Safety and the use of Underground Space - TU Delft
Transcript of Safety and the use of Underground Space - TU Delft
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February 20, 2009
Vermelding onderdeel organisatie
1
Safety and the use of Underground Space
Prof.ir. J.W. Bosch / Ir. C.J. Soons
Chair of Underground Space Technology
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• Awareness of safety issues
• Interaction between technique and society
• Relations with the use of Underground Space
Objective of lecture
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1. Introduction
2. Safety & Risk
3. Risk models
4. Tunnel Safety in the Netherlands
5. Cases: • Delft Spoorzone
• HSLzuid
• RandstadRail
• Utrechtse Baan
• Rotterdam CS
Content
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Introduction
Safety in various fields:
• Aviation
• Industries
• Dikes
• Health care
• Food
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Aviation
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Industries
•External / Internal safety
Fire work disaster Enschede
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Inundation risk
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Unfortunately…
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• Derailment of Metro in Valencia June 2006
(app. 37 lethal victims)
• Mont Blanc tunnel
(1999, flour and margarine - 39 lethal victims)
• Channel tunnel (1996)
• Gotthard tunnel
(head-on collision 2 lorries)
Mont Blanc tunnel
Tunnels
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Layered use of Space
Transport of Hazardous materials
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Thinking of safety
• Lots of social attention
• Lack of (legally) specified safety standards
• Various involved stakeholders: attention for process
• Safety is expensive!
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Safety & Risk
• Safety does not exist!
• Risk = probability of failure * consequences
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• Risk:
• Probabilistic approach:
All type of incidents.
• Deterministic approach (fire brigades)
Scenario thinking of several incidents
Risk = probability of failure * consequence
Safety characteristics (1)
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Safety characteristics (2)
•Integral approach:
• Internal safety
(using airplane, train, working in factory – objective)
• External safety (near industry/rail track - objective)
• Social safety (subjective)
station
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Safety characteristics (3)
• Group risk
• Individual risk
• ALARA principleInternational standards in FN format
1,0E-11
1,0E-10
1,0E-09
1,0E-08
1,0E-07
1,0E-06
1,0E-05
1,0E-04
1,0E-03
1,0E-02
1,0E-01
1,0E+00
10 100 1000 10000
n (number of fatalities)
P(N
>n
) [1
/yea
r]
Societal risk criterion in The Netherlands
1,0E-11
1,0E-10
1,0E-09
1,0E-08
1,0E-07
1,0E-06
1,0E-05
1,0E-04
1,0E-03
1,0E-02
1,0E-01
1,0E+00
1 10 100 1000 10000
n (number of fatalities)
P(N
>n) [
1/ye
ar]
negligible
not acceptable
ALARA
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Internal safety
• Integral approach
• Safety Chain - Prevention is better than cure
• Self Rescue - Main point on ability to evacuate oneself
• Safe Haven approach
• Normative scenarios for aid and assistance – not everyone can be rescued
• Clear responsibility for remaining risks
A Tunnel B
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Safety Chain
Pro-Action Prevention Preparation Repression Follow-up
• Pro-action Safety measures in planning stage (pre-construction)
• Prevention Measures and provisions to prevent accidents
• Preparation Preparation and provisions to mitigate accidents
• Repression Actions during accident
• Follow-up Dealing with post-accident situations
Think of detection, extinguish, self rescue measures etc. in all parts of the system.
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Risk models
Scenario analysis:
Process analysis of one specific incident, incorporating all implemented safety measures, in a story wise manner.
QRA-models
• Failure Mode & Effect Analysis (FMEA)
• Event tree
• Fault tree
• Bayesian method
• Etc.
