1

SAFETY & SECURITY IN ROADWAY TUNNELS

FINAL REPORT

Requested by: American Association of State Highway and Transportation Officials (AASHTO)

Standing Committee on Highways

Prepared by:

Kathleen Almand Fire Protection Research Foundation

Quincy, Massachusetts

March 2008 The information contained in this report was prepared as part of NCHRP Project 20-7, Task 230,

National Cooperative Highway Research Program, Transportation Research Board.

2

ACKNOWLEDGMENT OF SPONSORSHIP

This work was sponsored by one or more of the following as noted: ⌧ American Association of State Highway and Transportation Officials, in cooperation with the Federal Highway Administration, and was conducted in the National Cooperative Highway Research Program, Federal Transit Administration and was conducted in the Transit Cooperative

Research Program, American Association of State Highway and Transportation Officials, in cooperation

with the Federal Motor Carriers Safety Administration, and was conducted in the Commercial Truck and Bus Safety Synthesis Program, Federal Aviation Administration and was conducted in the Airport Cooperative

Research Program, which is administered by the Transportation Research Board of the National Academies.

DISCLAIMER

This is an uncorrected draft as submitted by the research agency. The opinions and conclusions expressed or implied in the report are those of the research agency. They are not necessarily those of the Transportation Research Board, the National Academies, or

the program sponsors.

NCHRP 20-7 Task 230 Safety and Security in Roadway Tunnels

BACKGROUND The AASHTO Subcommittee on Bridges and Structures created the Technical Committee on Tunnels (T-20) to address increased concerns for safety and security in the U.S. tunnel inventory. In support of the activities of the T-20 Technical Committee, an FHWA-AASHTO sponsored scanning trip was undertaken in late 2005(ref). The focus of the scan was on equipment, systems, and procedures incorporated into modern underground and underwater tunnels by leading international engineers and designers. Team members identified a number of underground transportation system initiatives and practices that varied from those in the U.S. in some respect. The team recommended that nine of these initiatives or practices be considered for further study in the United States. As a next step, the Technical Committee on Tunnels requested and received approval through the Transportation Research Board’s National Cooperative Highway Research Program to conduct a workshop on research needs for safety and security in roadway tunnels. Project 20-7 Task 230 was approved in May of 2007. A project panel was formed to oversee the project and plan the workshop. The Panel met by teleconference three times in 2007 to develop the agenda, recommend speakers and invited participants. Panel membership roster is located in Appendix A. SCOPE The goal of the workshop was to review the state of the art and develop recommendations on research needs for improving safety and security in roadway tunnels for consideration by the Technical Committee on Tunnels. WORKSHOP The workshop was held on November 29 and 30, 2007 at the National Academies Beckman Center in Irvine, CA. There were approximately 65 participants in the workshop including members of AASHTO T-20 and T-1 Committees, highway agency representatives and a broad spectrum of members of the highway and fire protection engineering communities. The NCHRP project panel selected five international speakers to address the key research areas identified in the AASHTO scan. Three additional domestic speakers were invited to address the scan, NCHRP Report 525 / TCRP Report 86, Vol. 12: Making Transportation Tunnels Safe and Secure, and a review of world wide standards for fire safety in roadway tunnels. Significant opportunity for participant input was provided for in the agenda. The workshop agenda, biographies of the speakers, speaker presentations and the workshop participant list are found in Appendix A. RESEARCH NEEDS

4

Each invited participant was asked to identify research needs from their perspective. In addition, invited workshop participants were invited to submit research needs ideas prior to the workshop. Two panel sessions during the workshop generated a great deal of discussion amongst workshop participants and further generation of suggested research needs. A list of research needs identified at the workshop by these methods are found in Appendix A. The project Panel reviewed and synthesized the information from the workshop and identified ten key research needs statements for consideration by the AASHTO T-20 Technical Committee on Tunnels. These statements can be found in below. Statements were developed in the following areas: their order in this list reflects the interest expressed by participants in the workshop:

1. Effective Fire Suppression 2. Design Fires 3. Develop Requirements for Egress and Emergency Signage 4. Tunnel Operations and First Responders 5. Benchmarking Tunnel Incidents 6. Training and Education 7. Design Basis for Egress Systems 8. Effective Incident Detection 9. Fire and Smoke Ventilation System Design Methods 10. Performance of Structural Materials in Tunnels in Fire Incidents 11. Guidelines for Tunnel Geometric Design for Fire Safety 12. Application of ITS to Emergency Operations in Tunnels

RESEARCH PROBLEMS

RP1. Design Fires for Roadway Tunnels I. RESEARCH PROBLEM

Understanding and characterizing the range of fire scenarios that can occur in roadway tunnels is an important first step in developing design guidance for this application.

II. RESEARCH OBJECTIVE Develop an appropriate basis for the design of fire protection strategies for tunnels. The project should include the following components:

- Research on the effects of different ignition sources on incipient times for fires in modern vehicles

- A risk based approach that provides a design basis for both large and small incidents and considers the potential for alternatively fueled vehicles

- Development of appropriate design parameters that can serve as the basis for the design of suppression, detection, emergency egress and other systems.

5

III BUDGET AND POTENTIAL CO-FUNDING SOURCES - $1,500,000

RP2. Effective Incident Detection I RESEARCH PROBLEM Effective early stage fire detection can reduce the costs of fire incidents and increase available egress and emergency response times. However, tunnels represent a harsh environment for conventional fire detection systems. II RESEARCH OBJECTIVE Build on current research to identify effective fire detection systems for tunnel applications and develop performance and installation criteria (eg spacing). A particular focus for the research is quick response smoke detection and dual purpose CCTV systems. III BUDGET AND POTENTIAL CO-FUNDING SOURCES - $350,000; detection system manufacturers

RP3. Effective Fire Suppression I RESEARCH PROBLEM Suppression is an effective strategy to minimize the impact of fires on roadway tunnels. There is worldwide controversy regarding the appropriate design approach to fire suppression and its impact on and integration with fire fighting operations. II RESEARCH OBJECTIVE To explore the effectiveness of deluge and water mist suppression systems on selected design fires. The influence of activation time and ventilation should be explored as should impacts on tunnel tenability. A comprehensive literature review on recent worldwide research as well as full scale testing should be undertaken. III BUDGET AND POTENTIAL CO-FUNDING SOURCES - $1,500,000, fire suppression system manufacturers

RP4. Fire and Smoke Ventilation System Design Methods I RESEARCH PROBLEM Ventilation system design for roadway tunnels may be governed by the fire condition; current design bases are prescriptive in nature II RESEARCH OBJECTIVE Develop a design method for ventilation systems which is based on critical velocity and accounts for the impact of sensor type and location

6

III BUDGET AND POTENTIAL CO-FUNDING SOURCES - $350,000, sensor manufacturers

RP5. Performance of Structural Materials in Tunnels in Fire Incidents I RESEARCH PROBLEM Tunnels represent a unique and extreme environment for construction materials which compromises their performance in fire conditions II RESEARCH OBJECTIVE Study the impact of tunnel environments (moisture, design loads, configuration) on the response of concrete and fire proofing materials in fire incidents. Spalling and stability should be explored. III BUDGET AND POTENTIAL CO-FUNDING SOURCES - $250,000 – concrete and fire proofing material manufacturers

RP6. Guidelines for Tunnel Geometric Design for Fire Safety I RESEARCH PROBLEM Tunnel geometry has an impact on the impact of fire incidents in tunnels and should trigger when fire safety systems are required. II RESEARCH OBJECTIVE Develop guidelines for accident prevention (sight distance, curve radius, shoulder/curb design) to minimize fire incidence. Develop criteria based on tunnel length, traffic volume and type to trigger fire safety provisions. III BUDGET AND POTENTIAL CO-FUNDING SOURCES - $250,000

RP7. Develop Requirements for Egress and Emergency Signage I RESEARCH PROBLEM Recent worldwide research and applications have developed a significant body of information on effective egress and emergency signage. II RESEARCH OBJECTIVE Collect information and develop standards for emergency egress and traffic control signage for tunnels to include the concept of LED lighting for vehicle spacing, egress signage location, etc. III BUDGET AND POTENTIAL CO-FUNDING SOURCES - $250,000

7

RP8. Application of ITS to Emergency Operations in Tunnels I RESEARCH PROBLEM ITS provides the technology to integrate driver behavior with emergency operations II RESEARCH OBJECTIVE Develop guidelines for the use of ITS to guide tunnel drivers toward safe vehicle spacing, emergency closure procedures, and other safe behaviors in road tunnel fire incidents III BUDGET AND POTENTIAL CO-FUNDING SOURCES - $350,000

RP9. Design Basis for Egress Systems I RESEARCH PROBLEM Human behavior in emergency situations is critical to the design of egress systems. European studies may not be directly relevant to the performance of the U.S. population. II RESEARCH OBJECTIVE To investigate aspects of egress behavior of the U.S. population to provide an informed basis for egress design. Issues such as panic response, walking speeds, and attachment to vehicles should be explored III BUDGET AND POTENTIAL CO-FUNDING SOURCES - $500,000

RP10. Tunnel Operations and First Responders I RESEARCH PROBLEM First responders are a critical element in the overall response to fire incidents in tunnels. Tunnel operators need guidance to integrate emergency response into their emergency planning procedures. II RESEARCH OBJECTIVE Develop operating protocols for tunnel operators for emergency conditions to include the roles for and communications between fire responders. Aspects such as ventilation control, power loss, and response time, and driver behavior scenarios, should be explored III BUDGET AND POTENTIAL CO-FUNDING SOURCES - $500,000, U.S. Fire Administration

RP11. Training and Education

8

I RESEARCH PROBLEM The behavior of truck and passenger vehicle drivers can have a major impact on the consequence of a fire event in a tunnel II RESEARCH OBJECTIVE Develop targeted training materials for safe behaviors for car and truck drivers. This should include a formal assessment of the impact of leaflet type education; research on new education and training methods; and formal training programs for truck drivers, enforced as a condition of license renewal. III BUDGET AND POTENTIAL CO-FUNDING SOURCES - $350,000, AAA

RP12. Benchmarking Tunnel Incidents I RESEARCH PROBLEM A comprehensive understanding of tunnel fire problem is necessary to determine the allocation of resources and target appropriate research and design guidance. II RESEARCH OBJECTIVE To develop and implement a process to benchmark fire incidents in U.S. tunnels. This should include an upgrade of the domestic tunnel scan; a study of near miss accidents in tunnels; a continuation of the international technical exchange, in particular to Asian countries; and development of a database of lessons learned. III BUDGET AND POTENTIAL CO-FUNDING SOURCES - $250,000 LIST OF APPENDIX MATERIAL Appendix A – Workshop Materials Workshop Agenda Workshop Participants Speaker Biographies Speaker Presentations Research Needs Identified by Participants and Speakers Prior to Workshop

Appendix A Workshop Materials

500 Fifth Street, NW Washington, DC 20001

Phone (202) 334-2934 Fax (202) 334-2003 www.TRB.org

Workshop on Safety and Security in Roadway Tunnels Meeting of the National Cooperative Highway Research Program (NCHRP)

Project Panel 20-7 Task 230, Safety and Security in Roadway Tunnels: Research for the T-20 Technical Committee on Tunnels, American Association of State Highway & Transportation Officials (AASHTO)

November 28-29, 2007

The Arnold and Mabel Beckman Center of the National Academies of Sciences and Engineering

Irvine, California

Please note: Business casual attire is strongly encouraged.

FINAL AGENDA

Presiding: Harry Capers, Chair, NCHRP Project Panel 20-7 Task 230 Wednesday, November 28, 2007 7:45 Gather in hotel lobby to carpool to the Beckman Conference Center. Maps are available at the hotel front desk.

Beckman Conference Center

National Academies of Sciences & Engineering 100 Academy, Irvine, CA 92617

8:00 Buffet breakfast (provided to all meeting participants—Beckman Conference Center) Registration (Beckman Conference Center) 9:00 Welcome/Introductions/Workshop Charge

Harry Capers, Chair, NCHRP Panel 20-7 Task 230

AASHTO/FHWA International Scan on Underground Transportation Systems Safety and Security – Summary and Critical Issues

Steve Ernst, Federal Highway Administration

NCHRP Report 525, Vol. 12 / Transit Cooperative Research Program Report 86, Vol. 12: Making Transportation Tunnels Safe and Secure – Research Needs

Chris Hawkins, PB Americas, Inc. 10:00 Break 10:30 Way Finding, Signage and Human Behavior

Gunnar Jenssen, SINTEF, Norwegian Fire Research Laboratory

Fire Growth and Heat Release in Tunnel Incidents Haukur Ingason, SP, Swedish National Testing and Research Institute

12:30 Lunch Buffet (provided to all meeting participants) 13:30 Incident Detection and Tunnel Ventilation

Peter - Johann Sturm, Graz University of Technology, Austria

14:30 Break 15:30 Risk Management and Safety Concepts for the Oresund Link Immersed Tunnel

Mikael Braestrup, Ramboll, Denmark

16:30 Panel Discussion – Research Needs 17:30 Hosted Reception and Dinner (provided to all meeting participants) Thursday, November 29, 2007 7:15 Gather in hotel lobby to carpool to the Beckman Center. Maps are available at the hotel front desk.

