sweden 510;514 513;516 Hamburg, Germany 510;511;514 510;511;512;513.516 Berlin, Germany 510;511;514 510;511;512;516 Munich, Germany 510; 514 511;512;513.516 Rotterdam, Netherlands 510; 510;511;513;



.

Network, Country Alarm phase Intervention phase Lisbon, Portugal 510 510;511;516;517 Barcelona, Spain 510 510;511;516 Madrid, Spain 510.516 516 Vienna, Austria 510 510 Moscow, Russia 510;511;514 510;511;513 London, UK ------; -----; USA Defined for each metro, but all the

system can be employed

• E51 Firemen

Network, Country Alarm phase Intervention phase Brussels, Belgium Copenhagen, Denmark 510;514 + computer based alarmsys-

tem 511;516

Paris, France Rennes, France 510;511;514 510; 511;512;513;515;516;517 Helsinki, Finland 510;514 510;511;512;516;517 Prague, Czeck Rep. 510;514 510;511;513;516 Milan, Italy 510;511;514 510;511; Stockholm, Sweden 514 511 Hamburg, Germany 510;514 513;516 Berlin, Germany 510;511;514 510;511;512;513.516 Munich, Germany 510;511;514 510;511;513;516 Rotterdam, Netherlands 510; 511;514 511;512;513.516 Lisbon, Portugal 510; 510;511;513 Barcelona, Spain 510;514 510;511;516;517 Madrid, Spain 510 510;516;517 Vienna, Austria 510;511;514 516;517 Moscow, Russia 510;514 510;516 London, UK 510;514 510;511;513;516 USA ------; -----; • E51 Police

Network, Country Alarm phase Intervention phase Brussels, Belgium 510;514 510;517 Copenhagen, Denmark 516 Paris, France 510;514 510; 511;512;513;515;516;517 Rennes, France 510;514 510; Helsinki, Finland 510 510 Prague, Czeck Rep. 510;511;514 510;511; Milan, Italy 511 511 Stockholm, Sweden 510;514 513 Hamburg, Germany 510;511;514 510;511;512;513.516 Berlin, Germany 510;511;514 510;511;516;517 Munich, Germany 510; 514 511;512;513.516 Rotterdam, Netherlamds 510; 514 510;511;513;517 Lisbon, Portugal 510;514 510;511;516;517 Barcelona, Spain 510 510;511;516 Madrid, Spain 510 516 Vienna, Austria 510;514 510;516 Moscow, Russia 510;514 510;511;513 London, UK ------; -----; USA • E52 and E53- Alarm means in public area of the station and in tunnel



3.2.5.4 Role of the measure To alarm operator staff to allow passengers to escape the danger zone the more rapidly and to stop the traffic if it is required.

3.2.5.5 Synthesis - comments The alarm means are described and defined for each category of people located in station or tunnel (on the train). The two following tables precise the facilities used; the number used are defied in the list below : • E52 passengers

- E521 Telephone - E522 Emergency call

• E53 personal - E531 Telephone - E532 Emergency call - E533 Radio( station) - E534 Radio(tunnel) - E535 TV-system - E536 Push button alarm

3.2.5.6 Comparison tables • E52- E53 Alarm means in public areas of the station and in tunnel

Network, Country

Passengers

Personal

Brussels, Belgium 521 531 Copenhagen, Denmark 522 531, 532, 533, 534, 535 Paris, France 522 531;532;533;534;536 Rennes, France 522 531;532;536 Helsinki, Finland 521;522 531;532;533;534;535;536 Prague, Czeck Rep. 522 531;532;533;534;535;536 Milan, Italy ------ 531;532;535 Stockholm, Sweden 522 531;532;534 Hamburg, Germany 531;532 531;532;533;534;535 Berlin, Germany 521;522 531;532;533;535;536 Munich, Germany 522 531;532;533;534;535;536 Rotterdam, Netherlands 521;522 531;532;533;534;535;536 Lisbon, Portugal ----- 531;533; Barcelona, Spain 522 531;532;533;534;;536 Madrid, Spain 522 531;532;533;534; 536 Vienna, Austria 521;522 531;532;533;534;535;536 Moscow, Russia ------- 531;535 London, UK ------ 531;532;533;534;535;536 USA Public adress system in stations only



.

• E52- E53 Where is the alarm addressed to

Network, Country Control Centre Fire Brigade

Brussels, Belgium yes yes Copenhagen, Denmark yes yes Paris, France yes no Rennes, France no no Helsinki, Finland yes yes Prague, Czeck Rep. yes yes Milan, Italy yes no Stockholm, Sweden yes no Hamburg, Germany yes no Berlin, Germany yes yes Munich, Germany yes no Rotterdam, Netherlands yes yes Lisbon, Portugal yes no Barcelona, Spain yes no Madrid, Spain yes ---; Vienna, Austria yes no Moscow, Russia yes yes London, UK yes yes USA yes no • E54 Automatic incident detection

3.2.5.7 Role of the measure Fire detection to alarm operator staff to allow passengers to escape the dangerous zone quickly

3.2.5.8 Synthesis – comments In the metro, the fire risk is more important in station and for that ,detection is used in many technical rooms. • E541 Automatic alarm on equipment (exit doors, extinguisher, fire boxes ...)