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FMEA
Failure mode Failure cause Effect of failure
logistic problems planning fault time loss
collapse of concrete element design fault costs, time loss, fatalities
fixing concrete elements element falls costs, time loss, loss of quality, fatalities
huge deformations of elements element collapses and falls costs, time loss, loss of quality, fatalities
no right composition of concrete production fault costs, time loss, loss of quality
fire in building gas leak costs, time loss, loss of quality, fatalities
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Bow-tie model
Fault tree fire:possible causes of fire
Event tree fire: possible development of fire
FIRE
Causes of fire:• Fire due to maintenance• Arson• Fire due to technical defect• Fire due to short circuit• Fire due to accident
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Event tree
This represents the possible development of a fire in a metro system
Chance of failure of each step (probability) ⇒ Chance stop in tunnel
Cause of fire?
Detection? Developmentof fire?
Large orsmall fire?
Stop in tunnel?
Extinguish?
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QRA - Output
FN curve of fire in passengers area
1.00E-11
1.00E-10
1.00E-09
1.00E-08
1.00E-07
1.00E-06
1.00E-05
1.00E-04
1.00E-03
1.00E-02
1.00E-01
1.00E+00
1 10 100 1000
Number of victims (N)
exce
edin
gs fr
eque
ncy
per
year
general metrosystem
metro systemwithout anysafety measures
maximumstandard
minimumstandard
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Part of safety management and risk control
Risk assessment
Qualitative
Risk analysis
Risk analysis
Quantitative
Risk analysis
Risk estimation
Scope definition
Hazard identification
Frequency analysis
Scenario
development
Consequence
analysis
Risk picture
Risk
evaluation
Additional risk
reducing measures
Acceptable
criteria
Risk
reducing
measure
s
This risk approach is used in several working fields:
• Dikes
• Health Care
• Foods
•Traffic (aviation, roads, rail, metro)
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Safety in the Netherlands
• Large incidents in tunnels worldwide
• Severe incidents in the Netherlands
• Enschede (2000)
• Volendam (2001)
Focus for safety increased!
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Safety in tunnels (Netherlands)
Can tunnels be considered “safe”?
• No legislation (EU nor NL until 2007)
• No standard
• No standard risk model
Consequence:
• Different safety levels in similar/comparable projects.
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Standard ?
Comparing standards used in:
• RandstadRail (metro/LightRail)
• Statenwegtunnel
• Haagse tramtunnel
• North/Southline (metro-A’dam)
To rail and road projects :
• Westerscheldetunnel (WST- road)
• Green Hart tunnel (HSL- rail)
Amsterdam
Rotterdam
the Hague
Belgium
Germany
North Sea
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Standard ?
F-N curvesgroup risk per trajectkilometer
1,0E-09
1,0E-08
1,0E-07
1,0E-06
1,0E-05
1,0E-04
1,0E-03
1,0E-02
1,0E-01
1,0E+00
1,0E+01
1 10 100 1000 10000
Number of lethal victims (N)
exce
edin
gs fr
eque
ncy/
year
Canal tunnel (UK/France)
Jubilee line (metro-UK)
Randstadrail (lightRail in theNetherlands)
Western Scheldt tunnel (road tunnelin the Netherlands)
Statenwegtunnel (part ofRandstadRail project)
Souterrain (part of RandstadRailproject)
North/Southline (metro inAmsterdam)
Green Hart tunnel (rail tunnel in HighSpeed Line in theNetherlands)HSL=spoornorm Deel B
VROM (external safety level in theNetherlands)
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Safety in tunnels - legislation
• EU Directives 2004/54/EG
• Implementation in Dutch Legislation + additional safety measures (valid on May 2006)
Additional measures:• One direction of traffic
• Ventilation and Traffic control centre
• Shorter distance between:
• emergency posts
• emergency exits
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Case 1: Spoorzone Delft
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Internal safety
Station
Internal safety
Station
Social
safety
Surroundings of station
Social
safety
Surroundings of station
External
safety
surroundings
External
safety
surroundings
Rail safety
Track
Rail safety
Track
Public safety
Emergency services
Public safety
Emergency services
External