Beckman Conference Center

National Academies of Sciences & Engineering 100 Academy, Irvine, CA 92617

7:30 Buffet breakfast (provided to all meeting participants—Beckman Conference Center) Registration (Beckman Conference Center) 8:30 Guidelines and Standards for Roadway Tunnel Safety

William Connell, PB Americas, Inc. 9:30 Panel Discussion – Needed Guidelines 10:30 Break 11:00 Summary of Research Needs Kathleen Almand, Fire Protection Research Foundation 11:30 Concluding Comments, Next Steps for AASHTO Technical Committees

Harry Capers, Chair, NCHRP Panel 20-7 Task 230

12:00 Lunch Buffet (provided to all participants) 13:00 Adjourn

NCHRP Workshop on Safety and Security in Roadway Tunnels, November 28, 29, 2007 Attendees

Kathleen Almand The Fire Protection Research Foundation kalmand@nfpa.org Moe Amini Caltrans moe_amini@dot.ca.gov Randy Anderson Caltrans randy_anderson@dot.ca.gov Melissa Avila Tyco Fire and Building Products Melissa.Avila@tycofp.com Alexander Bardow Massachusetts Highway Department alexander.bardow@mhd.state.ma.us Mikael Braestrup Ramboll mwb@ramboll.dk Harry Capers Arora and Associates, P.C. hcapers@arorapc.com Robert Carasitti Schirmer Engineering Corporation bob_carasitti@schirmereng.com Hugh Caspe HNTB Corp. hcaspe@hntb.com Sean Cassady HNTB Corporation scassady@hntb.com Nick Chen Jacobs Engineering nick.chen@jacobs.com Sunghoon Choi PB Americas, Inc. chois@pbworld.com William Connell PB Americas Inc. connellw@pbworld.com Rhonda Cruz City of Coronado rcruz@coronado.ca.us William Davis National Institute of Standards & Technology william.davis@nist.gov Robert DiAngelo U.S. Army Corps of Engineers robert.m.diangelo@usace.army.mil Rachel Diaz National Cooperative Highway Research Program rdiaz@nas.edu Arnold Dix Counsel at Law counsel@arnolddix.com Donald Dwyer NYSDOT Geotechnical Engineering Bureau ddwyer@dot.state.ny.us Gary English Seattle Fire Department gary.english@seattle.gov Steven Ernst Federal Highway Administration steve.ernst@fhwa.dot.gov Helmut Ernst Massachusetts Turnpike Authority helmut.ernst@masspike.com Jason Gamache National Fire Protection Association jgamache@nfpa.org Enzo Gardin NRC Institute for Research in Construction enzo.gardin@nrc.gc.ca Daniel Gemeny Rolf Jensen & Associates, Inc. dgemeny@rjagroup.com Hossein Ghara Louisiana Department of Transportation hosseinghara@dotd.la.gov Daniel Gottuk Hughes Associates, Inc. dgottuk@haifire.com

NCHRP Workshop on Safety and Security in Roadway Tunnels, November 28, 29, 2007

Attendees Chris Hawkins PB Americas Inc. hawkins@pbworld.com Jeremy Hung PB Americas Inc. hung@pbworld.com Haukur Ingason SP Swedish National Testing & Research Institute haukur.ingason@sp.se Alex Izett Kicking Horse Canyon Project alex.izett@uma.aecom.com Jon Jensen Kicking Horse Canyon Project starla.weigel@gov.bc.ca Gunnar Jenssen SINTEF gunnar.d.jenssen@sintef.no Bruce Johnson Oregon Department of Transportation bruce.v.johnson@odot.state.or.us Jugesh Kapur Washington State Department of Transportation kapurju@wsdot.wa.gov Ahmed Kashef National Research Council of Canada ahmed.kashef@nrc.gc.ca Paul Liles Georgia Department of Transportation paul.liles@dot.state.ga.us Adrian Lloyd MicroPack Detection (Americas) LLC AdrianLloyd@micropackamericas.com Igor Maevski Jacobs Engineering igor.maevski@jacobs.com Stephen Maher The National Academy of Sciences SMAHER@nas.edu James Murphy Massachusetts Turnpike Authority james.murphy@masspike.com Prasad Nallapaneni Virginia Department of Transportation Prasad.Nallapaneni@VDOT.Virginia.gov David Newman Hatch Mott MacDonald David.Newman@hatchmott.com Barton Newton Caltrans barton_newton@dot.ca.gov Thomas Ostrom Caltrans tom.ostrom@dot.ca.gov Dharam Pal Port Authority of New York and New Jersey dpal@panynj.gov Shyan-Yung Pan Federal Highway Administration shyanyung@yahoo.com Stephan Parker National Cooperative Highway Research Program saparker@nas.edu Brian Pearson Mary Lou Ralls Ralls Newman, LLC ralls-newman@sbcglobal.net Kelley Rehm AASHTO krehm@aashto.org Jesus Rohena Federal Highway Administration Jesus.Rohena@fhwa.dot.gov

NCHRP Workshop on Safety and Security in Roadway Tunnels , November 28, 29, 2007

Attendees Blake Rothfuss Jacobs Associates rothfuss@jacobssf.com Henry Russell Parsons Brinkerhoff Quade & Douglas Inc russell@pbworld.com Louis Ruzzi Pennsylvania Department of Transportation lruzzi@state.pa.us Michael Salamon Colorado Department of Transportation michael.salamon@dot.state.co.us Albert Samano TRC Corporation asamano@trcsolutions.com Peter-Johann Sturm Graz University of Technology sturm@vkmb.tugraz.at Kevin Thompson Caltrans kevin.thompson@dot.ca.gov Ed Walton Nate Wittasek ArupFire nate.wittasek@arup.com Brian Zelenko URS Corporation brian_zelenko@urscorp.com Daniel Zerga ILF Consultants Inc. dzerga@ilfoak.com

Research Needs Identified by Presenters and Participants

Research Needs Identified by Presenters (to date) Design Fires Explore fire growth rate as an appropriate design basis Fire and Incident Detection Develop a program to encourage development of more effective fire detection systems Evaluate the effectiveness of current fire detection systems Develop more effective broad based detection systems Develop effective automatic incident detection systems and intelligent video Explore one-button emergency response and automated sensor systems Fire Suppression Evaluate the effectiveness of current tunnel fire suppression systems Develop a program to encourage development of more effective fire suppression systems Ventilation Systems Develop advanced coordinated control schemes for ventilation systems Explore factors (geometric) affecting ventilation in tunnels and hence fan installation design Develop means to reliably measure and thus control air velocity Develop appropriate guidelines for inspection and testing of velocity sensors. Structural Performance Evaluate fire effects Develop ground improvement retrofitting schemes Blast Effects Conduct structural blast damage potential analyses General Design Issues Develop design criteria for new tunnels Develop AASHTO tunnel guidelines Identify retrofit technologies to enhance safety Build test tunnels or models Develop design criteria to promote optimal driver/user performance and response to incidents Develop information systems for safety systems installation – car to car communication, in-vehicle information, area specific ACC Egress and Human Factors Develop intelligent egress systems Develop escape route signs that are universal and consistent – visual, audible, tactile Explore LED Lighting for edge delineation and safe vehicle distance Carry out evacuation studies for various emergency scenarios and apply a risk approach Use transport modeling to simulate evacuation

Research Needs Identified by Presenters (to date), cont’d Operation Protocols/First Response Develop a best practices manual Identify changes in operation protocols to enhance safety/security Develop a set of sample emergency response procedures Develop a tunnel specific inspection manual Develop guidelines for vehicle inspections Develop tunnel emergency management guidelines that incorporate human factors considerations Develop risk management approaches for tunnel safety inspection and maintenance Incorporate contingency planning into emergency management approaches Training and Education Develop education programs for motorist response to tunnel incidents Develop programs to educate and inform drivers of varying language, culture, disabilities Other Study of past tunnel accidents and incidents Collaborate with international research initiatives

Research Needs Identified By Participants Design Fires Ventilation Effects Design fires – cargo types and associated heat release Ventilation effects on fire size Toxic gas production and associated ventilation design Design fires for today’s vehicles in tunnels, effects of ventilation and geometry Realistic design fires for today’s vehicles set in a probabilistic framework Fire and Incident Detection Real time digital recording system for all tunnel and perimeter cameras Detection and response time for design fires Effective automatic traffic incident and fire detection systems Assessment methods for fire detection to include wind and obstacle effects Effectiveness of linear heat detection for fire incidents Smoke and flame detection technologies for tunnels Tunnel fire and smoke detection Fire Suppression Tunnel hazard management with fixed fire suppression systems – hazards, design criteria, including shielded fires Performance standards for fixed fire suppression in tunnels Interaction of fixed fire suppression systems with tunnel ventilation Risk based sprinkler requirements Effectiveness of water mist systems for very large fires from heavy good vehicles Effectiveness of deluge suppression systems for fire control Structural Performance Tunnel lining performance in extreme loading conditions (eg heat and blast) Thermal protection of concrete ceilings, supports, and cables Design criteria for tunnel liners and other structural elements Blast Effects Internal blast and its impacts on tunnels Blast and explosion protection modeling, materials assessment, design, field testing, detection, and protection measures against progressive collapse General Design Issues Risk analysis procedures and selection criteria for target reliability levels, including structural components and systems consistent with the AASHTO LRFD code Physical modeling of safety and security aspects Slope and drainage design for flammable liquid pool fires Bold type: More detail provided by participant

Research Needs As Identified by Participants, cont’d

Egress and Human Factors Human factors during self or limited assisted evacuation Evacuation Egress symbols for tunnels Effective alarm notification to vehicle occupants Exit spacing in tunnels related to design fires Human reaction time relative to notification Emergency egress signage in tunnels Operation Protocols to Enhance Fire Safety/First Response Overall fire safety planning Island perimeter security Effective pubic communication techniques on tunnel safety procedures Safety and security protocols for tunnel operators – access control, monitoring, and training of maintenance personnel and first responders Tunnel hazard assessment for firefighters and first responders Integrating tunnel safety and security systems with emergency preparedness – plans, procedures, training Tunnel security procedures for both terrorist related incidents and accidental fire or explosion Other Issues Safe tunnel portal design factors (related to debris) Adverse wind effects for jet fan design Geometric design criteria for tunnels of variable length (alignment and collision issues)

Detailed Research Needs Statements Provided by Participants

Name: Henry A. Russell Jr. Title/Affiliation: Vice President, Parsons Brinckerhoff Quade & Douglas Inc.,

Chairmen of the International Tunneling Association’s(ITA) Working Group 6 Repair and Maintenance of Underground Structures

Email: Russell@Pbworld.com Research Objective: Development of standardized safety and security protocols for tunnel operators Brief Description of Proposed Research:

Tunnels in the U.S were all built prior to our concerns about terrorism. In many cases the security measures utilized within the tunnels are antiquated and the use of state-of-the-art devices for detection if intruders and the identification of authorized personnel is for the most part inadequate. There needs to be attention made to have specific guidelines (protocols) adopted for the access procedures to tunnels and secure areas, and identification of personnel as well as monitoring systems for detection of chemical, biological and explosive devices and procedures on how to deal with each type of threat. Standardized Protocols need to be established for the response to events and training needs identified for first responders. The development of these protocols would need the close cooperation of NFPA, AASHTO and FHWA in order to be effective and the development of these protocols and the training of operational personnel a requirement for federal funding.

Name: Ahmed Kashef Title/Affiliation: Senior Research Officer, National Research Council of Canada Email: Ahmed.Kashef@nrc.gc.ca Title: Design Fires in Road Tunnels Research Objective: The objectives of the proposed research are to:

• Investigate passenger vehicle fires in road tunnels; • Determine the effects of various ventilation conditions, tunnel geometry

and environment on vehicle fire characteristics; and, • Provide technical data for developing design fire scenarios of passenger

vehicles for use in developing fire safety guidelines, emergency and risk management tools for evaluating/selecting tunnel safety systems, as well as for verifying computer models used for tunnel fire safety designs.

Brief Description of Proposed Research:

The proposed research will be conducted using both full-scale laboratory fire tests and computer modeling. The main tasks to achieve the objectives of the study are:

• Collect and analyze statistical data of fire incidents in road tunnels over the last decade;

• Collect and analyze existing data from full-scale fire tests in road tunnels over the last decade;

• Select and develop appropriate fire scenarios for full-scale fire tests; • Conduct full-scale laboratory tunnel fire tests involving passenger vehicle

fires; • Conduct computational modeling as a basis to extend the experimental

data and investigate the effect of tunnel geometry and different ventilation schemes on vehicle fire characteristics; and

• Develop design fire scenarios for tunnel applications.

Name: Blake Rothfuss Title/Affiliation: Associate/Jacobs Associates Email: rothfuss@jacombsssf.com Title: Tunnel Hazard Assessments For Firefighter And First Responders Brief Description of Proposed Research:

When vehicle fires occur in tunnels, firefighting and rescue risks sky rocket. Depending upon the amount of energy released and its duration, tunnel linings will deteriorate in a variety of ways. Firefighters should have an established fire attack plan for tunnel fires which includes structural hazard assessment, geotechnical hazard assessment, deep penetration operations, additional ventilation requirements, as well as the firefighting difficulties of working a fire within a tunnel.