No, in all metros 42 Automatic incident detection No, in all the metros • E543 Fire/smoke detection (ventilation sensors or specific fire detection) Included in the next table:

- 5431 : storage rooms - 5432 : sprinkler - 5433 : garbage rooms - 5434 : sprinkler - 5435 : shops - 5436 : sprinkler - 5437 : escalator machine (U: upper end ; L: lower end ) - 5438 : smoke detector - 5439 : sprinkler



-

3.2.5.9 Comparison table

Network, Country 5431 5432 5433 5434 5435 5436 5437 5438 5439 Brussels, Belgium yes no yes no yes yes U Yes no Copenhagen, Denmark Paris, France yes yes yes no yes yes U;L no no Rennes, France yes --- yes ---- ------ ---- U;L no no Helsinki, Finland yes no yes No yes yes U;L no Yes Prague, Czeck Rep. yes no yes no Yes no U;L Yes no Milan, Italy ---- --- ---- --- ----- ------ U;L no no Stockholm, Sweden No no yes yes yes yes ---- no ---- Hamburg, Germany yes no yes no yes Yes L Yes no Berlin, Germany yes yes yes no yes ----- ----- no no Munich, Germany yes yes yes No yes Yes ------ no no Rotterdam, Netherlands No no No No No No ---- no no Lisbon, Portugal yes yes No no yes No ---- Barcelona, Spain yes yes No no no No ----- Madrid, Spain yes yes yes ?? yes Yes U;L yes Yes Vienna, Austria yes no yes No ------- ----- ---- Moscow, Russia yes --- ----- ----- No No U;L London, UK yes yes yes yes yes Yes U;L Yes ----- USA * : NFPA 130 §2-7

• E55—Information to passengers

3.2.5.10 Role of the measure: The means of information of the travellers make it possible to inform them of incident, to guide them in the stations and to direct them towards other direction in order to avoid an ag-gravation of the incident.

3.2.5.11 Synthesis – comments This point is very important because this transportation mode is often crowded and delay can present important other risk to create new accident. For that, we consider only 3 items: • E551 passenger information • E552 alternative means • E553 alternative routes


Network, Country Requirement: Information to passengers Comments Brussels, Belgium 551 ;no 552;553 Copenhagen, Denmark 551;552;553 Paris, France 551 ;552;553 Rennes, France 551;552;553 Helsinki, Finland 551 ;no552;553 Prague, Czeck Rep. 551;552;553 Milan, Italy 551 ;no 552;553 Stockholm, Sweden 551;552;553 Hamburg, Germany 551;552;553 Berlin, Germany 551;552;553 Munich, Germany 551;552;553



.

Network, Country Requirement: Information to passengers Comments Rotterdam, Netherlands 551;552;553 Lisbon, Portugal 551 ;no 552;553 Barcelona, Spain 551;552;553 Madrid, Spain 551;552 ; 553 Vienna, Austria 551;552 ;553 Moscow, Russia 551;552;553 London, UK -----;----;------- USA 551;552;553

3.2.6 E6 Traffic regulation - monitoring equipments 3.2.6.1 Role of the measure To allow to stop the trains if required near the incident location, to continue train traffic where it is possible and control and command all the equipment useful

3.2.6.2 Synthesis – comments In each metro network, a control and command centre allows to:

- know at each time the location of the trains - stop each train in station if required - know the energy distribution and cut if necessary

• E61 Monitoring of traffic speed and intensity YES in all the metros

• E63 Close circuit television See above E5 + exceptionally for trains when there is no driver.

• E64 Remote control barriers No (seeE61)

• E66 Thermographic portal detectors (trucks) No but in many cases, hot boxes detection

The traffic regulation and monitoring is mainly a preventive measure. However, by monitor-ing the traffic, its speed and intensity as well as monitoring unwanted events, accidents and fires directly, the necessary actions to mitigate the consequences can be taken by the tunnel operator.




Network, Country Requirement: Emergency lighting Automatic activation

Requirement: Emergency lighting Remote control centre

Brussels, Belgium no yes Copenhagen, Denmark Paris, France no no Rennes, France no no Helsinki, Finland no no Prague, Czeck Rep. no no Milan, Italy yes yes Stockholm, Sweden no yes Hamburg, Germany no yes Berlin, Germany no yes Munich, Germany no yes Rotterdam, Netherlands no no Lisbon, Portugal no no Barcelona, Spain no yes Madrid, Spain no yes Vienna, Austria no ----; Moscow, Russia no ----; London, UK no yes USA yes yes

3.2.7 E7 Power supply 3.2.7.1 Role of the measure

Allow to keep all the emergency control and command in case of electrical power failure.

3.2.7.2 Synthesis - comments • E700 traction current • E701 lighting


Network, Country Requirement: Power supply Comment Brussels, Belgium 700;no701 Copenhagen, Denmark Paris, France 700;701 Rennes, France 700;701 Helsinki, Finland No700;701 Prague, Czeck Rep. No700;701 Milan, Italy 700;701 Stockholm, Sweden No700;701 Hamburg, Germany 700;701 Berlin, Germany 700;701 Munich, Germany No700;701 Rotterdam, Netherlands 700;701 Lisbon, Portugal 700;701 Barcelona, Spain 700;no701 Madrid, Spain 700;701 Vienna, Austria No700;701 Moscow, Russia 700;701



.

