© 2009 Copyright by Siemens Switzerland Ltd The End-User must not remove any proprietary, copyrights, trade secret or warning legend from the Documentation when making copies thereof. Note THESE GUIDELINES ARE BEING PROVIDED SOLELY FOR INFORMATIONAL PURPOSES AND SIEMENS DOES NOT WARRANT OR REPRESENT THAT THEY WILL SATISFY THE SPECIFIC REQUIREMENTS OF ANY PROJECT.
About this document – This planning guideline covers the special characteristics to be taken into con- sideration in the planning of fire safety systems for tunnels. – It is a collation of the complete Siemens application know-how for tunnels. – The target groups of this document are consultants / planners, Siemens sales representatives and product -, project managers. – It supplements the documents of the other indices in the Siemens Fire Safety Guide.
1 Introduction .............................................................................................9 2 2.1 2.1.1 2.1.1.1 2.1.1.2 2.1.1.3 2.1.1.4 2.1.1.5 2.1.2 2.1.2.1 2.1.2.2 2.1.2.3 2.1.2.4 2.1.2.5 2.2 2.2.1 2.2.1.1 2.2.1.2 2.2.1.3 2.2.1.4 2.2.2 2.2.2.1 2.2.2.2 2.2.2.3 2.2.2.4 2.2.2.5 2.2.2.6 2.2.2.7 2.2.2.8 2.2.2.9 2.2.2.10 2.2.2.11 2.2.2.12 2.2.3 2.2.3.1 2.2.3.2 2.3 Introduction to tunnels.........................................................................
4.2 4.2.1 4.2.2 4.2.3 4.2.4 4.2.4.1 4.2.4.2 4.2.4.3 4.2.4.4 4.2.4.5 4.2.5 4.2.6 4.2.7 4.2.8 4.2.9 4.2.10 4.2.10.1 4.2.10.2 4.2.11 4.2.12 4.3 4.3.1 4.3.2 4.3.2.1 4.3.2.2 4.3.2.3 4.3.3 4.3.3.1 4.3.3.2 4.3.3.3 4.3.4 4.4 4.4.1 4.4.2 4.4.3 4.4.3.1 4.4.3.2 4.4.3.3 4.4.4 4.4.4.1 4.4.4.2 4.4.4.3 4.4.5 4.4.5.1 4.4.6 4.4.7 4.4.8 4.4.8.1 4.4.8.2 4.4.8.3 4.5 4.5.1 4.5.2 4.5.3 Fire Detection..........................................................................................
5 5.1 Automated Incident Detection (AID) ...................................................81 Automated Incident Detection system integrated within a Traffic CCTV system.....................................................................................................81 5.1.1 Camera ...................................................................................................82 5.1.2 Automated Incident Detection (AID) .......................................................82 5.1.2.
7.4 7.5 7.6 Bibliography ..........................................................................................102 Glossary ................................................................................................103 Abbreviation ..........................................................................................107 8 8.1 8.2 Tables and Figures .............................................................................109 Tables .........................................................
Introduction 1 Introduction Over recent years, the issue of safety in tunnels has come to publics notice following a series of dramatic incidents in Europe. These incidents have resulted in costly structural damage and lengthy disruption of the transport networks (with a hugely detrimental impact on surrounding regional economics). The focus of this document is to analyze prevention and fighting measures, to avoid the most prevalent threat faced by all people using tunnels and tunnel operators “FIRE”.
Introduction to tunnels 2 Introduction to tunnels Excavation into the subterranean earth gives vast possibilities for development of new infrastructures in urban areas. These can be in the form of road, rail tunnels reducing surface disruption in the cities or the landscape. Advanced structural engineering procedures and technological advancement in machines make it possible for the building of tunnels in practically all formations of (rock to saturated sand) possible today.
Introduction to tunnels 2.1.1.3 Cable tunnel Cable tunnels these are provided where large amounts of cables are laid between buildings and have limited space for working. As a basic rule, access is restricted to certain personnel only. 2.1.1.4 Underground construction Underground constructions can have different uses: Shopping centers, laboratory facilities, military establishments, underground parking, and control rooms for power generation.
Introduction to tunnels 2.1.2.2 Power station The largest part for feed and control of operational and safety-related equipment in the tunnel is installed in technical rooms.
Introduction to tunnels 2.1.2.5 Control centers Manned control center are being regionally centralized more and more: different tunnels are controlled from a common control center. From there, the tunnel operations can be monitored, all facilities can be controlled remotely and communication with the road users can take place via radio, loud speakers or emergency telephone. These functionalities are especially important in the event of an incident.