Name: Daniel Gottuk, PHD, P.E. Title/Affiliation: Senior Engineer – Hughes Associates, Inc. Email: dgottuk@haifire.com Title: FDS Modeling of Very Large HGV Fires in Tunnels Interacting With Water Mist Fire Suppression Systems Research Objective: Improve the understanding of very large fires in tunnels so that performance expectations and design criteria can be established for water based suppression systems in tunnels. Brief Description of Proposed Research:

Recent fire catastrophes in highway tunnels in Europe have increased pressure on tunnel agencies to improve fire safety in tunnels. Active fire suppression systems involving water sprays have been shown to drastically reduce temperatures, limit the thermal damage to the tunnel, and prevent fire propagation beyond the vehicles of origin. Improved thermal conditions and reduced fire spread have major benefits for both life safety and property protection. Full-scale fire testing is used to confirm performance and establish design criteria for suppression systems. The fire test programs involve large heavy goods vehicle (HGV) fires. The experience of the fire testing community, however, is largely based on moderate scale fire tests. Even for moderate scale fires (e.g. 5 to 10 MW) it is difficult to obtain a high degree of repeatability. For very large fires of the scale used in testing tunnel fire suppression systems, e.g. 50 to 100MW, the variability of the fires is significantly greater than with smaller scale fires. It is a challenge to define fire performance measures that realistically evaluate the benefit of the suppression system in terms that can be measured with any repeatability. Performance criteria may be set by authorities who assume the fire behaves in a repeatable and logical manner. The reality of the highly turbulent conditions of a tunnel fire is such that unanticipated conditions arise that are, it seems, not logical. The apparent illogic may be explained easily, however, when the dynamics of the turbulent fire are better understood. Research is needed to analyze existing fire test data, combined with computational fluid dynamics (CFD) modeling, to assist in understanding the complex dynamics of very large fires in tunnels. The challenge is to develop and validate FDS to simulate the heat release rate, flame spread rate, flame height or length, and the heat flux per unit area of very large fires in tunnels while interacting with finely atomized water sprays. A validated FDS HGV model will assist in developing global performance criteria for suppression systems that are not tied to single point measurements of temperature and inappropriate assumptions about conditions in around the fire. Validated tunnel fire models will also permit study of the probable performance of suppression systems in tunnels of different shape, height, width and ventilation features than the limited number of tunnels used for fire testing. A validated tunnel fire model will also benefit the design of tunnel ventilation systems for extreme conditions.

Name: Andrzej S. Nowak Title/Affiliation: Professor, University of Nebraska Email: anowak2@unl.edu Title: Risk Mitigation for Tunnel Systems Research Objective: Development of risk analysis procedures for tunnels and selection criteria for the target reliability levels for tunnels, including structural components and systems. Brief Description of Proposed Research:

The research plan will include: Development of efficient risk analysis procedures that can be used for the assessment of the actual risk in tunnel structures. The focus will be on the approach at the system level, using system reliability methods. The work will involve the formulation of limit state functions, identification of basic parameters, and, in many cases, the development of advanced procedures for non-linear analysis of structural behavior. A statistical database will be established for the parameters that determine the performance of the considered structures. The needs for additional statistical data will be formulated. The procedures will allow for the development of lifetime reliability profiles, and methodology for prediction of the remaining life for the considered tunnel structures. Development of procedures for the selection of rational acceptability criteria for risk, or the target reliability levels. The approach will be based on the analysis of consequences of failure to perform as expected and economic analysis (costs). This will be a very important contribution of the proposed research effort as this is where there is a great need. The acceptable risk, or target reliability level, can be different depending on exposure of human life and importance of the tunnel, and the acceptable risk will affect the structural considerations (selection of the structural systems, components, and materials). Development of implementation strategy for risk control to keep risk within acceptable levels. The format will be consistent with the LRFD AASHTO Code. The developed reliability analysis procedures will be applied to assess the risk associated with the selected tunnel systems designed according to the current AASHTO. The computations will require a statistical database. The results will be compared with the selected target reliability levels to determine if the current situation requires changes. The risk control procedures will e developed to ensure that the risk is at an acceptable level. Sensitivity analysis will be carried out relating the reliability and various design and other parameters. The sensitivity analysis can require the development and use of advanced non-linear structural analysis methods.

Name: Sean Cassady Title/Affiliation: Senior Engineer – HNTB Corporation Email: scassady@hntb.com Title: Tunnel Hazard Management with Fixed Fire Suppression Systems Research Objective: Develop data set of hazard conditions. Identify FFS design

elements and criteria that are most effective at reducing fire hazards for exposed and shielded fires.

Brief Description of Proposed Research:

• Full scale testing of several different fire configurations within tunnels, liquid fuel pool, HGV, shielded pool, shielded HGV.

• Temperature, humidity and radiation measurements of air. Temperature measurements at wall (energy flux also), smoke layer observations.

• Air velocity measurements. • Fixed fire suppression systems would include overhead std. drop (OSD) water

sprinklers, OSD low exp. foam, oscillating monitor. • Investigate ventilation system operation to degrade effectiveness of suppression

system.

Name: Igor Maevski Title/Affiliation: Jacobs Fellow, Tunnel Ventilation Principal Email: igor.maevski@jacobs.com Title: Interaction of Fixed Fire Suppression Systems with Tunnel

Ventilation Research Objective: To find out the efficiency of the fixed fire suppression system

when ventilation system activated. Brief Description of Proposed Research:

Most of the long road tunnels are equipped with tunnel ventilation systems that should operate in fire emergency to control smoke. The longitudinal airflow, created by fans, will interfere and blow away water particles from the fixed fire suppression system. The research should focus on recommendations for the design of the fixed fire suppression system to make it efficient for fire fighting.

Name: Ian Ong Title/Affiliation: Senior Project Engineer Email: ian.ong@hatchmott.com Title: Wind Effects for Jet Fan Design Research Objective: Develop global/national standard for adverse wind conditions. Brief Description of Proposed Research:

We have numerous projects where we have stumbled due to the community-wide uncertainties associated with defining external wind conditions. ASHRAE and other technical publications provide prevailing wind speeds and directions, however these numbers are consistently challenged. The aim of this research initiative would be to create a path forward to develop a workable standard.

Name: Robert Carasitti Title/Affiliation: Schirmer Engineering – Massachusetts Stem to Stern Review

Team Email: bob_carasitti@schirmereng.com Title: Design Fire Study Research Objective: Establish realistic design fire scenarios. Brief Description of Proposed Research:

Research needs to be done that entails full scale testing of modern vehicles coupled with a study of probabilistic events. For example, full scale tests of ordinary/typical transportation vehicles, cargo and arrangement need to be performed to determine what fire sizes can be expected. In conjunction with testing, a separate probabilistic study must be performed to look at the likely scenarios of multiple vehicle incidents.

Name: Wern-Ping (Nick) Chen Title/Affiliation: Vice President; Tunnel Design Principal Email: nick.chen@jacobs.com Title: Internal Blast and its Impacts to Tunnels Research Objective: Data collection for blasting in underground confined space. Brief Description of Proposed Research:

Blast data for airblast is clear from several Army/Navy research programs. Most of the blasting curves for design are based on actual tests; however, underground confined blast data does not exist, or is not popular or available. The purpose of this research will fill the gap.

Name: Albert Samano III Title/Affiliation: Vice President Security and Emergency Preparedness/Consultant Email: asamano@trcsolutions.com Title: Integrating Tunnel Safety and Security Systems with Emergency Preparedness Research Objective: Identify the programmatic linkages between tunnel safety and

security systems and emergency preparedness elements such as plans, procedures, training and exercises.

Brief Description of Proposed Research:

Research and tunnel emergency preparedness programs in the US and overseas that addresses both the tunnel safety and security systems and the emergency preparedness programs that result in an integrated solution involving security and safety systems along with the emergency operations plans, procedures, public info, training and exercises for tunnel operations personnel and emergency responders.

Name: Thomas Zimmie Title/Affiliation: Professor and Acting Head, Civil and Env. Engineering Dept., RPI Email: zimmit@rpi.edu Title: Physical Modeling of Safety and Security Aspects Research Objective: To improve the safety and security of tunnels by validating and

calibrating procedures, retrofitting schemes, damage, etc. Brief Description of Proposed Research:

Utilize geotechnical centrifuge modeling (physical modeling) to investigate various aspects of tunnel safety and security. The physical models allow one to investigate conditions that cannot be tested full scale. For example, blast damage, retrofitting schemes, damage assessment, total failure, etc. The models allow the calibration and validation of computer models, which can also be utilized for design purposes. Utilizing RPI’s geotechnical centrifuge, we have done and are doing this type of research now for governmental agencies. (I would be happy to do a presentation at the workshop on centrifuge modeling.)

Name: Alex Izett Title/Affiliation: Project Manger, Kicking Horse Canyon Project Email: alex.izett@uma.aecom.com Title: Geometric Design Criteria for Tunnels of Variable Length Research Objective: To establish design guidelines for geometric engineers involved

with designing highway alignments for short, moderate and long length tunnels.

Brief Description of Proposed Research:

There is a wealth of geometric design guidance available to the highway design engineer to assist in the development of highways in an open-air environment, including design guidance for highways on grade and on structures. However, there is very little published information available to the geometric designer to assist in the selection of appropriate alignment and cross-section elements in a tunnel environment. With all of the excellent efforts put forward to defining appropriate and necessary tunnel fire, life and safety elements, it may also be appropriate to develop geometric design guidelines, in particular focusing on:

- horizontal alignment through a tunnel in the context of the highway’s alignment on the approaches to a tunnel;

- vertical alignment through a tunnel, and in particular its effect on commercial vehicle and bus speeds;

- horizontal alignment and vertical alignment coordination; - appropriate cross-sectional area, in particular the appropriateness of carrying the

outside and inside shoulder width from outside of the tunnel through the tunnel; - appropriate sight distance, given that the tunnel walls are an obstruction, and how

this should be considered in the selection of appropriate horizontal alignment and cross-section;

- appropriate collision modification factors to be used in the evaluation of safety of a tunnel alignment versus an alternative surface alignment.

Name: Melissa Avila Title/Affiliation: Project Engineer/Tyco Fire and Building Products Email: Melissa.Avila@tycofp.com Title: Development of Fire Suppression System Objectives in Tunnel

Standards Research Objective: Develop performance standards for fixed fire suppression systems

in tunnels Brief Description of Proposed Research:

Over the past four years, there has been a global interest in the value of fitting fixed fire suppression systems in tunnels and several research programs have been conducted to develop baseline data regarding the level of performance that is possible. However, the lack of a performance standard establishing minimum life safety and asset protection requirements for these systems has limited the ability of engineers to incorporate these systems into the overall tunnel design in a manner that accounts for the benefits these systems provide. Preliminary data suggests that significant potential exists for cost reducing design tradeoffs when these systems are included, along with significant potential for cost reductions of the suppression systems themselves if/when a competitive environment is established. The goal of the proposed research would be to develop minimum performance standards for tunnel fire suppression systems which could be included in AASHTO standards, permitting independent product verification bodies (i.e. Underwriters Laboratories) to develop system test standards and issue certifications for systems that meet these performance requirements.

Speakers Biographies Steve Ernst, Senior Bridge Engineer, Safety and Security Federal Highway Administration, Highway Infrastructure, Office of Bridge Technology Steve Ernst is a registered professional engineer in Virginia with a BSCE from the University of Arkansas and a BS in English from Arkansas State University. He has worked with the Federal Highway Administration for 23 years, including 9 years as a bridge designer with Eastern Federal Lands Highway Division and 10 years as a structural engineer in Federal Highways’ Office of Bridge Technology. He is currently responsible for bridge technology programs, including policies, procedures, standards and practices related to safety and security in bridge structures engineering. Christopher Hawkins, P.E., Senior Supervising Engineer, PB Americas, Inc. Chris Hawkins, working as project manager and engineer, he has gained broad experience in the design and installation of underground life safety systems and mechanical/electrical support systems. The scope of his work includes highway tunnels, metropolitan subway systems, railroad tunnels, and water/sewage tunnels. He has worked on-site for major underground transportation projects in Asia, Europe and the USA. This experience encompasses new facility work as well as the often challenging task of rehabilitating existing tunnel facilities. He has held key positions of responsibility during all phases of underground construction and mining, from conceptual design to project commissioning. Chris is a graduate of West Virginia University with degrees in Mining Engineering and a Masters in Business Administration. Gunnar D. Jenssen, Senior Research Scientist, SINTEF Transport Safety and Informatics Mr. Gunnar Deinboll Jenssen obtained his M.Sc. in Psychology 1986, The University of Trondheim (UNIT). Until 1989 Mr. Jenssen was a Research Fellow at the Institute of Psychology (UNIT), with research on perception, hormones and learning disabilities. Mr. Jenssen is presently a Senior Research Scientist at SINTEF Transport Safety and Informatics and has completed the first part of his PhD on Safety effects of driver support systems. His main field of competence is: Traffic safety, Tunnel safety human factors analysis, road-user behaviour and driving simulation. Haukur Ingason, Senior Research Scientist, SP Swedish National Testing and Research Institute Haukur Ingason has nearly twenty years of international experience in fire safety research and engineering. He is a senior research scientist at SP Fire Technology and part time Prof. at the Malardalen University in Sweden. He was the initiator and project leader of the Large Scale Tests performed in Runehamar tunnel 2003.

Peter J. Sturm, Associate Professor, Graz University of Technology, Austria Born in 1958, Dr. Sturm holds a PhD in mechanical engineering. The Habilitation was done in the field of environmental engineering with a thesis dealing with road traffic related air pollution. The current position is head of the section “traffic and environment” at the Institute for Internal Combustion Engines and Thermodynamics. A major activity is in the field of tunnel ventilation and safety, with a focus on road tunnels. He was involved in the ventilation design for more than 100 road tunnels in Austria and all over the world. Peter Sturm is member of the Austrian committee for the design guidelines for tunnel ventilation and safety issues and represents Austria in PIARC technical committees for safety, ventilation and operation of road tunnels. Mikael W Braestrup, Senior Engineer, Ramboll Born in 1945, Mikael W. Braestrup obtained his Ph.D. in structural engineering from the Technical University of Denmark in 1970. During the period 1992 - 2005 he was attached to the RAMBØLL Department of Bridges, a major assignment being the preparation of the design basis, with the application of Eurocodes, to the 16 km Øresund Link road and rail strait crossing between Denmark and Sweden. Dr Braestrup is an active member of a number of international associations (IABSE, fib, ACI), and has served on several Danish code committees. He has authored or co-authored a substantial number of papers, reports and monographs on concrete plasticity, marine pipelines, and bridge and tunnel projects.