Network, Country Requirement: Power supply Comment London, UK ----:------ USA 700;701

3.2.8 E8 Fire suppression (fire fighting equipment) 3.2.8.1 Role of the measure To reduce consequences of a fire 3.2.8.2 Synthesis - comments In the metros, we are obliged to consider two adjacent spaces: • the tunnel • the station In tunnel, technical rooms with potential risk (electrical) can be installed. In sta-tions,commercial rooms, mechanical equipment and technical rooms can be build. There are fire suppression devices in the public areas and in some places like technical or commercial rooms. These systems are used. • E 81 First aid and fire fighting

- E810 : Extinguisher - E811: hose-reels - E812 : Hydrant

3.2.8.3 Comparaison tables • E 81 First aid fire fighting (extinguisher, hose-reels, etc ...)

Network, Country

Requirement: First Fire fighting equipment

Comment

Brussels, Belgium No E810; No E811;E812 Copenhagen, Denmark E810, E812 Paris, France No E810 ;No E811; E812(100m) Rennes, France No E810 ;No E811 ;E812(60m) Helsinki, Finland No E810;No E811;E812(100m) Prague, Czeck Rep. E810(10m distant) ;No E811;E812(50m) Milan, Italy No E810; E811(50m) ;E812(36m) Stockholm, Sweden No E810;No E811;noE812 Hamburg, Germany E810; E811(60m) ;E812(60m) Berlin, Germany E810; ;No E811;noE812 Munich, Germany E810(45m distant);E811(120m) ;E812(120m) Rotterdam, Netherlamds No E810;No E811;E812(60m) Lisbon, Portugal No E810;No E811;noE812 Barcelona, Spain No E810;No E811;noE812 Madrid, Spain E810;No E811; E812(50m station distant) Vienna, Austria No E810;No E811 ;noE812 Moscow, Russia E810; ;No E811;E812(90m) London, UK No E810;No E811 USA ---------- • E82 Fire fighting media



3.2.8.4 Role of the measure To reduce time to extinguish fire. 3.2.8.5 Synthesis – comments The table give mainly the use of pipes in modern or old lines, the diameter of pipes( cm ).

- E 820: dry pipes - E 821: wet pipes - E 822: old network - E 823 : platform - E 824 : Communicating areas - E 825: tunnels - E826: dedicated fire brigade access - E827: diameter

3.2.8.6 Comparison tables

Network, Country Requirement: Fire fighting media Requirement: Diameter Comment

Brussels, Belgium 820;821;822;823;----;825;----; 100 Copenhagen, Denmark 820, 823, 825, 826 100? Paris, France 820;821;no822;823;824;825;826; 100 Rennes, France 820;---;822;823;824;825;826; 100 Helsinki, Finland 820;821;822;no823;no824;825;826

; 100

Prague, Czeck Rep. 820;no821;no822;823;no824;no825;no826;

75

Milan, Italy 820;821;822;823;----;825;----; 50-180 Stockholm, Sweden 820;821;822;823;824;no825;no826

; 25

Hamburg, Germany 820;821;no822;823;no824;no825;no826;

80-100

Berlin, Germany 820;821;no822;823;---;825;826; 80 Munich, Germany 820;no821;822;823;no824;825;826

; 80

Rotterdam, Netherlands 820;821;822;823;824;825;---- 55-110 Lisbon, Portugal 820;821;822;823;824;825;no826; 50 Barcelona, Spain 820;821;no822;823;no824;no825;n

o826; 50

Madrid, Spain 820;no821;822;823;824;no825;826;

100;70;45

Vienna, Austria 820;821;822;823;824;825;826; 80 Moscow, Russia 820;no821;822;823;---;825;826; 80-100 London, UK 820;821;no822;823;824;825;826; ----- USA See NFPA 130 • E84 Fixed fire suppression mitigation system (Sprinkler, Deluge)

Reference is made to the other chapter



.

3.2.9 E9 Others Electrical power outlet 3.2.9.1 Role of the measure : To allow to supply all the electrical facilities used by the firemen during their intervention.

3.2.9.2 Synthesis – comments This table give also the distance between 2 outlets.

3.2.9.3 Comparison tables

Network, Country Requirement: electrical power outlet Requirement: distance (m) Comment

Brussels, Belgium E-9 ---; Copenhagen, Denmark E9 50 Paris, France E-9 50 Rennes, France E-9 150 Helsinki, Finland E-9 100 Prague, Czeck Rep. E-9 50 Milan, Italy E-9 ----; Stockholm, Sweden No E9 Hamburg, Germany E-9 50 Berlin, Germany E-9 50 Munich, Germany E-9 60 Rotterdam, Netherlands E-9 ---; Lisbon, Portugal E-9 40 Barcelona, Spain No E9 ---; Madrid, Spain E-9 ----; Vienna, Austria E-9 50 Moscow, Russia E-9 50-100 London, UK E-9 60 USA ------ -------

3.3 Structure & equipment response to fire

3.3.1.1 Role of the measure To avoid fire spreading in large spaces and prevent a catastrophe. For cables to avoid fire spreading in tunnel or stations where cables are very numerous and suppress risk of panic due to the toxicity. To avoid ventilation stop during the fire until the temperature is too high and during the evacuation phase.

3.3.1.2 Synthesis - comments The item reaction to fire is very important. But, in many countries, national standard define all the requirements used to design a build-ing according to his category : shops, theatre, stations, edifices receiving people, -------etc. So the comparison is not easy because standard test are not the same. The tunnel structure and the equipment should be able to resist the fire and perform safely for a period sufficient for the evacuation of the tunnel users. In addition the structure and the equipment should enable the fire fighting. Furthermore the structure and the equipment



should be designed with the aim of minimising the economical damage from a fire.

3.3.1.3 Comparison tables • R1 Reaction to fire This table below gives the principle used for many rooms located in stations or in tunnels.