Introduction to tunnels 2.2.1.2 Fires curves In recent years a great deal of research has taken place internationally to ascertain the types of fire which could occur in tunnel and underground spaces. This research has taken place in both real, disused tunnels and laboratory conditions. Temperature [~C] As a consequence of the data obtained from these tests, a series of time/temperature curves for the various exposures have been developed as shown in Fig. 1.
Introduction to tunnels 2.2.1.3 Strain on the tunnel from thermal loads The following damage mechanisms can take effects in fire incidence in the tunnel: – Water vapor – Chemical conversion – Collapse of reinforcement – Thermal expansion Water vapor has a larger volume by 1000 than liquid water. If there is no room for the water vapor, expansion it leads to flaking (popcorn-spalling).
Introduction to tunnels Fire safety mortar is usually used as a thermal barrier. The fire safety mortar is added as protection of the bearing structure and it has no reinforcement function. The layer of fire safety mortar protects the building effectively from damage caused by fire. After a fire, the mortar is removed and substituted by a new layer. Refractory concrete from the industrial furnace area is practically never used. 2.2.2 Safety infrastructure 2.2.2.
Introduction to tunnels 2.2.2.2 Access for emergency services Road: In multiple tunnels which run on a similar level, a cross connection (link) must exist at least every 900 meters so the emergency services can use them. Train, metro: As a basic rule, train and metro tunnels are not directly accessible for emergency service vehicles. Long tunnels are an exception (e.g. Lötschberg-/Gotthard Basistunnel with access via separate galleries) or those which have a special lane for road vehicles to use. 2.2.2.
Introduction to tunnels Train, metro: Emergency equipment / areas within the train station or on the platforms. 2.2.2.5 Fire water supply Road, train, metro: For the water supply during fire-fighting, fire-fighting water pipes (pressure 6-10 bar, fire fighting supply pipe), hydrants (theoretical, max. rate of water use 20 l/s, in practice usually about 7 l/s) are required, as well as one or several fire-fighting water reservoirs (at least 250 m3, often approx. 400 m3).
Introduction to tunnels 2.2.2.8 Lighting systems Road: Lighting includes a number of different systems in road tunnels. Vehicle area lighting consisting of: – Lighting for the vehicle lanes (controlled depending on the time of day). – Variable lighting in the (entrance exit) of the tunnels, in order for a persons vision to adapt to the change of light (Lux) especially on sunny days. It is controlled by measuring the light (Lux) intensity in front of the tunnel entrance.
Introduction to tunnels Generally, the direction to the two nearest emergency exits or the nearest refuge area is marked by arrows above the lanes or on sidewalls. The markings of the escape route should be arranged in connection with the emergency lighting. 2.2.2.10 Surveillance systems Road: – Measuring: CO concentration, opacity, air-flow – Detection: Fire via fire alarm facilities (fire alarm cables, smoke detector, optical fire detection using video) – Incident detection e.g.
Introduction to tunnels 2.2.2.12 Control Center Road, train, metro: The control centre is usually in charge of: – Traffic management – Emergency management National specifications require, amongst other things: – that emergency calls and video surveillance for tunnels longer than 400 meters must be transmitted constantly to a manned office – that a traffic control center and a control center for operations exist for the tunnel 2.2.3 Ventilation concepts 2.2.3.
Introduction to tunnels Mixed ventilation systems with longitudinal ventilation using jet fans during normal operations and concentrated smoke extraction in the event of an incident are used very often these days. Exhaust air Controlled exhaust air flap Section 1 Fig.
Introduction to tunnels Areas of use for ventilation systems in Switzerland.
Introduction to tunnels Fig. 10 shows the development over time of the longitudinal speed (left) and the smoke expansion (right) during the fire in the Gotthard road tunnel on 24 Oct 2001. The points reflect the available information at the point of accident (air velocity) from the tunnel during the fire. Blue point: measured air velocity Red line: simulated air velocity Time (min.) Time (min.
Introduction to tunnels 2.3 Cabling infrastructure in the tunnel In order to safely and reliably operate such a highly complex facility as a tunnel, including a number of operating and safety systems, a cabling infrastructure is required as well which is just as safe and reliable. This cabling infrastructure must guarantee that the energy and data transfer can be maintained under tunnelspecific conditions and in the event of an incident according to the requirements of the specifications.
Introduction to tunnels mounted in the area, etc, have a major impact on the choice of materials for the cables. According to applicable national guidelines, cable systems are therefore required to have special mechanical and/or fire-related characteristics in addition to their electric characteristics depending on their use and installation method.