William G. Connell, Mechanical Projects Manager and Assistant Vice President, PB Americas, Inc.

Bill Connell has over 30 years of experience working on major transportation infrastructure projects and is expert in the requirements of fire and life-safety systems for vehicular, railway, and rapid transit tunnels including ventilation analysis and design, fire protection and detection system applications, and emergency response coordination and planning. Bill is also the current Chairman of the Technical Committee for NFPA Standard 502, Road Tunnel, Bridges and Limited Access Highways. Kathleen H. Almand, P.E., Executive Director, Fire Protection Research Foundation Kathleen Almand is the Executive Director of the Fire Protection Research Foundation, an affiliate of the National Fire Protection Association. She holds a master’s degree in civil engineering from the University of Ottawa, Canada and is a registered professional engineer in the State of Maryland and a Fellow of the Society of Fire Protection Engineers. Prior to joining FPRF in 2004, Kathleen was the Executive Director of the Society of Fire Protection Engineers and held research and management positions with the Civil Engineering Research Foundation, the American Iron and Steel Institute, and the National Academy of Sciences.

1

International Scan on UndergroundTransportation Systems in EuropeSafety, Operations, and Emergency Response

International Technology Scanning ProgramInternational Technology Scanning Program

NCHRP

November 28, 2007Steve Ernst

Federal Highway Administration

Safety and Securityin Roadway Tunnels

Federal Highway AdministrationFederal Highway Administration American Association of StateAmerican Association of StateHighway and Transportation OfficialsHighway and Transportation Officials

National CooperativeNational CooperativeHighway Research ProgramHighway Research Program

UTS TEAM MEMBERSFHWA:FHWA:•• Steve Ernst, CoSteve Ernst, Co--ChairChair•• Jesus RohenaJesus Rohena•• Gary Gary JakovichJakovich

Bay Area Rapid TransitBay Area Rapid TransitDistrict (BART):District (BART):•• Tom Tom MargroMargro, General , General

Manager, CAManager, CA

Massachusetts TurnpikeMassachusetts TurnpikeAuthority (MTA):Authority (MTA):•• Mike Swanson, Chief Mike Swanson, Chief

Operating Officer, MA Operating Officer, MA (rep: IBTTA)(rep: IBTTA)

State DOTs:State DOTs:•• M.G. Patel, CoM.G. Patel, Co--Chair, PAChair, PA•• Harry Capers, NJHarry Capers, NJ•• Don Dwyer, NYDon Dwyer, NY•• Wayne LuptonWayne Lupton, CO, CO

Industry:Industry:•• Chris Hawkins, Consultant Chris Hawkins, Consultant

Tunnel Design Engineer, Tunnel Design Engineer, NYNY

•• Mary Lou Ralls, Mary Lou Ralls, Report Facilitator, TXReport Facilitator, TX

Contractor: John O’Neill, ATI

SCAN COUNTRIES

Countries visited:

Norway

Denmark

Sweden

France

Switzerland

Also meeting with uswere experts from:

The Netherlands

Germany

Italy

Austria

September 23 – October 9, 2005

UTS Scan Locations Visited

Rome

September 23 – October 9, 2005

Yellow – countries visitedBlue – representatives from

these countries joinedthe meetings

II--5 Tunnel Fire5 Tunnel FireCalifornia 2007California 2007

2

UTS – Safety, Operations& Emergency Response

ModesModes

•• Highway tunnelsHighway tunnels

•• Passenger rail tunnelsPassenger rail tunnels

•• Freight rail tunnelsFreight rail tunnels

FocusTunnel Systems and DesignsTunnel Systems and Designs•• Fire and blast protection and response, refuge Fire and blast protection and response, refuge

areas, evacuation planning and passagesareas, evacuation planning and passages

Arrangements of ComponentsArrangements of Components•• Maximize effectiveness, assure inspectability Maximize effectiveness, assure inspectability

and maintainability, promote cost savingsand maintainability, promote cost savings

Focus, cont’d.

Tunnel OperationsTunnel Operations•• Incident detection and deterrent technologyIncident detection and deterrent technology•• Incident response and recovery planningIncident response and recovery planning

Specialized Technologies and StandardsSpecialized Technologies and Standards•• Monitoring or inspecting structural elementsMonitoring or inspecting structural elements•• Operating equipment to ensure optimal Operating equipment to ensure optimal

performanceperformance•• Minimize downtime during maintenance or Minimize downtime during maintenance or

rehabilitationrehabilitation

Focus, cont’d.

Safety and Security AspectsSafety and Security Aspects

•• Planning approachesPlanning approaches

•• StandardsStandards

•• Manpower roles and responsibilitiesManpower roles and responsibilities

•• Communication techniquesCommunication techniques

•• StateState--ofof--thethe--art products and equipmentart products and equipment

•• Education for usersEducation for users

Findings34 technologies of interest34 technologies of interest

–– 9 for further consideration9 for further consideration

Key:Key:

•• Innovative design and emergency Innovative design and emergency

managementmanagement

•• Used for both natural and manUsed for both natural and man--made made

disasters disasters

Gotthard Tunnel Fire on October 24, 2001 Gotthard Tunnel Fire on October 24, 2001

3

Findings - 1

Escape Route Signs that are Universal and Escape Route Signs that are Universal and

Consistent Consistent –– Visual, Audible, Tactile Visual, Audible, Tactile

•• Widespread uniformity promotes understanding.Widespread uniformity promotes understanding.

•• In an incident, confusion is minimized.In an incident, confusion is minimized.

•• Use of combined senses (visual, audible, tactile) Use of combined senses (visual, audible, tactile)

increases effectiveness.increases effectiveness.

•• U.S U.S -- National Fire Protection Association codes National Fire Protection Association codes

should include human factors considerations.should include human factors considerations.

Visual AudibleTactile

Escape Routeand Signage

Universal and Consistent Signsin Mont Blanc Tunnel

Universal and Consistent Signs

Findings - 2

Guidelines for Existing and New TunnelsGuidelines for Existing and New Tunnels

•• Need AASHTO tunnel guidelinesNeed AASHTO tunnel guidelines

–– Planning, design, construction, maintenance, Planning, design, construction, maintenance,

inspection, and operationsinspection, and operations

Note: AASHTO Subcommittee on Bridges and Structures Note: AASHTO Subcommittee on Bridges and Structures

created Technical Committee for Tunnels, Tcreated Technical Committee for Tunnels, T--2020

Issues to consider: Emergency pull-out areas and variable message signs

4

Issues to consider: Refuge room requirements

Findings - 3

Tunnel Emergency Management GuidelinesTunnel Emergency Management Guidelines

-- Human FactorsHuman Factors

•• Behavior hard to predict during emergency.Behavior hard to predict during emergency.

•• People are their own first rescuers.People are their own first rescuers.

•• People must react correctly and quickly.People must react correctly and quickly.

•• Guidelines must account for this human behavior.Guidelines must account for this human behavior.

•• Guidelines should be included in tunnel planning, Guidelines should be included in tunnel planning,

design, and emergency response.design, and emergency response.

Tunnel Ventilation Findings - 4

Education for Motorist Response to Tunnel Education for Motorist Response to Tunnel

IncidentsIncidents

•• SelfSelf--rescue is best first response in tunnel rescue is best first response in tunnel

incident.incident.

•• It is important to react quickly and correctly.It is important to react quickly and correctly.

•• Motorists are not clear on needed action.Motorists are not clear on needed action.

Findings - 5

Automatic Incident Detection SystemsAutomatic Incident Detection Systems

& Intelligent Video& Intelligent Video

•• Automatically detects, tracks, and records Automatically detects, tracks, and records

incidents.*incidents.*

•• Tells operator to observe event in question.Tells operator to observe event in question.

•• Allows operator to take appropriate action.Allows operator to take appropriate action.* * This concept can also be applied to detect other activities and This concept can also be applied to detect other activities and

incidents in areas besides tunnels, from terrorist activities toincidents in areas besides tunnels, from terrorist activities toaccidents, vandalism and other crimes, fires, vehicle breakdownsaccidents, vandalism and other crimes, fires, vehicle breakdowns, , etc.etc.

Findings - 6Design Criteria to Promote Optimal Design Criteria to Promote Optimal

Driver/ User Performance and Response Driver/ User Performance and Response to Incidents to Incidents

•• Designers Designers -- be aware of ways to minimize be aware of ways to minimize fire and traffic safety hazardsfire and traffic safety hazards

•• Evaluate materials and design detailsEvaluate materials and design details

5

Emergencyalcoves &sheltersevery 656 feet

A86 EastA86 EastTunnelTunnel

IndependentVentilationat each level

Uniform &Consistent Signs

One-wayTrafficon EachLevel

Full-size Model of One Section of Paris A-86 Motorway Twin Tube

Findings - 7OneOne--Button Emergency Response & Button Emergency Response &

Automated Sensor Systems Automated Sensor Systems •• To To ““Take action immediately!Take action immediately!”” the operator the operator

must initiate several actions simultaneously.must initiate several actions simultaneously.

•• ““Press one buttonPress one button””–– Initiates several critical actionsInitiates several critical actions

–– Eliminates operator chance to omit important step Eliminates operator chance to omit important step

or perform action out of orderor perform action out of order

•• Automated sensor systems are helpful in Automated sensor systems are helpful in

determining response, e.g., opacity sensors.determining response, e.g., opacity sensors.

Several actions are initiatedby moving a yellow line overthe area of a fire incident

Mont Blanc Tunnel Fire Fighting Truck

6

Findings - 8RiskRisk--Management for Tunnel Safety Management for Tunnel Safety

Inspection & MaintenanceInspection & Maintenance

•• European use of riskEuropean use of risk--based methodologies forbased methodologies for–– Safety inspection time and frequencySafety inspection time and frequency–– Maintenance/rehabilitation scope and timingMaintenance/rehabilitation scope and timing

•• Inspect lessInspect less--critical or morecritical or more--durable portions durable portions of system less frequently and concentrate of system less frequently and concentrate inspections on more critical or fragile inspections on more critical or fragile components.components.

Findings - 9LightLight--Emitting Diode (LED) Lighting forEmitting Diode (LED) Lighting for

Edge Delineation & Safe Vehicle DistanceEdge Delineation & Safe Vehicle Distance

•• Lights identify edge of roadwayLights identify edge of roadway

•• Blue lights identify safe vehicle spacingBlue lights identify safe vehicle spacing

–– Blue lights are spaced among the edge delineation Blue lights are spaced among the edge delineation

lightslights

–– More reliable than speedMore reliable than speed--based guidelinesbased guidelines

LED Lights on Outside Roadway Edges in Grilstad Tunnel in Norway

LED Lights for Edge Delineation andVehicle Spacing in Mont Blanc Tunnel

NCHRP International TechnologyInternational TechnologyScanning ProgramScanning Program

Thank YouThank You

1

NCHRP Project 20NCHRP Project 20--67, FY 200567, FY 2005TCRP Project JTCRP Project J--10G, FY 200410G, FY 2004

Making Transportation Making Transportation Tunnels Safe and SecureTunnels Safe and Secure

Report 525, Vol. 12Report 525, Vol. 12“Making Transportation Tunnels Safe and Secure”

Highway, rail, and transit tunnels

Defines tunnel elements: structural and systems

Identifies specific vulnerabilities

Provides a countermeasures.

Future Potential Research IssuesFuture Potential Research Issues

909Develop requirements for vehicle inspections13

15012Develop ground improvement retrofitting schemes12

20024Develop more effective broad-based detection systems211

1206Develop a program to conduct a series of interactive owner orientation workshops10

12012Develop a set of sample emergency response procedures9

12012Identify changes in operation protocols to enhance safety8

12012Develop a best practices manual7

606Summarize and publish a set of “lessons learned”6

20012Evaluate the effectiveness of current tunnel fire detection systems15

606Evaluate the effects of fire on the tunnel structure4

606Collaborate with European/Asian research programs3

606Develop a CD containing the report tables2

353Develop a pocket-sized user guide1

EstimatedCost

($1,000)

Estimated Schedule(months)

Future Potential ResearchPriority Rank

1. Current research by NFPA2. Work being done by national labs

Future Potential Research IssuesFuture Potential Research Issues

00Research issues identified by case studies26

40024Develop intelligent egress systems25

20012Conduct structural blast damage potential analyses 24

2,000+48Build test tunnels or models23

12012Develop advanced coordinated control schemes for ventilation systems22

12012Develop a tunnel-specific inspection manual21

12012Develop a program to encourage development of more effective fire suppression systems20

606Identify retrofit technologies to enhance safety 19

20018Evaluate the effectiveness of current tunnel fire suppression systems18

36018Develop an interactive electronic version of this report17

606Develop a program to conduct interactive industry feedback workshops16

12012Develop a program to encourage development of more effective fire detection systems15

16012Develop design criteria for new tunnels14

EstimatedCost

($1,000)

Estimated Schedule(months)

Future Potential ResearchPriority Rank

Design TargetDesign Target

Model TunnelModel Tunnel

Vs.Vs.

““Our TunnelOur Tunnel””

Model TunnelModel TunnelHas all the features needed to

protect the public and employees.

2

Model TunnelModel TunnelDefine the features of a Model

Tunnel. (The research end)

Then…

Compare with our “Our Tunnel”, be it existing or in design stage. (The ROI)

Model TunnelModel TunnelTunnel Designer and Inspectors

Perspective:

Job used to be easier.100 cfm/ln-ft and 120 ppm

You tell me what is needed…What target to design too…

I can design it into the tunnel.

Model TunnelModel TunnelEuroTAP Tunnel Test 2007

EuroTAP has inspected 152 tunnels in 18 countries over the last 3 years.