safetyEnd of tunnel
External
safetyEnd of tunnel
Traffic safety
Surroundings of station
Traffic safety
Surroundings of station
Tunnel
Safety
Tunnel
Tunnel
Safety
Tunnel
Construction safety
Tunnel and buildings
Construction safety
Tunnel and buildings
Integral safety process
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Rail
tunnelTram-
Roads
Cyclists
squares
Station Parking
Housing
Offices
Hotel
Shops
Bars
Human
factors
Integral system
Spoorzone Delft
BZK ROVERVROM RAILNED V & W HaaglandenMunicipality ProRail
Safety
Coordination
Design stage
Construction stage
Exploitation stage
Delft - Integral safety
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Safety studies
• Safety concept (2001)
• Quickscan Safety (2002-2003)
• Self rescue concepts (CFD-calculations)
• Program of safety requirements (2006)
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Quickscan veiligheid ('++' = hoger veiligheidsniveau,
'--' = lager veiligheidsniveau, 'OO' = gelijk veiligheidsniveau)
Spoorviaduct & omgeving
Nieuw gebied Delft Centraal
Interne veiligheid - Botsing OO - Ontsporing -- ++ - Brand ++ -- - Aanrijding OO - Ongevallen met in- en uitstappen
OO
- Wateroverlast OO - Explosie ++ -- - Elektrocutie OO - Gaslekkage en/of bedwelming
++ --
- Onbeheerste stop OO
Quickscan Spoorzone Delft (1)
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Quickscan veiligheid ('++' = hoger veiligheidsniveau '--' = lager veiligheidsniveau)
Spoo rviaduct & omgeving
Nieuw gebied Delft Centraal
Externe veiligheid - Explosie -- ++ - Vrijkomen van giftige stoffen
-- ++
- BLEVE -- ++ - Brand -- ++ - Ontsporing -- ++ Sociale veiligheid - Criminialiteit -- ++ - Discomfort -- ++
Quickscan Spoorzone Delft (2)
Introduction Safety& Risk Risk Models Safety in NL Cases
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• Project organisation HSL-Zuid
• Characteristics project HSL-Zuid
• Route with lots of civil structures (tunnels a.o.)
• National and international transport
• Type of contracts• Bored tunnel Green Hart
Case 2: Project HSL-Zuid
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Aiming at Safety
• Integral safety Plan (ISP)
• Safety standard
• Safety chain
• Type of accidents:
• clash
• fire
• derailment
• collision
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1. Probabilistic approach
2. Deterministic approach
( Develop normative scenarios )
3. ALARA-principle (As Low As Reasonable Achievable)
Safety standard
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• No level crossings
• Minimal amount of switches
• Train Control System
• Hotbox-detection in train
• Derailment provision in track
• Robustness of trains
Accident type: Derailment
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1. Prevention
2. Self rescue
3. Aid and assistance
Strategy by fire
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• 5 different fire curves
• Evacuation time from train: 2 minutes
• Width of emergency route: 1,50 meter
• Distance to emergency door: 150 meter
Ability to evacuate oneself
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• Lightrail system Rotterdam - Den Haag
• Tunnel of 3 km (incl. TBM driven part)
• Via Central Station, Statenweg Station to Kleiweg
boortunnel boortunnel
conventionele tunnel
conventioneletunnel
conventioneelgebouwd station
138m 993m 125m 1355m 312m
CS KleiwegSFD
Case 3: Randstadrail
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• Closed system (vehicles, operator, etc.)
• Stations every 1000 meter (or less)
• Travel time of 1,5 –2 minutes between stations)
Consideration:
“ What scenario to facilitate to evacuate oneself?”
Characteristics metro system
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• Greater diameter:
• Wider escape routes
• More room for smoke outlet
• Installation of ventilation
• More cross connections
Option: Evacuation from tube
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• Measures to prevent departure of malfunctioning metro trains
• Measures to prevent metro train from stopping in the tunnel
• Exploitation model in which the metro train is alwaysable to reach the next station (free ride)
• Optimal ability to evacuate oneself in stations
Safe Haven Concept
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• How is fire started?: historical data
• How can fire be detected?