Fire Safety Concept 3 Fire Safety Concept A fire safety concept consists of a series of coordinated measures. Only the combination of these measures (see 3.2) results in the desired protective concept. Structural, organizational and technical measures are important elements for tunnels and facilities. The required protection effect is based on standards and regulations. 3.1 Risk Management 3.1.
Fire Safety Concept Implementation The defined measures are implemented in the organization, in accordance with the risk management system. These measures must be checked accurately in accordance with the regulations periodically. 3.1.3 Risk analysis methodology Brainstorming, Delphi method, damage case analysis and scenario analysis are tried and tested methods for the identification of risks. All these methods are characterized by their highly practical component and easy to handle.
Fire Safety Concept 3.2 Fire safety measures 3.2.1 Organizational measures – Access regulation (service technicians, craftsmen, etc.) – Alarming (e.g. manual call point, telephone, radio equipment, emergency tele– – – – – – – – – 3.2.2 Structural measures – – – – – 3.2.3 phone) Alarming and intervention concept (fire brigade, police, medical service, technical service, etc.) Alarm receiving and alarm processing (e.g.
Fire Safety and security measures 4 Fire Safety and security measures Event detection plays an integral part in tunnel safety. With the help of quick detection, the tunnel users can quickly be informed and all required technical measures can be started immediately. An ideal incident detection is always based on the interaction of different elements, amongst others: Fire detection systems in the tunnel, the evaluation of data from the video surveillance, alarms raised by the road users.
Fire Safety and security measures 4.1 Siemens solution for tunnels As example the Fig. 12 is showing an overview of the fire safety solution used in a road and cable tunnel including escape route, shelter, and technical rooms. 11 6 7 3 9 10 12 1 8 13 2 4 1 5 4 9 Fig.
Fire Safety and security measures 4.1.1 Solution overview in tunnel applications The chapter 4 describes the technical solution for fire safety used in road, rail and cable tunnel. More in details this includes state of the art fire detection technology (chapter 4.2), detection warning and evacuation systems (chapter 4.3), and highly responsive extinguishing systems (chapter 4.4).
Fire Safety and security measures 4.2 Fire Detection 4.2.1 Introduction in tunnel fire detection Within minutes a development from a small open fire can escalate to a catastrophic situation, where there is a possibility that fire can jump from vehicle to vehicle in the close vicinity is to be expected. It is important to be able to intervene within this time frame. A car needs only 8 – 10 minutes to be totally engulfed in fire, where it is releasing energy of about 3 -10 MW.
Fire Safety and security measures All detected events must be verified and acknowledged by operating personnel. The detection quality and detection accuracy depend heavily on the planning of the operating environment (lighting, etc.) and configuration. Fig. 14 Car video smoke detection in tunnel To detect the smoke with video detection system the max detection distance has to be ~20x of camera mounting height, max. 100 m.
Fire Safety and security measures Entry Camera – Changes in illumination – Blinding effects – Fog Poor Camera Position – Tunnel ceiling not visible – Not enough stable regions – Tunnel ceiling visible – Camera mounted on right tunnel side Fig. 15 4.2.
Fire Safety and security measures GR/KR TCP/IP Technical Room Simatic S7-300 Profibus-DP Effects Cable Trunk SIPORT-PB 230V Tab. 6 Sample system architecture for a long ≥ 500m Each measurement point consists of a smoke detector and a junction box. At the junction boxes we differentiate two types Siport-PB or Siport-R. The differences between the two variants exist in the forwarding of data to a higher-level interface. In most cases (90%), the junction box of the type Siport PB comes to use.
Fire Safety and security measures Smoke detector installation The mounting of the detector subject to tunnel design is shown in Fig. 17. Where smoke or exhaust ducts are installed. It is NOT advisable to install detectors within the duct due to; If the ventilation (fan) is switched off then smoke will not be drawn in to the duct to allow detection of any smoke particles. > 5m Distance road to detector > 5m Fig. 17 ≥ 4.5m Distance road to detector > 4.
Fire Safety and security measures General remarks: – The smoke detectors must be ring-or star-wired – Smoke detectors installed near exhaust flaps / vents and or near to the jet fans mounted in the tunnels – In tunnels with fresh air supply, smoke detectors are installed near air outlets – For systems with only one return air duct, a side mounting in the exhaust air area is recommended. (Height above ground at least 4.
Fire Safety and security measures 4.2.4 Linear heat detection Linear Heat Detection systems such as the Siemens FibroLaserTM system enables fast fire detection and precise location of the fire source in tunnels and large open areas. 4.2.4.1 System architecture Fig. 20 shows typical system architecture of a FibroLaser system in road tunnel application. Technical room Control Station PLC TCP/IP FibroSwitch Inputs / Outputs RS 485 OTS Controller OTS Controller Sensor cable Tunnel Fig.