314.7 km of tunnel tubes have been inspected.

One in five (20%) of all tunnels tested have failed the EuroTAP inspection.

http://www.eurotestmobility.net/eurotap.php

Tunnel Features Tunnel Features –– Research AreasResearch AreasEuroTAP Checklist

Tunnel Structure Weighting: 14 percent

Lighting and power supply Weighting: 8 percent

Traffic control and traffic surveillance Weighting: 16 percent

Communication Weighting: 11 percent

Escape and rescue routes Weighting: 13 percent

Fire protection Weighting: 18 percent

Ventilation Weighting: 11 percent

Emergency management Weighting: 8 percent

Add Security Systems. Although these often double for safety systems.

Note: Same descriptions used in NFPA 502

Tunnel system Weighting: 14 percent* Number of tubes* Brightness of tunnel walls* Width and layout of traffic lanes* Geometry and layout of emergency lanes / lay-bys and emergency walkways* Additional measures: Portal design, road surface, tunnel route• Lighting and power supply Weighting: 8 percent* Lighting throughout and adaptation zones * Power and emergency power supply • Traffic and traffic surveillance Weighting: 17 percent* Congestion in the tunnel* Restrictions on and/or registration of vehicles carrying hazardous goods* Measures to close the tunnel: traffic lights, barriers, information displays* Traffic signs* Traffic management and control: traffic lights, variable traffic signs, signs* Visual guidance equipment* Video surveillance* Automatic traffic recording and detection of congestion and incidents* Tunnel control centre* Additional measures: for instance for heavy goods vehicles and automatic recognition of hazardous goods transports, height checks, speed limits, monitoring the distance between vehicles and speed• Communication Weighting: 11 percent * Traffic radio* Loudspeakers* Emergency phones: distance, marking, insulation against traffic noise, functions* Tunnel radio

• Escape and rescue routes Weighting: 13 percent* Evacuation lighting and escape route signs in the tunnel* Preventing smoke from penetrating external escape routes, fire resistant doors* Distance between emergency exits and marking* External access and access for rescue services* Additional measures: special lighting for emergency exits, signs showing what to do, barrier-free emergency exits• Fire protection Weighting: 18 percent* Fire protection on the tunnel structure* Fire resistance of cables* Drainage system for draining flammable and toxic liquids* Fire alarm systems: automatic/manual* Extinguishing systems: arrangement, signs, function* Time to reach the tunnel, fire brigade training and equipment* Capacity and efficiency of automatic extinguishing systems • Ventilation Weighting: 11 percent* Normal mode to thin out vehicle emissions* Control of the longitudinal flow in the tunnel and consideration of this in ventilation control* Temperature stability of facilities and equipment* Special fire programmes* Proof of correct functioning in fire trials and by flow measurements*Longitudinal ventilation: airflow speed, length of the ventilation section, airflow in the direction of traffic, reversible fans.* Transverse / semi-transverse ventilation: extraction volume flow, longitudinal flow control, opening / closing the exhaust air outlets can be controlled• Emergency management Weighting: 8 percent* Regular training for tunnel control centre staff* Maintenance plan* Emergency response plans* Automatic linking of emergency systems* Measures in the case of accident or fire* Regular emergency drills

Model TunnelModel TunnelBack to the Report:Back to the Report:

““Making Transportation Tunnels Making Transportation Tunnels Safe and SecureSafe and Secure”” Research Research

Recommendations.Recommendations.

3

Report RelatedReport RelatedDevelop a pocketDevelop a pocket--sized user guidesized user guide

Develop a CD containing the report tableDevelop a CD containing the report table

Summarize and publish a set of Summarize and publish a set of ““lessons learnedlessons learned””

Develop a program to conduct a series of Develop a program to conduct a series of interactive owner orientation workshopsinteractive owner orientation workshops

Develop an interactive electronic version of this Develop an interactive electronic version of this reportreport

Research issues identified by case studiesResearch issues identified by case studies

Develop a program to conduct interactive industry Develop a program to conduct interactive industry feedback workshopsfeedback workshops

Tunnel StructuralTunnel StructuralEvaluate the effects of fire on the tunnel Evaluate the effects of fire on the tunnel structurestructure

Develop ground improvement retrofitting Develop ground improvement retrofitting schemesschemes

Conduct structural blast damage potential Conduct structural blast damage potential analysesanalyses

Fire ProtectionFire ProtectionDevelop a program to encourage Develop a program to encourage development of more effective fire development of more effective fire detection systemsdetection systems

Evaluate the effectiveness of Evaluate the effectiveness of current tunnel fire detection current tunnel fire detection systems systems (Active Research Program)(Active Research Program)

Develop more effective broadDevelop more effective broad--based detection systemsbased detection systems

Fire ProtectionFire ProtectionEvaluate the effectiveness of Evaluate the effectiveness of current tunnel fire suppression current tunnel fire suppression systemssystems

Develop a program to encourage Develop a program to encourage development of more effective fire development of more effective fire suppression systemssuppression systems

Develop intelligent egress systemsDevelop intelligent egress systems

Emergency ManagementEmergency ManagementDevelop advanced coordinated Develop advanced coordinated control schemes for ventilation control schemes for ventilation systemssystems

Identify changes in operation Identify changes in operation protocols to enhance protocols to enhance safety/securitysafety/security

Develop a set of sample Develop a set of sample emergency response proceduresemergency response procedures

Develop guidelines for vehicle Develop guidelines for vehicle inspectionsinspections

Tunnel DesignTunnel DesignDevelop design criteria for new Develop design criteria for new tunnelstunnels

Identify retrofit technologies to Identify retrofit technologies to enhance safety enhance safety (for old tunnels)(for old tunnels)

Build test tunnels or modelsBuild test tunnels or models

4

GeneralGeneral

Develop a best practices manualDevelop a best practices manual

Develop a tunnelDevelop a tunnel--specific inspection manualspecific inspection manual

Collaborate with European/Asian research programsCollaborate with European/Asian research programs

ConclusionConclusionSimply Put:Simply Put:1. Today 1. Today -- Assessment of NeedAssessment of Need

2. Next 2. Next –– Perform ResearchPerform ResearchEstablish design criteria, specified or performance basedEstablish design criteria, specified or performance based

3. Design the Tunnel3. Design the Tunnel

4. 4. RepeatRepeat

1

Way Finding, Signage andWay Finding, Signage andHuman FactorsHuman Factors

Gunnar D. JenssenGunnar D. JenssenSenior Research ScientistSenior Research Scientist

SINTEF Transport Safety and InformaticsSINTEF Transport Safety and Informatics

NCHRP Workshop on NCHRP Workshop on Safety and Security in Roadway Tunnels Safety and Security in Roadway Tunnels Irvine California 28Irvine California 28--29 November 200729 November 2007

OnceOnce thethe futurefuture ofof transporttransport

OutlineOutlineIntroductionIntroductionStateState--ofof--thethe--artart–– Evacuation strategies NPRAEvacuation strategies NPRA–– UPTUN UPTUN

Human behavior in tunnel firesHuman behavior in tunnel firesHuman ResponseHuman Response

–– Safety, Comfort and Escape routes in long tunnelsSafety, Comfort and Escape routes in long tunnelsLessons LearntLessons Learnt

MisconceptionsMisconceptionsImportant Safety FactorsImportant Safety Factors

Signage Signage Minimum requirementsMinimum requirements

Research NeedsResearch Needs

ChangedChanged transportationtransportation historyhistory

Serious lessons learnt from fires in road tunnelsSerious lessons learnt from fires in road tunnels

Mont Blanc (FranceMont Blanc (France--Italy) 1999 March 24: Italy) 1999 March 24: 39 persons died39 persons diedTauernTauern (Austria) 1999 May 29 : (Austria) 1999 May 29 : 12 persons died12 persons diedSt. St. GotthardGotthard (Switzerland) 2001 Oct. 24:(Switzerland) 2001 Oct. 24:11 persons died11 persons died

Mont Blanc March 24. 1999Mont Blanc March 24. 1999Type of tunnel:Type of tunnel:–– Single tube, Single tube, twowaytwoway traffic, evacuation roomstraffic, evacuation rooms

Accident causeAccident cause–– Smoke from a trailer, fire when it stopped (cigarette / 8% steepSmoke from a trailer, fire when it stopped (cigarette / 8% steep hill)hill)–– Dangerous cargo? Dangerous cargo? …….Butter, flour, sugar .Butter, flour, sugar –– Long cue of vehicles, seriousness not realizedLong cue of vehicles, seriousness not realized–– Heat release, smoke & fire spreadHeat release, smoke & fire spread–– Engine failure?Engine failure?

Result: Result: –– 39 fatalities 39 fatalities –– 2 in 2 in evacevac. room, all on French side. room, all on French side–– 4 of 10 tried to turn, but failed4 of 10 tried to turn, but failed–– 29 dead were found in their cars, 7 outside29 dead were found in their cars, 7 outside–– 4 rescue vehicles met the smoke, escaped through 4 rescue vehicles met the smoke, escaped through

a ventilation pipe, 1 dieda ventilation pipe, 1 died–– 36 vehicles were destroyed36 vehicles were destroyed

2

TauernTauern May 2. 1999May 2. 1999Tunnel type:Tunnel type:–– Single tube, twoSingle tube, two--way traffic, evacuation roomsway traffic, evacuation rooms

Accident cause:Accident cause:–– Work in the tunnel created queueWork in the tunnel created queue–– Lorry loaded with paint smashed into the queue Lorry loaded with paint smashed into the queue –– Red light at tunnel entrances neglectedRed light at tunnel entrances neglected

Result: Result: –– 8 died in collision, 4 died in fire 8 died in collision, 4 died in fire –– 60 seriously ill of smoke inhalation60 seriously ill of smoke inhalation–– 40 vehicles and the tunnel roof were destroyed 40 vehicles and the tunnel roof were destroyed –– Some tried to turn, but the smoke was too thickSome tried to turn, but the smoke was too thick–– A man seeking for documents in his car, diedA man seeking for documents in his car, died

St. St. GotthardGotthard October 24. 2001October 24. 2001Type of tunnel:Type of tunnel:–– Single tube, twoSingle tube, two--way traffic, evacuation tunnelway traffic, evacuation tunnel

Cause of accidentCause of accident–– Collision between two heavy vehiclesCollision between two heavy vehicles–– Long cue of vehicles, seriousness not realizedLong cue of vehicles, seriousness not realized–– Motorists hesitate to leave their vehiclesMotorists hesitate to leave their vehicles

Result: Result: –– 11 died,11 died,–– 23 vehicles destroyed,23 vehicles destroyed,–– Roof fell downRoof fell down

IntroductionIntroduction –– Longer and Longer and deeperdeeper tunnelstunnels

ReducingReducing travel timetravel timeConnectingConnecting areas areas togethertogetherImprovingImproving urban urban environmentenvironmentRisk Risk ofof land slidesland slidesRisk Risk ofof avalanchesavalanchesClosedClosed roadsroads in in winterwinter

AnxietyAnxiety in in roadroad tunnelstunnels

AccidentAccident statisticsstatisticsversus versus thethe feelingfeeling ofofbeeingbeeing insecureinsecureReasonReason for for discomfortdiscomfort//anxietyanxiety–– MonotonyMonotony–– AbsenceAbsence ofof daylightdaylight–– Bad air Bad air qualityquality–– UnpleasantUnpleasant

associationsassociations in sub in sub seaseatunnelstunnels

PrevalencePrevalence ofof Tunnel Tunnel AnxietyAnxiety

RoadRoad tunnels (4 tunnels (4 NorwegianNorwegian studies)studies)–– 15 % 15 % feelfeel unpleasantunpleasant//areare afraidafraid–– 20 % 20 % feelfeel anxiousanxious (50 % (50 % femalefemale))–– 66--9 % negative9 % negative–– 4 % 4 % veryvery negativenegative

LongLong roadroad tunnels (tunnels (NorwayNorway))–– 30 % 30 % findfind it it dangerousdangerous (20 % male, 40 % (20 % male, 40 % femalefemale, 45 % , 45 % elderlyelderly))

Sub Sub seasea tunnelstunnels–– 44--12 % negative i 12 % negative i NorwayNorway–– 38 % in 38 % in DenmarkDenmark areare afraidafraid, 5 % , 5 % refucesrefuces to drive to drive throughthrough–– SupportedSupported in in SwedishSwedish AustrianAustrian and and ChineseChinese surveyssurveys

SuveysSuveys –– ConclusionConclusion

LongLong roadroad tunnels and sub tunnels and sub seasea tunnels tunnels have a have a considerabeconsiderabe negative negative effecteffect ononroadroad usersusers feelingfeeling ofof comfortcomfort

ThusThus, , therethere is a is a needneed for making for making thethetunnels more safe & tunnels more safe & attractiveattractive to to thethe roadroadusersusers

3

TheThe WorldsWorlds LongestLongest RoadRoad tunneltunnelLLæærdal 24.5km, Single bore, rdal 24.5km, Single bore, maxmax dailydaily traffictraffic volumevolume 400400

Safety, comfort

and

special lighting design

Planed escape route /roundabout

Improved Design Increaced safety & comfort.