- R211 Public Areas - R212 Non Public Areas - R213 Waste storage room - R214 Operating room - R215 Ventilation rooms - R216 Low-voltage room - R217 Traction current switch - R218 Substations - R219 Signal boxes - R220 Staff rooms

Requirement in specified location: Network, Country 211 212 213 214 215 216 217 218 219 220

Brussels, Belgium yes yes yes yes no yes yes yes no ----; Copenhagen, Denmark Paris, France no yes yes no yes yes yes yes no no Rennes, France ----; ----; ----; ----; ----; ----; ----; ----; ----; ----; Helsinki, Finland ----; ----; ----; ----; ----; ----; ----; ----; ----; ----; Prague, Czeck Rep. yes yes yes yes yes yes yes yes ----; -----; Milan, Italy yes ---; ---; yes no yes no yes ---; yes Stockholm, Sweden yes yes yes yes yes yes yes yes yes yes Hamburg, Germany yes yes yes yes yes yes yes yes yes yes Berlin, Germany no no yes yes yes yes yes yes yes no Munich, Germany yes yes yes yes yes yes yes yes yes yes Rotterdam, Netherlamds no yes no yes ------; yes yes no no yes Lisbon, Portugal yes no no no no yes yes yes no no Barcelona, Spain yes yes yes yes no yes yes yes ---; no Madrid, Spain yes yes yes yes yes yes yes yes yes yes Vienna, Austria yes yes yes no yes no no yes no no Moscow, Russia yes yes ----; yes ---; yes ----; yes ----; yes London, UK yes yes yes yes yes yes yes yes yes yes USA yes yes yes yes yes yes yes yes yes yes • R3 Equipment resistance to fire For the construction of a station or a tunnel it is necessary to be in accordance with specific fire resistance requirements.Theses requirements are defined for spaces and partition.or fire barrier. The table below gives the main requirements (resistance time in hour)used in underground spaces for separating walls:

- R30 Shop / public zone - R31 Shop / shop - R32 Shop / escape route - R33 Doors between shop and public zone - R34 Doors between shop and escape route - R35 False ceilings - R36 fire stops technical areas - R37 separation technical room / shop



.

And for technical rooms: - R380 Walls - R381 Doors - R382 Floors - R383 Ceilings

Network, Country Requirement Fire resistance (hours) in specified location: 30 31 32 33 34 35 36 37 380 381 382 383

Brussels, Belgium 1 0.5 1 1 0.5 1 No yes 1 0.5 1 0.5 Copenhagen, Denmark Paris, France 1 1 1 1 1 1 yes yes 2 1 2 2 Rennes, France ---- ---- ---- --- ---- ---- --- ---- 2 2 2 2 Helsinki, Finland --- ---- ---- ---- ---- ---- no yes ---- ---- ---- ---- Prague, Czeck Rep. 1.5 1.5 1.5 1.5 1.5 1.5 --- ---- 3 1.5 3 3 Milan, Italy 2 2 2 1 1 1 no yes 2 1 2 2 Stockholm, Sweden 0.5 0.5 0.5-- 0.5 0.5 -- yes yes 1 1 1 1 Hamburg, Germany -- 1.5 --- --- --- --- yes yes 1.5 0.5 1.5 1.5 Berlin, Germany --- ---- ---- --- --- --- 0.5 to

1.5 0.5 to 1.5

0.5 to 1.5

Munich, Germany 1.5 1.5 1.5 0.5 0.5 0.5 yes yes 1.5 0.5 1.5 1.5 Rotterdam, Netherlands -- 1 --- --- 1 --- yes yes --- --- 1 --- Lisbon, Portugal 0.5 ---- --- ----- ----- ---- yes yes ---- ----- ----- ------Barcelona, Spain --- --- ---- ---- --- ---- --- ---- 1 1 1 1 Madrid, Spain ---- 1 --- --- ---- 2 yes yes 2 1.5 2 2 Vienna, Austria --- ---- ------ --- ----- --- ---- ------- ---- ---- ---- ---- Moscow, Russia 0;7

5 0.75 --- 0.6 0.6 1 yes yes 1.5 1.5 0 1

London, UK ---- --- --- ---- -- ---- --- --- ---- ---- ---- ---- USA * : See NFPA 130 §2-2.3 • R31- Cables resistance to fire Numerous cable are existing according to the different functions: power, communication, control and command. So the structure is very important to analyse risk assessment. The next tables show the cables type used in each country / network and the laying mode A - Structure

- R310 PVC - R311 Self - extinguishing - R312 Halogen free - R313 no smoke development - R314 Toxicity - R315 mineralization - And Maintenance function(duration)

Network, Country Structure Function Duration(hour) Brussels, Belgium no311;312;313;314;no315 Yes (0,5 to1,5) Copenhagen, Denmark Paris, France 311;312;313;314;315 Yes (1) Rennes, France 312; 313 Yes (1) Helsinki, Finland 310;311;312;313;314;no 315 no Prague, Czeck Rep. 311;312;313;314; Yes (1)



Network, Country Structure Function Duration(hour) Milan, Italy No 310;311;312;313;314; no Stockholm, Sweden 310;311;312;313 Hamburg, Germany 310;311;312;313;314;no315 Yes (0,5) Berlin, Germany No 310;311;312;313;314;315 Yes (0,5) Munich, Germany 310;311;312;NO 313;314;315 Yes (0,5?) Rotterdam, Netherlands 311;no 312;313;314; Lisbon, Portugal 311;312;313;314;no315 Yes (0,25) Barcelona, Spain 311;312;313;314;315 Yes (1) Madrid, Spain 311;312;313;314; Vienna, Austria 310;311;312;313;314;315 Yes Moscow, Russia -----; -----; London, UK 311;312;313;314;no 315 Yes (1) USA NFPA 70 B – Laying mode

- R3171 ground ducts - R3172 concrete troughs - R3173 metal supports - R3174 plastic support - R3175 conduits - R3176 clamps - R3177 individual - R3178 bunched - R3179 concealed

All these items are classified by importance of use.