Fire Safety and security measures The OTS controller controls the measuring process and performs calculations, based on the received signal of the temperature profile along the sensor cable. The outputs/inputs from the OTS controller provides alarm, fault and reset. These signals can be connected to a fire detection center. To expand the number of in- or outputs a FibroSwitch can be connected to the OTS controller.
Fire Safety and security measures – In case of a system error or a cable break, fault signals are activated immedi- ately. The fault and the exact location of a broken cable can be shown on the visualizer.
Fire Safety and security measures Tunnels in cities may have in addition to the main traffic lane, an entrance and/or exit lane(s) which join from another tunnel. These tunnel sections have to be protected. It may be these other tunnels have fibro-laser systems installed therefore careful planning of the installation and zoning must be studied In case of special refuge bays, exits or niches that may exist within the tunnel a modified installation may be recommended. Fig.
Fire Safety and security measures A general rule is that with rail tunnels one cable should protect a maximum of two rail tracks. In addition it must be guaranteed, that a cable, which is protecting more than one rail track, has the same distance to both. Only in this way, all rail tracks are protected with the same detection sensitivity. The cable shall be installed as close as possible (distance to the train < 1m). Fig. 23 Sensor cable position in rail tunnel (one and two tracks) Fig.
Fire Safety and security measures to provide detection for both the tunnel area and the platform/ concourse areas the additional cost would be minimal. Note; in the design planning of such, AC heat exchangers or electrical rectification equipment mounted on the train roof must be considered when the train is stationary at the platform. The cable should be installed at a height of 2 meters approx from track base.
Fire Safety and security measures – With existing trays that already have cables installed, we recommend to install fibrolaser cable in an “S” shape underneath the length of the tray and secure in place with spring clips. – Cables that do not have an actual tray for support but are supported with horizontal metal supports, for this purpose, a frame construction must be used for a secure fixation. The fibrolaser cable must be laid in an “S” shape along the length cables to be protected. Fig.
Fire Safety and security measures used. In case of an alarm the technical staff must investigate and take appropriate action immediately. Due to humidity that may be present in tunnels, additional IP protection must be used for the equipment installed such as a base attachment with seal. View of minimal measure Layout minimal measure SOS Niche SOS Cabinet S-Line Smoke Detector Fig. 27 Fire detection in shelter S-Line Smoke Detector Fig. 28 4.2.
Fire Safety and security measures Fig. 29 4.2.7 Fire detection in Technical Room Fire Detection in Air Ducts Air intake shafts or ducts can become a danger as they could allow external conditions to penetrate the tunnel environment creating conditions that would reduce safety inside the tunnel. For example, a high concentration of smoke caused by acts of vandalism at the air shaft or duct intakes above ground could be induced into the tunnel and rapidly compromise both visibility and public safety.
Fire Safety and security measures 4.2.8 Fire detection in control center & facility buildings For control centers it is highly recommend to install “early” point type smoke detection using the S-Line product range. For a facility building the C-Line product range provides adequate detection. However where smoke is generated by the daily work, e.g. workshop, S-Line products is recommended to eliminate false alarms. 4.2.
Fire Safety and security measures Fig. 31 Collective cross-zoning monitoring 4.2.10.2 Monitoring with Addressable Detection Line Addressable detection line Fires in technical/control rooms are typically caused by;- Cable short circuits or Electrical equipment being overloaded which if sustained will develop into a smoldering fire. The best suitable point fire type detector is the FDO241.
Fire Safety and security measures Fig. 32 4.2.
Fire Safety and security measures As an alternative an aspirating smoke detection system (ASD) instead fire point detectors can be connected to the XC-10.
Fire Safety and security measures 4.2.12 Fire detection control unit The fire detection system control unit must be planned in accordance with the manufactures guidelines. The working hours of the tunnel’s personnel must be taken into consideration when planning the operating and alarm organization, including the parameter set programmed in the detectors especially in any technical rooms or rooms where welding activities may be expected.
Fire Safety and security measures 4.3 Control, warning and evacuation When there is a fire in a tunnel, we can usually differentiate between the following phases: Saving oneself “personal survival”, supported rescue “assistance by others” and fire fighting “attacking the fire”. Experience has shown that the first phase is particularly important and delicate.
Fire Safety and security measures programmed intervention information and evacuation sequence in accordance with the evacuation plan. These systems enable step-by-step alarm and evacuation depending on the situation. 4.3.2.