Visible at 2 km distance

Single tube tunnelsSingle tube tunnels

Source: Per K.. Lund Civil Architecht

MNAL

Worlds longest road tunnel: Lærdal 24.5km longLarge rock caverns, divides tunnel into four sections

Rock Rock cavernscaverns

4 alternatives 4 alternatives testedtested in a driving simulatorin a driving simulator

Alt 2:”Water”

Alt 3:”Rock Crystals”

Alt 4:”Outdoor experiences”

Alt 1:”Basic”

Cavern 1 Cavern 2 Cavern 3

Strategies for interior design and Strategies for interior design and lighting have been a successlighting have been a success

NorwegianLighting 2001

Scandinavian lightingaward 2002

4

EscapeEscape routesroutes under under thetheroadroad

The world longest twin tube tunnel: 2 x 18 kmThe world longest twin tube tunnel: 2 x 18 kmQinlingQinling ZhongnanshanZhongnanshan Tunnel, China Tunnel, China

opened for traffic January 2007opened for traffic January 2007

Safety and special lighting designSafety and special lighting designGeology & Rock MechanicsGeology & Rock MechanicsTraffic ManagementTraffic ManagementVentilationVentilationFire safetyFire safety

33--D image of tunnelD image of tunnelCourtesy IPORYCourtesy IPORY

QZM Tunnel Management centerQZM Tunnel Management center

Safety measures recommended by SINTEFSafety measures recommended by SINTEFEscape routes to Escape routes to paralellparalell tunneltunnel

Every 250m for pedestriansEvery 250m for pedestriansEvery 750m for vehiclesEvery 750m for vehicles

5

Six rock caverns with special lighting designSix rock caverns with special lighting designDesigned, placed, and stressDesigned, placed, and stress--measured by SINTEF Rock measured by SINTEF Rock Mechanics and SINTEF Transport Safety and InformaticsMechanics and SINTEF Transport Safety and Informatics

西安 Xi’an

安康 Ankang

Borehole 1 Borehole 2

Breathing space in Chinese tunnel created by Norwegian artists dBreathing space in Chinese tunnel created by Norwegian artists designers esigners tested and developed in the SINTEF driving simulatortested and developed in the SINTEF driving simulator

Light emitting Diodes (LED) to increase comfort and Light emitting Diodes (LED) to increase comfort and visual guidance visual guidance

Seen as white with traffic flow and red if you drive against traSeen as white with traffic flow and red if you drive against trafficffic

UPTUN Human responseUPTUN Human responseTask 3.2: Tunnel user (TNO)Task 3.2: Tunnel user (TNO)

Content of work:Content of work:Two driving simulator studiesTwo driving simulator studiesVideo observations of crowd movement Video observations of crowd movement Evacuation in smokeEvacuation in smokeEvacuation modelingEvacuation modelingInnovative evacuation systemsInnovative evacuation systems

TNO driving simulator studyTNO driving simulator studyInvestigate effect of EU leaflet on best behaviorInvestigate effect of EU leaflet on best behavior

First encounter traffic queue, then stop then smokeFirst encounter traffic queue, then stop then smoke1 group natural behavior1 group natural behavior1 group read leaflet1 group read leaflet1 group leaflet and operator voice1 group leaflet and operator voice

ResultsResults

• 40% left engine running

• Most people do not use the radio

• Most people did not think it was necessary to act

• Not bad, did not see panic

• Leaving vehicle improves with leaflet and operator (<100%)

• People still need more information

6

SINTEF truck driving simulator studySINTEF truck driving simulator study

How do truck drivers behave in a tunnel fire?Does the EU leaflet help?

SINTEF truck driving simulator studySINTEF truck driving simulator study

Results– Only 20% stopped safely before the

accident

– 17% stopped besides the accident

– 2 % passed at a speed of 3 km/h (Cars 14% - 49km/h)

– 5% collision (EU leaflet!)

– No difference in risk perception

– People underestimate how far they are inside

Evacuation study and crowd videosEvacuation study and crowd videosGoal: improve evacuation models

Benelux evacuation tests (TNO, RWS)

If others do not act, people wait

If they evacuate, they may come back

Information of walking speed and waiting times in model

Train tests (various countries, TNO)

Effect of luggage, door width and height of stepping down

EvacuationEvacuation studystudy

ResultsResultsEvacuation studyEvacuation study

Clearly relevant, audible and visible information Clearly relevant, audible and visible information that reduces both the that reduces both the ““time in cartime in car”” and the and the ““hesitation timehesitation time””Most people react and step out of their cars after Most people react and step out of their cars after an announcement is madean announcement is madePeople reacting after the announcement also People reacting after the announcement also spend less time hesitating than those reacting spend less time hesitating than those reacting before the announcement is madebefore the announcement is madeIt is clear that the information provided fastens It is clear that the information provided fastens the evacuation process and provides a guiding the evacuation process and provides a guiding that is needed. that is needed.

Stage Stage modelmodel for for EvacuationEvacuationUPTUN WP3 Human UPTUN WP3 Human responseresponse

Figure 1: Three stages in peoples emergency behaviour based on observable behaviour

Three stages in peoples emergency behaviour based on observable behaviour

7

WayWay findingfinding by by sound and sound and visionvision

Sound beacon study (TNO, RWS)Sound beacon study (TNO, RWS)

Figure 1: Examples on escape route signs (Worm, E., 2005)

Examples on escape route signs (Worm, E., 2005)

New evacuation system (MRSL)New evacuation system (MRSL)• Visual information• Auditory information (sound beacons)• Tactile information• Not dependent on power• Low-cost installation• Temperature sensors• Atmosphere monitoring• Dynamic guidance

MisconceptionsMisconceptions

WhenWhen therethere is a fire in a tunnel is a fire in a tunnel peoplepeople panicpanic

MisconceptionsMisconceptionsPanic TheoryPanic Theory

When we realize the dangerWhen we realize the dangerReduced problem solving Reduced problem solving Passivity / paralyzedPassivity / paralyzedNot able to receive new informationNot able to receive new information

––Strong focus, Rigidity, Sharpened sensesStrong focus, Rigidity, Sharpened senses

Experience situation as in Experience situation as in ””slow motionslow motion””Shift of cognitive mode Shift of cognitive mode ((””acknowledgement of situationacknowledgement of situation””))

PanicPanic

Fight or flight Fight or flight In emergencies we do not act as In emergencies we do not act as ””rational citizensrational citizens””, but as the , but as the ””SavannahSavannah--humanhuman

ActualActual ObservedObserved BehaviorBehavior in in Tunnel FiresTunnel Fires

Initial phase:Initial phase:––Tendency to interpret information in Tendency to interpret information in positive positive manner (believe the best)manner (believe the best)

––Unrealistic perception of time availableUnrealistic perception of time available––Unrealistic perception of danger Unrealistic perception of danger ––Binding to group & belongings Binding to group & belongings

MisconceptionsMisconceptions

InformationInformation maymay scarescare peoplepeopleand lead to and lead to panicpanic

8

ActualActual ObservedObserved BehaviorBehavior in in Tunnel FiresTunnel Fires

It should be noted thatIt should be noted thatUPTUN evacuation UPTUN evacuation experiments showed:experiments showed:"dangerous" information"dangerous" information(e.g. explosion danger)(e.g. explosion danger)led to orderly evacuation led to orderly evacuation rather than to panicrather than to panic

This underlines that This underlines that

--InformationInformation--is the antidote to panicis the antidote to panic

MisconceptionsMisconceptions

Minimum Minimum requiredrequired Tunnel Closing Equipment is

sufficient to stop drivers andavoid secondary accidents?

ActualActual ObservedObserved BehaviorBehavior in in Tunnel FiresTunnel Fires

Red flashing stoplightsRed flashing stoplights

–– 20% drive past20% drive past–– Smoke in tunnel not enough to change behaviorSmoke in tunnel not enough to change behavior

Signals for closing tunnelBarrier for closing tunnel

Real Real AccidentAccident whilewhile wewe werewereinstallinginstalling ourour equipmentequipment, and , and thethe

tunnel tunnel waswas closedclosed

LessonsLessons learntlearntVisibility measures in smoke Visibility measures in smoke (Laser versus Humans)(Laser versus Humans)

2 m = disorientation2 m = disorientation10 m = poor visibility10 m = poor visibility20 m = moderate visibility20 m = moderate visibility50 m = good visibility50 m = good visibility

Placement of escape signsPlacement of escape signs–– Alternative way findingAlternative way finding–– Tactile, visual, audibleTactile, visual, audible

MisconceptionsMisconceptions

Herd Herd effectseffects areare purelypurelynegative for negative for evacuationevacuation

9

MisconceptionsMisconceptions

According to norms for evacuation in tunnels, According to norms for evacuation in tunnels, the walking speed is set to 1.5the walking speed is set to 1.5--2.0 m/sec. 2.0 m/sec.

These are, however, norms based on These are, however, norms based on observations of healthy adults. observations of healthy adults.

ActualActual tunnel tunnel evacuationevacuation and and crowdcrowd observationsobservations

We know today more about what is a realistic walking We know today more about what is a realistic walking speed during an evacuationspeed during an evacuation

RealisticRealistic walkingwalking speeds speeds areare onon averageaverage2.6 m/sec 2.6 m/sec (not 1.5(not 1.5--2.0 m/sec) 2.0 m/sec) RunningRunning starts starts approxapprox. 7 m/sec. 7 m/sec

Walking speed will depend, among others, on:Walking speed will depend, among others, on:VisibilityVisibilityCrowdednessCrowdednessHandicapHandicapAge (children, old people)Age (children, old people)Delay due to attachment to a group (family, travel companions etDelay due to attachment to a group (family, travel companions etc.)c.)LuggageLuggage

SignageSignage

EU EU directivedirectiveMinimum Minimum RequiredRequired SignageSignage

Road Signs shall be used to designate

Lay-bys(Pull-off area)Same sign shall be used for all kinds of emergency exits

Escape routes– Two nearest

emergency exits shall be signed on the sidewalls at distances no more than 25m

– at a height 1.0 to 1.5m above escape route level, with an indication of distances to the exits

EU EU directivedirectiveMinimum Minimum RequiredRequired SignageSignage

Figure 1: Line Signals (measures in mm) (Statens vegvesen, 2006)

EmergencyEmergency exitsexits–– If local conditions show that the above mentioned If local conditions show that the above mentioned

provisions are insufficient, short perpendicular escape provisions are insufficient, short perpendicular escape gallery or a parallel safety gallery with cross connections gallery or a parallel safety gallery with cross connections at maximum intervals of 500 m allowing people to escape at maximum intervals of 500 m allowing people to escape on their own should, be constructed. on their own should, be constructed.

–– No shelters unlinked to escape routes shall be built.No shelters unlinked to escape routes shall be built.

Distance between layDistance between lay--bysbys–– sshall not exceed 1000 m. hall not exceed 1000 m.

AdditionalAdditional provisionsprovisions for for twintwin--tubetube tunnelstunnels–– In In thethe eventevent ofof an an incidentincident thethe otherother tube is used as tube is used as

escapeescape and and rescuerescue routeroute. . PedestrianPedestrian crosscross--connectionsconnectionsshallshall link link thethe tubes at tubes at maximummaximum intervalsintervals ofof 500 m. 500 m.

–– EveryEvery thirdthird crosscross--connectionconnection shallshall allowallow thethe passage passage ofofemergencyemergency service service vehiclesvehicles. .

–– PropagationPropagation ofof smokesmoke ofof gases from gases from oneone tube to tube to thetheotherother shallshall be be preventedprevented

10

kkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkk

Key research needsKey research needs1.1. State of the art / existing tunnels (US)State of the art / existing tunnels (US)

2.2. Retrospective & Proactive studies Retrospective & Proactive studies Accidents, near miss, effective self rescueAccidents, near miss, effective self rescue

3.3. Surveys Surveys Tunnel experience/fearTunnel experience/fearRecall & use of safety information / installationsRecall & use of safety information / installations

4.4. Effective Education & TrainingEffective Education & Training

5.5. Project specific research: Project specific research: Extremely long, deep (subExtremely long, deep (sub--sea), complex city tunnelssea), complex city tunnels

6.6. Innovative solutionsInnovative solutionsEvacuation support/assisted supportEvacuation support/assisted support

ITS for tunnel safety: ITS for tunnel safety: LED Lights/ tactile/ AcousticLED Lights/ tactile/ AcousticStop cars from enteringStop cars from enteringDetecting dangerous goods/vehiclesDetecting dangerous goods/vehicles

Accidents

Safe Travel

Chatastrophes

Near miss - incidents

What can we learn from What can we learn from incidents?incidents?

What can we learn from:What can we learn from:““A near death experienceA near death experience””

Fire in a bus in a sub sea tunnel Fire in a bus in a sub sea tunnel (10% incl.)(10% incl.)