Network, Country 3171 3172 3173 3174 3175 3176 3177 3178 3179 Brussels, Belgium 3 2 1 Copenhagen, Denmark Paris, France 1 4 2 9 7 5 6 3 8 Rennes, France Helsinki, Finland 2 3 1 5 4 6 6 8 Prague, Czeck Rep. 1 9 1 2 3 Milan, Italy 3 1 3 3 Stockholm, Sweden 2 1 4 3 Hamburg, Germany 2 1 3 Berlin, Germany 5 5 1 4 3 1 8 9 Munich, Germany Rotterdam, Netherlands Lisbon, Portugal 1 2 1 10 10 9 3 9 10 Barcelona, Spain 3 4 2 1 Madrid, Spain Vienna, Austria 8 2 4 1 3 5 6 7 9 Moscow, Russia London, UK 9 6 1 8 3 5 2 4 7 USA R32-Fire resistance of fans The fire resistance of emergency fans is important and depends on the fire load , on the dis-tance between fire and ventilation shaft, on the evacuation procedures. For the different network, the table give time and temperature resistance.



.

Network, Country Requirement: Resistant to

fire temperature (°C) (in station)

Requirement: Duration (hour)

Brussels, Belgium Copenhagen, Denmark 200 (400) 2 (1) Paris, France 200 2 Rennes, France 350 ----, Helsinki, Finland ----; -----; Prague, Czeck Rep. ----; -----; Milan, Italy 300(100) 1,5 Stockholm, Sweden ----; -----; Hamburg, Germany ----; -----; Munich, Germany ----; -----;(1,5) Rotterdam, Netherlands Lisbon, Portugal 300(300) 1(1,5) Barcelona, Spain 400(400) 1(1) Madrid, Spain ----;(100) -----; Vienna, Austria 250(60) 1,5 Moscow, Russia ---;(0) ---;(0,5) London, UK 350(360) 1(1) USA 250 1

Appendix 1


4 APPENDIX 1: TABLES OF CONTENTS OF NATIONAL GUIDELINES FOR TUNNELS AND STATIONS TRANSLATED INTO ENGLISH

4.1 France

4.1.1 IT 98-300 du 8/07/1998- Instruction Technique Interministérielle relative à la Sécurité dans les tunnels ferroviaires (in French only). Contents 1- Scope 1-1 field of applications 1-2 specification of the tunnels 1-3 classification of the tunnels 1-4 other specifications 1-4.1 urban lines 1-4.2 mixed traffic lines 1-4.3 passenger lines 1-4.4 rolling stock 1-4.5 dangerous goods 2- Fire resistance and reaction 2-1 reaction to fire 2-2 fire resistance 2-2-1 fire resistance of principal structures 2-2-1-1 dug or submerged tunnels and covered trenches 2-2-1-2 tunnels integrated with an inhabited or occupied concrete structure 2-2-1-3 tunnels licensed for the passage of dangerous goods 2-2-1-4 light covers 2-2-2 fire resistance of secondary structures 2-2-2-1false ceilings and partition separating ventilation passages 2-2-2-2 technical premises and ventilation locations 3- Communal requirements 3-1 civil engineering 3-1-1 emergency vehicle access and parking at tunnel portals 3-1-2 progress 3-1-3 safety of maintenance workers 3-2 general security equipment 3-2-1 electricity supply 3-2-2 lighting 3-2-3 identifying issues and distance/removal 3-2-4 fire fighting water supply 3-2-5 emergency service communication 3-2-6 resurfacing 3-2-7 call circuit 3-3 rail road security facilities 3-3-1 ground-train relationship 3-3-2 speed control system 3-3-3 lorries 4- Particular requirements 4-1 civil engineering

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Appendix 1


.

4-1-1 system of approval 4-1-2 emergency access in urban tunnels 4-1-3 evacuation of passengers 4-1-4 helicopter landing areas 4-1-5 anti-recycling system of fumes in tunnel portals 4-2 ventilation, smoke extraction 4-3 limitation/separation of passengers and freight 4-4 rolling stock 4-4-1 equipment or arrangements of railroad security 4-4-2 hot axle box detection Total number of pages:18

4.1.2 Arrêté du 20 février 1983 modifié portant approbation des règles de sécurité et des modalités de contrôle applicables aux locaux accessibles au public, situés sur le domaine public du chemin de fer et rigoureusement indispensables à l'exploitation de celui-ci Partie :Gare ( in French only) Contents 1- Conditions and field of applications for safety rules 1-1 Conditions of application 1-2 Field of applications 1-3 Determination of people, category and activity of the stations 2-Technical rules concerning construction and internal facilities 2-1aerial stations 2-1-1 facilities concerning stations receiving more than 200 people 2-2 underground stations 2-2-1 stations with passage of goods transportation trains 2-2-3 stations with only passengers trains 3-3 mixed stations 3-Rescue means 3-1 aerial stations 3-2 underground stations 3-3 mixed stations 4- Complementary obligations for operators Number of pages:17 Summary: This is a comprehensive document concerning the classification of the station and the safety needs for design, equipments and rescue means. It defines also the obligations for the op-erator.