Fire Safety and security measures 4.3.3.3 Escape route Escape routes are indicated by specific signal using pictographic showing a fleeing person. These signs have the task to indicate and facilitate the escape route “Direction”. Escape route guidance is provided by illuminated symbols arranged in short intervals that even in case of smoke within the tunnel it is possible to have visibility to the next sign. 4.3.
Fire Safety and security measures Fig. 37 One direction speaker ceiling mounted Installation with entrance / exit facing speakers for the center point of the tunnel with electronic delay and wall mounted. Fig. 38 One direction speaker wall mounted 59 Building Technologies Fire Safety & Security Products A6V10283843_a_en 05.
Fire Safety and security measures 4.4 Extinguishing System 4.4.1 Basic aspects Extinguishing application for the tunnel Road tunnel Rail tunnel Cable tunnel Tab. 7 Extinguishing low voltage technical room Extinguishing high voltage technical room Extinguishing in UPS room (battery room) Extinguishing in generator room 4.4.
Fire Safety and security measures 4.4.3.1 Low voltage technical rooms Keeping critical systems running: As part of keeping tunnels open and safe for traffic, technical rooms housing critical systems (control cabinets for fire systems, ventilation, traffic signals …) should be protected against fires, as, although usually not a threat to human life, they can also affect tunnel availability (open or closed).
Fire Safety and security measures limitation or the impediment to install pressure relief flaps, make it only possible to install chemical agent systems. After a system release, chemical agent systems require mimimal labor to handle and re-enstate into full service, but the cost of the extinguishing agent may offset any monetary gains in handling of the cylinders etc.
Fire Safety and security measures In transformer rooms the risk of not controlling a fire at an early stage of development, can bring severe consequences to the operation or to the tunnel itself. Oil cooled transformers can explode when fires are not controlled on time. 4.4.3.3 UPS and generator UPS systems (battery units) provide instantaneous back up energy by means of battery packs, capable of providing power to all essential systems in the tunnel.
Combustible Fig. 44 4.4.4 Ox yg en + at He at He Ox yg en Fire Safety and security measures Combustible N2/water-combined solutions basically combine the displacing of oxygen with the positive cooling effect of water. Extinguishing principle for Standby generator rooms Extinguishing system 4.4.4.1 Extinguishing systems based on inert gases SinorixTM Inert Gas Systems are an excellent solutions for the protection of critical systems and applications like technical rooms in a tunnels.
Fire Safety and security measures SinorixTM CDT (Constant Discharge Technology) system is a one-of-the-kind innovation introduced by Siemens. The CDT valve designed and patented by Siemens, allows a constant and controlled pressure discharge of the inert gas. The constant pressure limited to 60 bar ensures that the gas is discharged at a constant rate during the entire flow time, eliminating pressure peaks in the room at the beginning of the extinguishing process and minimizing potential damage to assets.
Fire Safety and security measures Sinorix H2O Gas Fig. 47 In the protection of transformer and generator rooms, Sinorix H2O Gas offers excellent extinguishing efficiency. Based on nitrogen and water, it combines the excellent extinguishing properties of nitrogen with water mist that cools down burning or heated surfaces. The limited amount of water needed makes it suitable for a broad variety of applications, without causing any damage to assets or processes.
Fire Safety and security measures As the primary purpose of the water fog released by the SinorixTM H2O Gas system is to cool the surfaces and the ambient air, smaller droplet diameters are more efficient here. Water injection is performed simultaneously with the nitrogen through the nozzles, with the advantage that a single piping network is needed. The water supply is calculated in such a way that the water reserve is fully discharged during the required extinguishing time.
Fire Safety and security measures SinorixTM H2O Gas has the following advantages: – Fast and efficient extinguishing due to the oxygen depletion combined with cooling effect – Reliably avoids re-ignition, typical in deep seated fires – Excellent property protection due to minimal water use: Droplet spectrum and water fog can be designed for an optimum cooling effect – Cost savings through shared piping network and nozzles for water and nitrogen – Increased safety for people through the reduction of toxic fu
Fire Safety and security measures Chemical agent systems have a higher cost for the extinguishing agent, but lower hardware and installation costs: – They use an extinguishing concentration between 5% and 9% (depending on the chosen agent) and therefore they can be stored in fewer containers. Inert gases use concentrations above 40%, therefore always require more bottles.
Fire Safety and security measures Extinguishing concentration needed with Novec 1230 is between 5 and 6%, the lowest of all today’s allowed extinguishing agents, therefore space requirements and pressure relief flaps are also minimized compared to other chemical agent or inert gas systems.