–– Phase 1:Phase 1:Bus driver tried to extinguish, unsuccessfulBus driver tried to extinguish, unsuccessfulLuggage was brought forward Luggage was brought forward Walked out of the tunnel with their luggageWalked out of the tunnel with their luggagePassengers got lift by passing vehiclesPassengers got lift by passing vehicles

–– Phase 2: Phase 2: Some passengers stayed with driverSome passengers stayed with driverControl center alarmed Control center alarmed (by mobile phone)(by mobile phone)

–– Phase 3:Phase 3:Firemen entered contrary to orders from chiefFiremen entered contrary to orders from chiefFire extinguished Fire extinguished

Unfortunately all went well, no experienceUnfortunately all went well, no experience30.000 m2 highly inflammable PE insulation30.000 m2 highly inflammable PE insulation

ReasearchReasearch on education & Trainingon education & Training

Challenge lies in handling Challenge lies in handling variation among involved variation among involved road usersroad usersVariation across: Variation across:

language, language, age, age, sex, sex, culture, culture, MobilityMobility

Challenge lies in educating & informing Challenge lies in educating & informing driversdrivers

Project Project spesificspesific researchresearch

LongerLongerDeeperDeeperMore More complexcomplex, more , more traffictrafficOnOn--offoff ramps, ramps, JunctionsJunctions. . roundaboutsroundabouts

11

ITS for tunnel ITS for tunnel safetysafety

Area specific ACCArea specific ACCCar to car communicationCar to car communicationIn vehicle infoIn vehicle info

Advanced driver supportAdvanced driver supporttowards Cotowards Co--operative systemsoperative systems

OnOn--board board systems +systems +

E/E E/E ArchitechitechtureArchitechitechtureCANCAN--busbusDigital mapsDigital mapsSensorsSensorsACCACC

CarCar--toto--car car Communication +Communication +

Com. systemsCom. systemsFrequencyFrequencyProtocolsProtocols

Car-to-infrastructure Communication

Com. systemsFrequencyProtocolServicesResponsabilityCost sharing

IncreasedIncreased safetysafety and and comfortcomfort withwith LEDLED

Project Project spesificspesific researchresearch

WayfindingWayfinding signagesignage and human and human FactorsFactorsExtremlyExtremly::–– LongLong–– DeepDeep–– ComplexComplex, , highhigh densitydensity city tunnels city tunnels

Design Design ofof tunnel tunnel OnOn--offoff ramps, ramps, JunctionsJunctions. . roundaboutsroundabouts

Stockholm ringStockholm ring

1

Fire Growth and Heat Release in Tunnel Incidents

Prof. Haukur Ingason

SP Fire Technology (www.sp.se)Malardalen University (www.mdh.se)

NCHRP 20-7 Task 230Workshop on Safety and Security in Roadway TunnelsNovember 28, 29, 2007Beckman Center, Irvine California

Reported from the Eurotunnel fire 1996 [Liew et al 1998]

NV 10 HGVEtot 2200 GJHRRmax 370 MWtmax 1 htd 2.5 h V Ventilation controlled

Estimation of the Tauern fire 1999

NV 16 HGVEtot 4000 – 4500 GJ HRRmax 300 - 400 MWtmax 2-3 htd 7 – 10 h F Fuel controlled

Newhall Pass Tunnel October 12, 2007

Large fires in road tunnels

2<6->200-504 HGV, 3 firefighting vehicles

Frejus tunnel, 2005

113-4->200 -4113 HGV, 10 cars

St Gotthard, 2001

399-13 h2-3 h300-3805000-70005015 HGV, 9 cars *

Mont Blanc, 1999

12 7-10 h2-3 h300-4004000-45004516 HGV, 24 cars

Tauern, 1999

02.5 (3.4) h1 h37022004510 HGVChannel tunnel, 1996

Road tunnels

Estimated fire duration

Estimated time to peak HRR

Number of fatalities

Estimated peakHRR

(MW)

EstimatedEtot

(GJ)

Tunnel cross -section(m2)

Vehicle typeAccident, year

Frejus tunnel fire – France-Italy 200517:47:38 17:48:24

17:48:30 17:49:18

Conseil Général des Ponts et Chaussées1er mars 2006Bureau d’Enquêtes sur les Accidentsde Transport TerrestreAffaire n°BEATT-2005-006

2

Frejus tunnel fire – France Italy 200517:50:55 17:52:42

17:53:55 18:05:00

We have learned that …

• it is the vehicles that burns and not the tunnel

• people do not behave as we engineers would like them to do

• more vehicles are involved than we designed the tunnels for

• we must consider the fire growth rate and not only MWs

• semi-trailers load cabins must be built in non-combustible material

• fire spreads by ventilation

• fire departments get into problems

Fire in vehicles (video)Tests performed by SP

Runehamar tests 2003 (video) HRR from large vehicles

0

50

100

150

200

250

0 10 20 30 40 50 60

EUREKA 499 - HGVEUREKA 499 - simulated truck loadBenelux - 36 wood pallets - 0 m/s - (T8)Benelux - 36 wood pallets - 4-6 m/s - (T9)Benelux - 36 wood pallets - 6 m/s - (T10)Benelux - 72 wood pallets - 1-2 m/s - (T14)Runehamar - wood and plastic pallets (T1)Runehamar - Wood pallets - mattrasses (T2)Runehamar - furnitures and fixtures (T3)Runehamar - cartons and PS cups (T4)

Hea

t Rel

ease

Rat

e (M

W)

Time (min)

3

Fire that ”jumps” between vehicles

1 2 3

T

Influence of wind on maximum heat release rate

0

50

100

150

200

250

0.00 0.20 0.40 0.60 0.80 1.00 1.20

uc (m/s)

q"m

ax (k

W/m

2 )

Wood crib A Wood crib B Free burn

Model scale tests at SP , see SP Report 2005:49

Influence of wind on fire growth rate

0

20

40

60

80

100

120

140

0.00 0.20 0.40 0.60 0.80 1.00 1.20

uc (m/s)

ΔQ

/ Δt

(kW

/min

)

Model scale tests at SP, see SP Report 2005:49

Time Temperature curves - RWS, HC, ISO

0

200

400

600

800

1000

1200

1400

0 20 40 60 80 100 120

TISO 834

THydrocarbon

TRWS

Gas

tem

pera

tur [

o C]

Tid [min]

Relation between Q, u, and A

)1(900)5(

uAQ

eT −= )1(1100)5(

uAQ

eT −= )1(1350)5(

uAQ

eT −=

Low severity: Medium severity: High severity:

Maximum ceiling temperaturesLongitudinal flow

0200400600800

1000120014001600

0 1 2 3

Q/u A (MW/m3/s)

Cei

lingt

empe

ratu

re

(o C)

Memorial ZwenbergOther liquid firesHGVModel tests SP 2002Model tests SP 2005Modeltests FOI SPRunehamar T1Runehamar T2Runehamar T3Runehamar T4lowmediumhigh

Tests with Water Mist system

4

Conclusions

• Mainly HGV involved in large fires

• Fire can spread over 100 m creating fires over 300 MWs

• Fire growth rate influenced by ventilation

• Ventilation assists in fighting fires

• Water spray systems prevent fire spread

A unique expertise thanks to the diversity and complementarity of the partner organisations

European distributed (virtual) large scale facility for underground safety and security

=

LL--surFsurF ServicesServices

Why L-surF? What is L-surF? L-surF Services Products and Services

New interesting SP Report

Comparison and Review of Safety Design Guidelines for Road Tunnels

Hak Kuen KimAnders LönnermarkHaukur Ingason

www.sp.se -> in english -> publications -> extended search

SP Report 2007:08

1

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Incident Detection and Tunnel Ventilation

Peter J. Sturm (sturm@vkmb.tugraz.at)

Institute for Internal Combustion and ThermodynamicsGraz University of Technology

AASHTO/NCHRP 20-7 Task 230Workshop on Safety and Security in Roadway Tunnels,

Nov. 2007, Beckman Center, Irvine CA

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Content

Ventilation SystemsDesign guidelines Control

Incident detectionManual Automatic (heat detectors, CCTV)Interaction with ventilation control

Problems with ventilation control in tunnelsConclusions

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Tunnel ventilation why?

Aim of ventilation provide sufficient air quality for a safe usage of the tunnel (normal operation) improve the safety during fire events

National and international guidelines define the type of ventilation as a function of tunnel length and traffic volume

PIARC guidelines (recommendations)national guidelines (obligations)

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Ventilation systems

Longitudinal Ventilation

Source: PIARC 07 Photo: W. Stroppa

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Ventilation systems

Longitudinal with (massive) point extraction

Source: PIARC 07

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Ventilation systems

Semi transverse ventilation (air injection)Not for fire situations

Source: PIARC 07

2

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Ventilation systems

Semi transverse ventilation in incident mode (air extraction)

Source: PIARC 07

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Ventilation systems

Full transverse ventilation

Source: PIARC 07

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

System selectionCriteria

Traffic volume Tunnel lengthRisk (share of heavy goods vehicles, hazardous goods, congestions)Selection has to be confirmed by a risk assessment

EU guideline Mechanical ventilation for tunnels with more than 2.000 Veh/day and a length > 1 kmTransverse ventilation (semi or full) for tunnels with more than 2.000 Veh/day and a length > 3 km

Require remote controlled dampers for smoke extraction

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

System selection - unidirectional traffic

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

System selection - bidirectional traffic

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Requirements on mechanical equipment

g Jet fansTemperature: 400 °C over 2 hours (A), in Germany only in cases of tunnels with high riskMaterial: Stainless steel with very high qualityCables: Fire resistant 90 min

g Axial fans (transverse systems)Fans and all equipment in the exhaust air duct 400°C over 120 minMaterial: all parts in connection with exhaust air stainless steel with very high quality

3

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Ventilation control

g Tunnelg Ventilation g Ventilation philosophyg Sensors (detection and control)g Control mechanism (software)

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Ventilation controlg Normal operation

Monitoring of carbon monoxide (tracer for health concerns)Control of visibility or light extinction (accident prevention)Control of NOx (NO2) in case of portal or shaft locations in critical regions (environmental concerns)

g Fire caseSupport of self rescue possibilities (phase 1)Support of external rescue forces (phase 2)

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Dürnsteintunnel Wachau; transverse ventilation 1958

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Dürnsteintunnel/Wachau Querlüftung 1958

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Axial fans (200 m³/s, 800 kW)

© T. Waltl

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Comparison with target value

ok?

ActionY No

Situation inside the tunnel

Concentration (CO, NOx)VisibilityTraffic volumeAir velocity

{

Control of fans{

Reaction

Control scheme

4

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Normal operation (CO, visibility)

actual valueCO < 25 ppm

re-opening the tunnel false

true actual valuevisibility

< 3,5x10-3 m-1

actual valueair volicity< 10 m/s

true

false false

controllerdefines the amount of

jet fans to reachCO ~ 30 ppm

controllerdefines the amount of

jet fans to reachk ~ 3,5x10-3 m-1

controllerdefines the amount of

jet fans in theopposite direction

false

CO ≥ 150 ppmas 1 minute

average

CO ≥ 100 ppmas 10 minute

average

true

false

true

true

closure of the tunnel

k ≥ 12x10-3 m-1

as 10 minuteaverage

true

false

tunnel isclosed

trueCO < 90 ppmwith decreasing

tendency

false

false

truek < 7x10-3 m-1

with decreasingtendency

true

tunnel still closedfalse

normal operation

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Ventilation controlFire case

localization of the fire

allocation to the right fire control section

FIRE

selection of theflow sensor„sensor OK“

freezing the current ventilator status

turning off the ventilator with priority „0“

next lower priority number of the flow sensors

false

true

determination of the flow direction(depending on the prevailing flow)

depending on thedetermined

flow direction

priority and direction defaults for the fire ventilation(table 4-4 to table 4-5)

priority and direction defaults for the fire ventilation(table 4-2 and table 4-3)

prevailing flow indirection Villavicencio

prevailing flow indirection Bogotá

keep status

actual flow velocityis in the range

of the set value for theflow velocity(chapter 4.6)

true

false

controllerdefines the amount

of necessaryjet fans

incident ventilation

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Ventilation philosophy during the self rescue phase

g Main criterion Velocity of the air/smokeg Too high – self-rescue possibilities restricted

g Too slow big backlayering may restrict self rescue possibilities

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Ventilation philosophy; longitudinal ventilation, unidirectional traffic

g Movement of the smoke in driving direction g maximum velocity of air

A: 1,5 m/s to 2 m/s (RVS 09.02.31)D: critical velocity ~ 3m/s (RABT)CH: 3 m/s (ASTRA)

g Priorities for fans (A)

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Ventilation philosophy; bidirectional traffic or unidirectional and congestion

g Movement of the smoke in driving direction g maximum velocity of air

A: 1,0 to 1,5 m/s (RVS 09.02.31)D: 1,5 m/s (RABT)CH: 1,5 m/s (ASTRA)

g Priorities for fans

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Ventilation philosophy, PIARC draft 2007

Case Traffic prior to incident Principle for longitudinal ventilation A Unidirectional traffic

without traffic congestion

Flow velocities in direction of traffic to prevent or at least minimize backlayering of smoke

B Unidirectional traffic with traffic congestion

Relatively low flow velocities (e.g 1.2+/-0.2 m/s)in direction of traffic in order to minimize flow spread upstream, to allow smoke stratification, to support dilution of toxic gases and to enable people to escape.

C Bidirectional traffic Relatively low flow velocities should be maintained, avoiding flow reversal unless circumstances dictate otherwise (for example fires near portals), to allow smoke stratification, and to enable people to escape in both directions.

5

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Transverse ventilation Exhaust Air Duct Street Tunnel V long towards the fire

1,2 km3,8 km

Ab lu f t k a na l 4

1,2 km3,8 km

Ablu f t k a na l 3

© T. Waltl

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Required information

g Normal operationIn – tunnel air quality (CO, visibility, air speed)

g Fire caseDetection of the alarmLocalization of the eventAir velocity at the time of detectionTraffic situation at the time of detectionTarget velocity depending on traffic situation and location of incident

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Required information

g Two major problemsDetection of the location of the incident

Location influences the • selection of fans (priority order) in longitudinal

ventilated tunnels• selection of damper(s) to be opened in transverse

ventilated tunnelsQuality of the velocity signal

• must give the average velocity over the tunnel cross section

• and must be accurate

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Manual detection (emergency case)

g From inside tunnelg Reaction:

alarm goes to the control centerconfirmation and activation by operator

g ProblemNo exact description ofthe incident location

Phone

Extinguisher

Emergency

button

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Manual detectiong In control center via video detection

Reaction: activation by operatorin case of CCTV confirmation of alarm and activation of procedures

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Automatic detection

g Linear heat detectorsreliable for stationary sourcesalarm triggered by a linear heat detector activates automatically the alarm proceduresSystem requirement: Pre-alarm after 60 s, alarm after 90 s ( 120 s resp. 150 s if air velocity > 3m/s)

g Smoke detectione.g. visibility meters (RABT (D) requires opacimeters every 300 m)problem: smoke moves with the air, capturing of source not easyin most cases no automatic start of emergency procedures

manual confirmation by operator required

6

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Automatic detection

g Video detection (CCTV)Very quickDetection of abnormal situations possible problems with moving smoke (location?)In order to detect the location of a stationary source, minimum distance between cameras ~ 50 to 70 m

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Ventilation control

g Tunnel

g Ventilation system

g Methodology (philosophy)

g Detection

g Software (controller)

?