Appendix 1


4.1.3 Arrêté du 25 juin 1980 portant approbation des dispositions générales du règlement de sécurité contre les risques d’incendie et de panique dans les établissements recevant du public.

Decree of June 25, 1980 carrying approval of the general provisions of the safety regulations against the panic and fire hazards in the establishments receiving of the public

ANALYTICAL TABLE

DELIVER FIRST

PROVISIONS APPLICABLE TO ALL THE ESTABLISHMENTS RECEIVING OF THE PUBLIC Single chapter Section I. - Classification of establishments… Section II. - Adaptation of the safety requirements and particular cases of application of payment… Section III. - Controls of establishments… Section IV. - Work… Section V. - Standardization… DELIVER II

PROVISIONS APPLICABLE TO THE ESTABLISHMENTS OF THE FIRST FOUR CATEGORIES

TITLE FIRST - General provisions Chapter first General information… Section I. - Control of the establishments… Section II. - Technical Checks… Chapter II. - Construction. Section I. - Design and service road of the buildings… Section II. - Insulation compared to the thirds… Section III. - Fire resistance of the structures… Section IV. - Covers… Section V. - Frontages… Section VI. - Interior Distribution and partitioning… Section VII. - Buildings non accessible to the public, buildings at the particular risks… Section VIII. - Conduits and sheaths… Section IX. - Releases: Sub-section 1. General provisions… Sub-section 2. Exits… Sub-section 3. Staircases Section X. - nondismountable Platforms and steps Chapter III. - Interior Installations, decoration and furniture. General information… Section I. - Coatings Section II. - Elements of decoration Section III. - Hangings, doors, curtains, nets curtain Section IV. - Large furniture, principal fitting, installation of light floors in superstructure… Chapter IV. - Smoke clearing… Chapter V. - Heating, ventilation, refrigeration air-conditioning, air conditioning and installation of domestic hot water. Section I. - General information

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Section II. - Apparatus Installation of of production of heat… Section III. - Fuel storage… Section IV. - (Repealed). Section V. - Heating with hot water, vapor and hot air… Section VI. - Domestic hot water Section VII. - Treatment of air and ventilation Sub-section 1. Ventilation of comfort… CH 29 to 40 Sub-section 2. Controlled mechanical ventilation… CH 41 to 43 Section VIII. - Equipment self-contained of production, emission of heat… CH 44 to 56 Section IX. - Maintenance and checks… CH 57 and 58 Chapter VI. - Installations with fuel gases and liquefied hydrocarbons. Section I. - General information… GZ 1 to 3 Section II. - Storage of liquefied hydrocarbons (commercial butane and propane)… GZ 4 to 9 Section III. - Devices of relaxation and counting… GZ 10 and 11 Section IV. - Conduits, switchgear and relaxation… GZ 12 to 19 Section V. - Ventilation and ventilation of the buildings, evacuation of the products combustion GZ 20 to 25 Section VI. - Appliances… GZ 26 Section VII. - Conformity, maintenance and checks of the installations of gas… GZ 27 to 30 Chapter VII. - Electric Installations. Section I. - General information… EL 1 to 4 Section II. - Rules of installation… EL 5 to 11 Section III. - Installations of safety… EL 12 to 17 Section IV. - Maintenance, exploitation and checks… EL 18 and 19 Section V. - Installations temporary… EL 20 to 23 Chapter VIII. — Lighting. Section I. - General information…: EC. 1 to 5 Section II. - Normal Lighting… EC. 6 Section III. - Emergency Lighting… EC. 7 to 15 Chapter IX. - Elevators escalators and travelators. Section I. - Elevators… ACE 1 to 3 Section II. - Particular Provisions concerning the elevators intended for the evacuation of the physical handicapped peo-ple… ACE 4 and 5 Section III. - Escalators and travelators… ACE 6 and 7 Section IV. - Maintenance and checks… ACE 8 to 11 Chapter X. - Installations of boiling apparatuses intended for the restoration. Applicability… GC 1 Section I. - General information… GC 2 to 11 Section II. - Great kitchen isolated from the buildings accessible to public… GC 12 to 14 Section III. - Great kitchen open on a room accessible to public… GC 15 Section IV. - Boiling apparatuses not forming part of a unit great kitchen but installed in the rooms accessible to public… GC 16 and 17 Section V. - Maintenance and checks… GC 18 and 19 Chapter XI. - Backup facilities against the fire. Section I. - General information… ms 1 to 3 Section II. - Various means of extinction ms 4 to 40 Sub-section 1. Mouths, private posts of fire and water points… ms 5 to 7 Sub-section 2. Connections and drains… ms 8 to 13 Sub-section 3. Equipped fire valves… ms 14 to 17 Sub-section 4. Columns dry… ms 18 to 21