Fire Safety and security measures Pressure relief flaps must close after the relief of the overpressure! Pressure relief flaps should be positioned in the rooms so that they are not directly in the direction of the extinguishing agent discharge. Also should not be position in places where mobile objects can block them. It is usually recommended that they are placed in the upper third of the room. 4.4.5.
Fire Safety and security measures NOTE: The free vent area given by the hydraulic flow calculation program is not the physical size of the hole required to be made in the wall! Consider: – Vent efficiency (typically 45% to 85%) – External louvres and back-flaps – Any ductwork in between. These all induce losses, the vent size must be increased to guarantee the correct pressure relief. For a vent of 250mm x 250mm, the free vent area @ 100% efficiency = 0.25 x 0.25 = 0.
Fire Safety and security measures Gravity operated flaps, this is the option recommended by Siemens: Overpressure flap Overpressure flap Gravity operated Fig. 56 Gravity operated flap Advantage: gravity flaps offer the highest reliability Disadvantages: medium efficiency, to overcome this, larger flaps need to be calculated to ensure the correct free air space is provided. …or alternatively they can be operated electrically: Overpressure flap Overpressure flap Electrically operated Fig.
Fire Safety and security measures Pressure relief flaps can be installed in 2 different ways: Option 1 Pressure Release flap In Option 1 the flap is in the room and the overpressure is released to a duct outside the protected area. Duct for pressure release Pressure Release flap Option 2 In Option 2 the duct for pressure release is part of the protected ambient (included in volume calculation) and therefore the duct must have the same fire and pressure resistance.
Fire Safety and security measures Chemical agents exert a small initial positive pressure, – Followed by a larger negative pressure – Followed by a positive pressure of similar magnitude Fig. 61 Negative pressure “Gulp” Negative pressure “gulp” The enclosure needs to withstand the negative pressure phase, and dynamic of this.
Fire Safety and security measures What should be avoided is the need to extend the discharge and supplement the leakage with additional cylinders this adds unwanted costs to the project.. Two methods for leakage have proven themselves to be reliable: 1. Real flooding test with concentration measurement devices 2. Door fan test (see chapter room integrity, retention time and door fan test) As a rule, the door fan test is preferred over the real flooding test for technical and/or economic reasons.
Fire Safety and security measures 4.4.8.2 Room preparation When a room is being prepared to host an extinguishing system, some key integrity aspects have to be taken into account: – All windows have to be fixed closed or automated to be operated by the extinguishing control system, before the extinguishing agent is released. – Doors have to be automated (magnet device or similar) to automatically closed by the extinguishing control system, before the extinguishing agent is released.
Fire Safety and security measures 4.5 System Maintenance 4.5.1 Service Approach Given the high requirements on user safety and availability of tunnels, Siemens recommends to offer the “Advantage Plus ” with dedicated service options for tunnels. A service concept which ensures the highest possible reliability and availability of our customers’ systems. A concept which includes a variety of proactive and reactive components designed to keep the system stable and secure.
Fire Safety and security measures 4.5.3 Service Description Service descriptions for the standard service deliverables of the “Advantage Plus” agreement can be found in the Fire Service Toolbox (Siemens Intranet) under “Fire Service / Tools and Definitions / Scope of Supply”: http://intranet.siemens.com/bt/fv_toolbox The additional service deliverables developed as options for the “Advantage Plus” for tunnels” are described in the table below.
Automated Incident Detection (AID) 5 Automated Incident Detection (AID) 5.1 Automated Incident Detection system integrated within a Traffic CCTV system. The backbone of a Full integrated Traffic CCTV system is a network based on TCI/IP. SCADA Layer Communication Layer Process Layer Digital video compressed Video analog IP transmission Fig.
Automated Incident Detection (AID) 5.1.1 Camera Important to select the correct camera are the following criteria’s. – Camera objective – Focal distance – Photo sensivity and dot per picture. The following standards describing the cameras – Richtlinie für VTV vom Bundesamt für Strasse (CH) – Norm SN 671 972 (Switzerland) – Richtlinien und Vorschriften für den Strassenbau RVS 9.282 (Austria) – Richtlinien fuer die Ausstattung und den Betrieb von Strassentunneln RABT (Germany) 5.1.
Automated Incident Detection (AID) Sivilliance video technology detects Selective detection Heat sensor Gapless detection over the entire tunnel lenght Vehicle speed falls below the defined threshold value, e.g. <30 Km/h T0-3 Stationary Vehicle Vehicle fire with little heat T0-2 T0-1 Vehicle in fire with 5 MW heat output T0 PROBLABLE CHAIN OF EVENTS Alarm triggering at time T0-3 T0-2 +< 5 sec. Fig. 64 T0-1 +< 5 sec. T0 +< 180 sec. Event detection with video sensor technology 5.1.2.