• How do metro trains fail and come to a halt in tunnels?
• How could the ability to evacuate oneself and the aid and assistance at stations be optimized?
• What else is there to improve?
Use of scenario analysis (1)
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• Systems at the station for detection of heat in the lower bodywork of the metros
• Convert emergency break bridge
• Improve maintenance procedures
• Surveillance in trains and on platforms with cameras or personnel
• Material requirements for redundancy
Use of scenario analysis (2)
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Case 4: Utrechtse Baan
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Risks layered use of land
Risks during construction period (crossing road)
• Distraction of road users
• Dropping construction parts / waste
• Collision of assisting constructions
• Overload of assisting constructions
• Fire
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Risks during normal use (1)
• Explosion LPG-lorry under / in front of superstructure
• Burning vehicle under / in front of superstructure
• Inconvenience for users of building
• Distraction road users
• Abrupt transition open-closed
• Falling objects from buildings on road
Introduction Safety& Risk Risk Models Safety in NL Cases
Risks multispace use
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Risks during normal use (2)
• Fire central under superstructure
• Maintenance road surface
• Maintenance facade of building
Risks layered use of land
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February 20, 2009 51
Case 5: Rotterdam CS
Rotterdam Centraal
• Train (+1),
• Shops (0)
• Metro(-1),
• Bus (0),
• Taxi (0),
• Cycles (-1),
• Kantoor(+1),
• Café, (+1)
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Concluding Remarks• Safety process:
•Cooperation stakeholders for guaranteeing safety (design as wellas the exploitation stage)
•Already in the design stage the safety aspect should be taken into account.
• Cost-effective and systematic approach. Safety is expensive!
• Interaction between components of the system.
• Human factors
Arnhem (22-11-06) Rotterdam (21-11-06)
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Policy factor
Statistics of causes of death Acceptance of risk Policy factor
high yes 10-2 Mountaineering illness 10-4 motoring
flying
10-6 factory
βi = 100 βi = 10 βi = 1 βi = 0,1 βi = 0,01
low no Pro
bab
ility
of d
yin
g p
er y
ear
volu
nta
rines
s
dire
ct b
enef
it
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North/Southline
•Metro line from the north of Amsterdam to the south (9km)
•Bore tunnel of 6km in length
•Separate directions of traffic
•Cross section or a station each 350m
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• LightRail connection between the Hague,
Rotterdam and Zoetermeer.
• Both tram as LightRail vehicles
• Two tunnels:
• Haagse tramtunnel
• Statenwegtunnel
RandstadRail track
RandstadRail
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Haagse tramtunnel – the Hague
Haagse tramtunnel
Track Haagse tramtunnel
• Tramtunnel through the centre of
the Hague (1,2 km)
• Two directions of traffic in tunnel (level -2)
• Each 60m emergency exits to the abovelaying car park (level -1)
station
tram tunnel
underground car park
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Statenwegtunnel - Rotterdam
3D animation Statenwegtunnel
Track Statenwegtunnel Rotterdam
• The bore tunnel connects Rotterdam Central Station to LightRail track to the Hague.
• Connected to Rotterdams metro system
• Bore tunnel: separate directions of trafficwith a length of 3km.
• Every 350m cross-sections.
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Safety in tunnels- Dutch legislation
Wet aanvullende regels veiligheid Wegtunnels (WARVW)
• Part A (Process demands)
• Part B (Safety demands/standards for road and rail tunnels)
Two research methods (compulsory):
• Scenario analysis (road/rail tunnels)
• Quantitative risk assessment (no standard model)
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Normative scenario for fire
Maximum of 2000 persons on the train
• Fire in the back of the train
• Safe within 15 minutes
• Train stops outside of the tunnel
• Train stops within 5 minutes from the start of the fire in the tunnel; evacuation within 10 minutes