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Sub-section 5. Pipes fire it (known as wet standpipes)… ms 22 to 24 Sub-section 6. Installations of automatic extinction or with hand drive operation… ms 25 to 30 Sub-section 7. Specific outfalls… ms 31 to 34 Sub-section 8. Irrigated structural components… ms 35 to 37 Sub-section 9. Mobile apparatuses and various means… ms 38 to 40 Section III. - Provisions aiming at facilitating the action of firemen… ms 41 to 44 Section IV. - Service of fire protection… ms 45 to 52 Section V. - System of fire protection (IF)… ms 53 to 55 Sub-section 1. System of detection fire… ms 56 to 58 Sub-section 2. System of setting in fire protection (SMSI)… ms 59 and 60 Sub-section 3. Warning system… ms 61 to 67 Sub-section 4. Maintenance and operating instructions… ms 68 and 69 Section VI. - Alarm system… ms 70 and 71 Section VII. - Maintenance, checks and controls… ms 72 to 74 Number of pages : 185

4.1.4 Decree n°2003-425 of May 9, 2003 Decree relating to the safety of guided public transport 4.1.4.1 TITLE Ist: GENERAL PRINCIPLES

4.1.4.2 CONTAIN II: SAFETY OF THE PUBLIC TRANSPORT GUIDED IN ILE-DE-FRANCE AND IN A PERIMETER OF URBAN TRANSPORT.

Ier chapter: Design and realization. Design and building Section 1: General provisions. General rules Chapter II: Exploitation. Section 1: General provisions. General rules Chapter III: Control of the State. State control Chapter IV: Various provisions

4.1.4.3 CONTAIN III: ANALOG AND DIGITAL SYSTEMS. Mixt systems

4.1.4.4 CONTAIN IV: SKI LIFTS MENTIONED IN ARTICLE 45 of the LAW of JANUARY 9, 1985.

4.1.4.5 TITLE V: GUIDED SYSTEMS OF PUBLIC TRANSPORT WITH TOURIST OR HISTORICAL VOCATION. Ist chapter: Application field and definitions Chapter II: Safety requirements and authorization 4.1.4.6 CONTAIN VI: SPECIFIC MEASURES FOR OTHER PUBLIC GUIDED SYSTEMS OF TRANSPORT.

4.1.4.7 CONTAIN VII: Miscellaneous

Number of pages: 9

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4.2 Spain

4.2.1 Normes techniques sobre seguretat contra incendis a la xarxa ferroviaria sotterrada a Catalunya (in catalan only)

Contents 1- Objectives and field of applications 1-1 objective 1-2 field of application 1-3 terminology 2- Stations 2-1 stations 2-2 construction materials 2-3 ventilation and smoke exhaust 2-4 electrical fittings 2-5 escape routes 2-6 fire protection 2-7 Command and control centre 2-8 Maintenance 2-9 Disabled people 3- Total or partial underground line tunnel 3-1 preliminary 3-2 underground tunnel 4-Communications 4-1 preliminary 4-2 radio 4-3 telephone 4--4 megaphone 4-5 portable phone 4-6 recordings 5-Emergency plan 5-1 internal emergency plan 5-2 description 5-3 emergency communications Number of pages: 65

4.2.2 Fire safety on Madrid metro-Fire protection system and resources Contents 1- introduction 2- fire protection system and resources 2-1developments and actions for intervening in emergency cases 2-2 fire protection systems and installations 2-3 systems assisting and supporting installation management and fire protection system

operations 2-4 communication systems 2-5 installation and passenger safety 2-6 supervision, control and train operating safety

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2-7 personnel training and educational activities

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4.3 Germany

4.3.1 BOStrab-E-Bau-RL Guideline for electrical equipment concerning to the Guideline for Construction and Operation of Tramways (BOStrab) 23th August 1990 Contents This guideline contains no fire safety relevant information except: Part 1 1.2.3 Emergency power supply Part 2 2.3 Safety/Emergency Lighting

4.3.2 BOStrab-Tunnelbau-RL Guideline for the Construction of Tunnels concerning to the Guideline for Construction and Operation of Tramways (BOStrab) 30th April 1991 Contents 1. General 1.1 Scope 1.2 General demands 2. Design of tunnels 2.1 Driving tunnel 2.1.1 Tunnel cross section 2.1.2 Safety space 2.1.3 Emergency exits 2.2 Stations 2.2.1 Platforms 2.2.2 Connections 2.2.3 Information equipment 2.3 Tunnel drainage 2.4 Fire safety 2.4.1 Structural parts 2.4.2 Wall- and ceiling coverings, floors, built-in parts 2.4.3 Rooms with increased fire danger 2.4.4 Emergency/rescue ways in stations and operation areas 3. Construction work of tunnels 3.1 Basic demands 3.1.1 Structural calculations 3.1.2 Load assumptions 3.1.3 Environmental protection 3.1.4 Materials 3.1.5 Durability of tunnels 3.1.6 Minimum reinforcement 3.1.7 Sealing 3.1.8 Electrical measures 3.2 Cut and cover methods

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3.2.1 Excavation 3.2.1.1 Load assumptions for excavation/auxiliary bridges 3.2.1.2 Excavation support 3.2.1.3 Earth pressure reduction 3.2.1.4 Measurements 3.2.2 Tunnel 3.2.2.1 Earth pressure on tunnel 3.2.2.2 Dynamic loads 3.2.2.3 Influence of dewing salt 3.3 Tunnelling methods 3.3.1 Tunnel cross section 3.3.2 Structural analysis 3.3.3 Measurements 3.3.4 Safety measures during excavation