Automated Incident Detection (AID) 5.1.2.6 Wrong-way driver Wrong-way driver: Detection of vehicles traveling against the set direction of travel – This function can be used for both directions of travel – Vehicles are detected in the image foreground – Detection time configurable: between 5 and 8 seconds The analyzers will have to detect vehicles going in the wrong way and distinguish between light and heavyweights vehicles. The detection of wrong way is normally only applied to unidirectional tunnels.
Automated Incident Detection (AID) Thanks to Siveillance Tunnel, a tunnel operator can reduce the detection time of an incident, trigger immediate corrective measures (e.g. closing traffic lanes, calling the fire brigade) and possibly prevent an escalation of the situation.
Automated Incident Detection (AID) 5.1.3.3 Communication network The communication network is the transport element of the pictures from the encoder from the camera to the storage of the VTV System. During the data transfer the following points are important. – – – – quality of the pictures and the compression factor high availability access protection through third parties identification of data 5.1.3.
Technical System Components in Tunnels 6 Technical System Components in Tunnels 6.1 Control Center A tunnel is a very complex system, and comprises of several sub-systems. The relations between individual sub-systems are shown as dotted arrows. The sub-systems are described in more detail in the following chapters.
Technical System Components in Tunnels nected to Level II. This is achieved via small, maintenance free controllers being located in small roadside enclosures. This is Level III (Field Level). 6.2 Networking automation Control and field equipment are interconnected via the tunnel network. The network also serves as connection between the Central Server / Tunnel Control Centre and the automation level of a tunnel.
Technical System Components in Tunnels 6.4 Ventilation System Vehicles exhaust CO, NO2 and smoke. This directly influences the air quality and this the performance of drivers either by being toxic or impairing visibility. Main factors determining the amount of exhaust are vehicle speed, slope of the road and altitude.
Technical System Components in Tunnels 6.5 Traffic Detection, Control and Signal system Accidents can be significantly reduced via controlling the occupancy of a traffic lane, besides the fact that capacity can regularly be increased. Consequently, traffic data must be obtained in real-time and processed to trigger the correct reaction. To obtain the necessary data multiple technologies are available.
Technical System Components in Tunnels Over height Detection (OHD) Optical OHD consists of two sensors each to minimize false alarms. Detection is based on an infrared beam being interrupted by a vehicle that is too high. The IR beam is generated by a LED. Each Unit contains a sender and receiver, providing system redundancy The units are equipped with heated lenses and are weather and dust proof. They reliably detect obstructions up to speeds of 100km/h.
Technical System Components in Tunnels Luminance: Luminance measurements are taken to provide the necessary data for the control of lighting in the tunnel and it’s entrances. The luminance meters are located in front of the entrances. Luminance measurements inside the tunnel are currently not a standard feature. Transmitter Receiver Unit Terminal Box Evaluation Unit Terminal Box Fig.
Technical System Components in Tunnels Additional environmental conditions such as soot, dust and, generally, wet walls lead to high attenuation, which has been taken into account when designing the system. 6.7.2 Emergency Call System Emergencies are stressful situations, often confusing and disorienting users. Consequently, the highest reliability, ease of use and automatic location of the caller are necessary.
Technical System Components in Tunnels 6.8 Power supply and distribution Integrated power supply and distribution are an important part of each tunnel. The main issues are: – Economical and secure electrical power supply from the medium voltage Switchgears via transformers to low-voltage switchboards – Intelligent distribution and control of all facilities in the tunnel, e.g. lighting, ventilation, pumps, video, audio, fire detection, communication, etc.
Annexes 7 Annexes 7.1 Standards, Norms and Directives 7.1.1 Risk management 7.1.1.1 ISO / DIS No 1 Description Document Risk Management Principles and guideline on implementation ISO 31000 Tab. 14 ISO / DIS Risk management standards 7.1.1.
Annexes Classification for aspirating smoke detection EN54-20 Class Description A Aspirating smoke detector providing very high sensitivity B Aspirating smoke detector providing enhanced sensitivity C Aspirating smoke detector providing normal sensitivity Tab.
Annexes 7.1.3 Tunnels general standards and directives 7.1.3.1 DIN EN No 1 Description Document Fire detection and fire alarm systems-Part22: line type fire detectors; German version (Entwurf) DIN EN 54-22 Tab. 20 Tunnels DIN EN 7.1.3.2 VdS No 1 Description Document Brandschutz in Strassen Tunnels VdS 3502: 2005-08 (01) Tab. 21 Tunnels VdS 7.1.3.3 NFPA No 1 Description Document Standard for road tunnels; bridges, and other Limited Access Highways NFPA 502 Tab. 22 Tunnels NFPA 7.1.3.
Annexes 7.1.3.
Annexes 7.3 Occupational health and safety (OHS) Engineers mainly work in a building environment we included this specific occupational health and safety (OHS) topic for tunnels, in this planning guideline we aim to provide awareness and to inform engineers regarding tunnel environments up to date.
Annexes 7.3.3 List of Risk’s (in tunnels) – For any change or new construction a site risk analysis according to EN ISO 14 – – – – – – 7.3.
Annexes – Automatic warning systems for isolated workplaces (tested regularly) – Other warning systems according to responsible safety organization, e.g.
Annexes 7.
Annexes 7.5 Glossary A Air inlet fresh air inlet Air outlet exhaust air outlet Anchor bolt a bar, usually made of steel, used for the stabilization of rock. It is placed into a drilled hole and anchored in the rock at the end (''end-anchored bolt'') or along its whole length (''grouted bolt'').
Annexes Design fire a fire’s heat release rate, in megawatts (MW), designated as the design fire E Emergency services recess area in the tunnel to stop the vehicle in a emergency without danger to the normal traffic flow Entrance portal Tunnel entrance Exhaust duct ventilation air duct Exit portal Tunnel exit Exploratory audit a tunnel driven prior to the tunnel design is finalized, to obtain information about the ground, rock formations and groundwater characteristics Extrados The top face of
Annexes N Natural ventilation Created by vehicles traveling through the tunnel O Opacity A decrease in air transparency resulting from smoke and suspended particles emitted by vehicles P Partial enclosure Enclosure, provided to reduce the impact of the noise and air pollution from a road or to protect the road from external effects such as snowfall, wind, bright sunlight, etc Pilot tunnel A tunnel excavated ahead of the main tunnel R RDS Radio data systems Reaction to fire a property characterizi
Annexes Sprinkler system a fixed fire-fighting system designed to be activated by the fire itself so as to dispense water in the areas where it is needed to ensure rapid suppression of the fire Springing Either of the two ends of an arch or vault (initial points of curvature) where thrust is transferred to the foundations T Total enclosure A structure provided over the road / rail for protection from falling rocks and or to hide from view where some areas would be distracted by the construction ,such a
Annexes 7.
Annexes LW Lastwagen METAS Bundesamt fuer Metreologie NFPA National Fire Protection Association OECD Organization for Economic Co-operation and Development OECD/PIAC model Transport of Dangerous goods trough road tunnels PIARC Permanent International Association of Road Congress PW Personenwagen RABT Richtlinien für die Ausstattung und den Betrieb von Strassentunneln RID Regelung zur Internationalen Beförderung gefährlicher Güter im Schienenverkehr RVS Richtlinien für Ausstattung und den
Tables and Figures 8 Tables and Figures 8.1 Tables 8.2 Tab. 1 Tab. 2 Tab. 3 Tab. 4 Tab. 5 Thermal load of vehicles .........................................................................14 List of Risks.............................................................................................30 Protection measures in tunnel ................................................................34 Solution for tunnel ...................................................................................
Tables and Figures Fig. 12 Fig. 13 Fig. 14 Fig. 15 Fig. 16 Fig. 17 Fig. 18 Fig. 19 Fig. 20 Fig. 21 Fig. 22 Fig. 23 Fig. 24 Fig. 25 Fig. 26 Fig. 27 Fig. 28 Fig. 29 Fig. 30 Fig. 31 Fig. 32 Fig. 33 Fig. 34 Fig. 35 Fig. 36 Fig. 37 Fig. 38 Fig. 39 Fig. 40 Fig. 41 Fig. 42 Fig. 43 Fig. 44 Fig. 45 Fig. 46 Fig. 47 Fig. 48 Fig. 49 Fig. 50 Fig. 51 Fig. 52 Fig. 53 Fig. 54 Fig. 55 Fig. 56 Fig. 57 Fig. 58 Fig. 59 Siemens solution in road tunnel..............................................................
Tables and Figures Fig. 60 Fig. 61 Fig. 62 Fig. 63 Fig. 64 Fig. 65 Fig. 66 Pressure venting .....................................................................................74 Negative pressure “Gulp”........................................................................75 Door-Fan-Test.........................................................................................77 Traffic CCTV system ...............................................................................