4.3.3 BOStrab Guideline for Construction and Operation of Tramways (Tramway-Construction and –Operation Guideline – BOStrab) 11th December 1987 Contents First Chapter General § 1 Scope and general definitions § 2 Basic rules § 3 General demands concerning the construction of the traffic system (track, buildings, signals) and the vehicles § 4 Generals demands concerning the operation § 5 Technical controlling § 6 Exceptions Second Chapter Operational management § 7 Contractor § 8 Operation manager § 9 Acknowledgement as operation manager Third Chapter Operational staff § 10 General demands on operational staff § 11 Special demands on driving staff § 12 Education and examination of driving staff § 13 Behaviour during service § 14 Behaviour on disease Fourth Chapter Traffic System § 15 Route planning § 16 Track § 17 Superstructure and road-bed § 18 Definition of clear space § 19 Safety space § 20 Crossings § 21 Signals § 22 Train steering and –controlling equipment

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§ 23 Communication equipment § 24 Power supply equipment § 25 Power supply for vehicles equipment § 26 Earth connection § 27 Lighting equipment § 28 Pipes § 29 Bridges § 30 Tunnels § 31 Stations § 32 Escalators Fifth Chapter Vehicles § 33 Vehicle design § 34 Vehicles measures § 35 Wheels, wheel systems § 36 Brakes § 37 Driving power § 38 Steering § 39 Current collector § 40 Signals § 41 Track- and rail clearer § 42 Couplings § 43 Doors for users § 44 Driver seat § 45 Lighting, heating ventilation of vehicles § 46 Information equipment § 47 Writings and symbols § 48 Emergency equipment Sixth Chapter Operation § 49 Driving regulations § 50 Speed limits § 51 Signals § 52 Usage of operational staff § 53 Usage of driving staff on trains § 54 Driving § 55 Interaction with road traffic § 56 Reaction on minor defects in trains § 57 Maintenance of system and vehicles § 58 Using and entering the track system an the vehicles § 59 Endangering actions Seventh Chapter Guidelines of proceedings § 60 Examination of design papers for constructions § 61 Controlling of the construction process § 62 Inspection and approval Eighth Chapter Infringement of regulations, final and interims guidelines § 63 Infringement of regulations § 64 Berlin clause

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§ 65 Coming into force and interims guidelines

4.4 Finland

4.4.1 Fire Safety of Buildings This document is not specific to metros but used as background reference where applicable. Contents Definitions 1- General 1-1 Scope 1-2 The essential requirement 1-3 Verification of satisfaction of the requirement 1-4 Recognition of mutual acceptance 2- Fire load 2-1 Determination of the fire load 2-2 Fire load categories 3- Fire classes of buildings 3-1 Fire classes 3-2 Restriction on the size of buildings and of the number of occupants 4- Prevention of ignition 4-1 General requirements 5- Limiting the fire into the fire compartment 5-1 General requirements 5-2 Compartment area 6- Maintaining the load-bearing capacity of constructions 6-1 General requirements 6-2 Design based on classification 6-3 Design based on fire development 7- Prevention of spread of fire from a compartment 7-1 General requirements 7-2 Class requirements for fire-separating building elements 7-3 Fire doors, windows and shutters 7-4 Penetrations 7-5 Ventilation devices 7-6 Attics, voids, external walls and balconies 8- Limitation of fire development 8-1 General requirements 8-2 Internal surfaces 8-3 External walls 8-4 Roof coverings 9- Prevention of spread of fire to neighbouring buildings 9-1 General requirements 9-2 Fire walls 10- Evacuation in case of fire 10-1 General requirements 10-2 Distance to exits 10-3 Number of exits 10-4 Dimension of exits

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10-5 Fire separation and construction of exits 10-6 Opening of doors and lighting and marking of exit routes 10-7 Calculation of evacuation time 11- Organisation of extinguishing and rescue operations 11-1 General requirements 11-2 Access to objects of extinguishing operations 11-3 Smoke detector and automatic fire alarm installation 11-4 Smoke extraction 11-5 Fire extinguishing devices 11-6 Limitation signs 11-7 Safety assessment Annex : Information for guidance

4.5 USA

4.5.1 NFPA 130 Standard for Fixed Guide way Transit and Passenger Rail Systems Contents 1- General 1-1Scope 1-2 purpose 1-3characteristics of fire safety 1-4 applications 1-5 1-5 definitions 2. Stations 2-1general 2-2 construction 2-3ventilation 2-4 wiring requirements 2-5means of egress 2-6 emergency lighting 2-7 fire protection 3. Trainways 3-1general 3-2 underground 3-3 surface 3-4 elevated 4. Emergency Ventilation System 4-1 general 4-2 design 4-3 emergency ventilation fires 4-4 devices 4-5 shafts 4-6 emergency ventilation system control / operations 4-7 power and wiring 5- Vehicles 5-1applicability 5-2 construction 5-3 electrical safety requirements 5-4 ventilation 5-5 emergency egress facilities

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5-6 protection 6- Vehicle Storage and Maintenance Areas 6-1 general 6-2 open areas 6-3 structures 6-4fire protection suppression system 6-5 operations and maintenance 7- Emergency Procedures 7-1general 7-2 emergencies 7-3emergency procedure plan 7-4 participating agencies 7-5 central supervising station 7-6liaison 7-7 command post 7-8 auxiliary command Communications post 8-1general 8-2 central supervising station command post relationship 8-3radiocommunication 8-4telephone 8-5 portable telephone and lines 8-6messenger service 8-7public address system 8-8portable powered speakers Appendix A Explanatory material Appendix B Ventilation Appendix C Emergency egress Appendix D Suggested test procedures for fire hazard assessment Appendix E Creepage distance Appendix F Referenced Publications Total number of pages:38 pages

02 3 Metro Tunnels

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