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Controller

g Aim of the controller is to achieve the target value as soon as possible and keep it stable

Vel

ocity

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Requirements for sensor for air velocity

g Velocity value as average over cross sectiong Required accuracy +/- 0,3 m/sg Short response (t90) time and time resolution in

the Hz range g Proper positioning of sensors

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

-3.0-2.5-2.0-1.5-1.0-0.50.00.51.01.52.02.53.03.54.04.55.05.56.0

17:20 17:25 17:30 17:35 17:40 17:45 17:50 17:55 18:0

Ges

chw

indi

gkei

t [m

/s]

LG_2 (Hitzdraht) Referenzmessgerät LG_2 (USA)

Bindermichl east bore, problem oscillation

Target velocity band

Problem: sensors too slow and influenced by fans

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Longitudinal ventilation, simple on/off switches of fans Test B Zone 7 orig. activation from fire extinguisher

-6.00

-5.00

-4.00

-3.00

-2.00

-1.00

0.00

1.00

2.00

3.00

10:06:58 10:09:50 10:12:43 10:15:36 10:18:29 10:21:22 10:24:14

m/s

Actual velocityNo. of activated fans

Alarm on

Alarm off

BOG

V/CIO

Target value

activation of fans too quick

Big fans (1600 N thrust)acting against meteorological conditions

reaction of air inside tunnel time shifted

Sensor signal ???

7

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Longitudinal ventilation, simple on/off switches of fans Test D Zone 7 (15s floating average)

-8.00

-6.00

-4.00

-2.00

0.00

2.00

4.00

6.00

14:15:22 14:16:48 14:18:14 14:19:41 14:21:07 14:22:34 14:24:00 14:25:26 14:26:53 14:28:19

m/s

VELAIRE PROMEDIONo. of activated fansupper target velocity lower targer velocity

Alarm on

Alarm off

BOG

V/CIO

Big fans (1600 N thrust)acting against meteorological conditions

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Effect of false signal from vel. sensor

763 m

640 m

455 m

Lüfte

rsta

tion

Raac

h

Ruin

e Gö

stin

gFürs

tens

tand

Scha

cht N

ord

240m

Scha

cht S

üd 9

0m

Kave

rne

Nord

Kave

rne

Süd

TUNN

ELZE

NTRA

LETu

nnel

mei

ster

ei W

eblin

g

Lüftungsabschnitt Lüftungsabschnitt Lüftungsabschnitt Lüftungsabschnitt Lüftungsabschnitt123456

Nota

usfa

hrt S

üd

Nota

usfa

hrt N

ord

RAACH

NO

RD

SÜ

D

KARVERNE SÜD

WEST-RöhreNeubau

OST-RöhreBestand

ABLUFT ZULUFT

1,2 km3,8 km1,2 k m3,8 k m

ABLUFTZULUFT

G AJW 1G AJW 1

KARVERNE NORDBetriebstation

RAACH

Velocity sensor

Fire location

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Problem analysis

g False sensor signalg Too much air from

downward the fireg Only fresh air was

extracted

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Problems with software bugs and errors in addressing fans

g Longitudinal ventilated tunnel

g 2nd fire alarmg wrong fans used

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Smoke movement longitudinal ventilated tunnel

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Smoke movement longitudinal ventilated tunnel

8

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Smoke movement longitudinal ventilated tunnel

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Smoke movement longitudinal ventilated tunnel

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Main problems found

g Controller not adjusted for the tunnel and its specific situation

g Wrong or misplaced velocity sensorsg Fans can not use the full thrust because of

misplacement, influences by other equipment, too short distances between fans, etc.

g Unpredictable influences from additional on/off ramps inside tunnel, open cross passages (for vehicles), open egress doors,…

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Air velocity sensor

A7 - UFT BindermichlTraffic signs

Fans

Extreme width

Fans all 100 mHuge number of traffic signsvariable cross sectionsadditional on/off ramps inside tunnel

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Highway with connecting ramps

Sout

h po

rtal

Nor

th p

orta

l

A B C

D E F G H

I J

A

Driving direction

Jet fan Fire detection section

Anemometer

LG_2LG_1

LG_SP

LG_NP

2

2

4

4

6

6

8

8

10

10

12

12

14

14

16

16

18

18

Exit

Mul

dens

traße

Exit Muldenstraße

Sout

h po

rtal

Nor

th p

orta

l

A B C

D E F G H

I J

A

Driving direction

Jet fan Fire detection section

Anemometer

LG_2LG_1

LG_SP

LG_NP

2

2

4

4

6

6

8

8

10

10

12

12

14

14

16

16

18

18

Sout

h po

rtal

Nor

th p

orta

l

A B C

D E F G H

I J

A

Driving direction

Jet fan Fire detection section

Anemometer

LG_2LG_1

LG_SP

LG_NP

2

2

4

4

6

6

8

8

10

10

12

12

14

14

16

16

18

18

Exit

Mul

dens

traße

Exit Muldenstraße

Without ramps Muldenstraße ca. 50% less fans required

Ram

psM

ulde

nstra

ße

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Bindermichl incident ventilation, east bore

Firelocation

9

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Bindermichl incident ventilation, west bore

Prag

AusfahrtAuffahrtA1 (Wien/Salzburg)

Fire locationFans with good efficiencyFans with reduced

efficiency

~1%~4%

At higher heat releaserates

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

A B C FED HG I JSL17_1 SL15_1

SL17_2 SL15_2

SL13_1 SL11_1 SL9_1 SL7_1 SL5_1 SL3_1 SL1_1

SL13_2 SL11_2 SL9_2 SL7_2 SL5_2 SL3_2 SL1_2

LGBG1LGSP LGBG2 LGNP

Ventilator

Strömungsmessgerät

Brandtasse

Übergeordnete Brandzone

SL17_2

LGBG2

B

Muldenstraße

-2.0-1.5-1.0-0.50.00.51.01.52.02.53.03.54.0

16:1

516

:16

16:1

716

:18

16:1

916

:20

16:2

116

:22

16:2

316

:24

16:2

516

:26

16:2

716

:28

16:2

916

:30

16:3

116

:32

16:3

316

:34

16:3

516

:36

16:3

716

:38

16:3

916

:40

Zeit [hh:mm]

Strö

mun

gsge

schw

indi

gkei

t [m

/s]

LGBG2 LGNP Istwert

Bra

ndbe

ginn

.

Fire location

Control value Velocity in firezone

Flow reversal

Fire test

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Traffic needs vs. tunnel design

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Measures to avoid influences from “false air”

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Conclusions

Consideration of fire case requires a high technical standard in ventilation and ventilation controlComplex ventilation control requires a high standard for sensors and detection Automatic (feed back) control of ventilation system is necessary, manual control only in “simple”longitudinal ventilated tunnels possibleDevelopment (adjustment) of the controler requires time and test possibilities in the tunnel without any traffic

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Conclusions

System proof (hot smoke) is necessary before opening the tunnel Checks on a regular basis for all elements of the “system” imperative (not only maintenance)Improved technology results in increased safety standards BUT an increased risk in case of a malfunction of one part of the system (detection, sensor, software)

10

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Research needed (not only research)

g DetectionReliable and quick smoke detectionDetection of moving fire sourcesCCTV (problem of position and distance between cameras)

g Control system vs. human behaviorImplementation of “unexpected” situations into the control scheme (e.g. open doors of big cross passages, inclusion of more sensor information)

g Emergency lighting

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Research needed (not only research)

g Requirements on equipment in tunnelsg Test protocols for tunnels in operation

Currently most tests are done only during the commissioning/approval of the tunnel (i.e. once in the lifetime of the tunnel)Equipment tests (not maintenance)Function tests (incident procedures)Leakage tests (transverse ventilated tunnels) (false ceiling, dampers,…)

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Human behavior

Thank you for your attentionInstitute for Internal Combustion Engines and Thermodynamics

Graz University of Technology

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Thank you for your attention

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

City tunnels

11

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

0.0

0.5

1.0

1.5

2.0

2.5

3.0

3.5

4.0

4.5

5.0

18:1

8

18:1

9

18:2

0

18:2

1

18:2

2

18:2

3

18:2

4

18:2

5

18:2

6

18:2

7

18:2

8

18:2

9

18:3

0

Strö

mun

gsge

schw

indi

gkei

t [m

/s]

Istwert für Regelung U im Abschnitt A LGO

Brandbeginn/fire

Detektion/detection

Fire test, south tube direction ⇒Prag

Fire location

Velocity sensorsControl value

Adjusted to the different cross sections

velocity in fire section

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Fire test

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Fire test

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Fire test

Institute for Internal Combustion Engines and ThermodynamicsGraz University of Technology

Influence of ribs

1

Risk Management and Safety Concept for theØresund Link ImmersedTunnel

Mikael W Braestrup, M Sc, Ph D

Senior Engineer, Ramboll, Denmark

mwb@ramboll.com 2Slide

Risk Management and Safety Concept for theØresund Link Immersed Tunnel

•Introduction•Danish Strait Crossings•The Øresund Link Tunnel

- Contracting- Risk Analysis- Safety Features- Construction- Operation

3Slide

Location Map

4Slide

Location Map

Denmark•5.5 million•43000 km2

5Slide

Denmark

SwedenDenmark

Germany

Jutland

FunenZealand

Copenhagen

6Slide

Transport Infrastructure

2

7Slide

Transport Infrastructure

8Slide

Transport Infrastructure

9Slide

Transport Infrastructure

10Slide

Transport Infrastructure

11Slide

Transport Infrastructure

Vildsund 1874

12Slide

Railway Bridges

Madsnedssund 1884

3

13Slide

Railway Bridges

Madsnedssund 1884

14Slide

The Danish Straits: Lillebælt, Storebælt, Øresund

Baltic Sea

North Sea

Skagerak

Kattegat

Lillebælt Storebælt(Great Belt)

Øresund

Copenhagen

Jutland

15Slide

Storebælt – The Great Divider

16Slide

Storebælt – The Great Divider

17Slide

Lillebælt – The Cultural Barrier

Baltic Sea

North Sea

Skagerak

Kattegat

Lillebælt Storebælt(Great Belt)

Øresund

Copenhagen

Jutland

18Slide

Øresund – The Economic Lifeline

Baltic Sea

North Sea

Skagerak

Kattegat

LillebæltStorebælt

(Great Belt)

Øresund

Copenhagen

Elsinore

4

19Slide

The Danish Straits: Lillebælt, Storebælt, Øresund

Baltic Sea

North Sea

Skagerak

Kattegat

Lillebælt Storebælt(Great Belt)

Øresund

Copenhagen

1775

20Slide

Lillebælt Bridges 1935, 1970

New Bridge 1970

Railway Bridge 1935

21Slide

Danish Strait Crossings: Lillebælt, Storebælt

Lillebælt Bridges 1935, 1970

22Slide

Storebælt Fixed Link 1997, 1998)

West Bridge (6.6 km)

New Sprogø (1.2 km2)

East Tunnel (8 km)

East Bridge (6.7 km)

18 km (Coast-Coast)

EUR 4000 Million

23Slide

Danish Strait Crossings: Lillebælt, Storebælt, Øresund and Femer Bælt

Storebælt Link 1997, 1998

Femer Bælt Link 2018?

Øresund Link 2000

Lillebælt Bridges 1935, 1970

24Slide

Danish Strait Crossings: Road Tunnels ?

5

25Slide

Danish Road Tunnels: Limfjorden

Limfjorden 1969

Aalborg

26Slide

Danish Road Tunnels: Limfjorden, Guldborgsund

Limfjorden 1969

Guldborgsund 1988

27Slide

Danish Road Tunnels: Limfjorden, Guldborgsund, Øresund

Limfjorden 1969Guldborgsund 1988

Øresund 2000

28Slide

Øresund Fixed Link (1993 – 2000)

Dual TrackRailway

Four LaneMotorway

29Slide

Øresund Fixed Link - Location

30Slide

Øresund Fixed Link - Location

Castle Elsinore

6

31Slide

Øresund Fixed Link - Location

Castle Elsinore

Øresund Region

3.5 million people5 universitiesHigh tech enterprisesInternational airport

32Slide

Øresund Fixed Link (1993 – 2000)

Dual TrackRailway3 trains/hr

Four LaneMotorwayAADT 19000

16000commuters

33Slide

Øresund Fixed Link - Organisation

Toll Funding

34Slide

Øresund Fixed Link - Organisation

Toll Funding

EUR 3000 million• Danish Landworks• Coast – Coast• Swedish Landworks

35Slide

Øresund Link Coast - Coast (1995 – 2000)

Peninsula (0.9 km2)

Øresund Tunnel (3.8 km)

Peberholm (1.3 km2, 4.0 km)

Øresund Bridge (7.8 km)

16 km (Coast-Coast)

EUR 2000 Million36Slide

Øresund Tunnel

•Immersed tube concrete•No external membrane

7

37Slide

Øresund Tunnel

•Immersed tube concrete•No external membrane

38Slide

Øresund Tunnel

•Immersed tube concrete•No external membrane•Gravel bed foundation•Longitudinal ventilation •Smoke-free escape gallery

39Slide

Contract Philosophy

1992:Owner Øresundskonsortiet: Design & Construct Contracts

June 1993:House Consultants: Functional Tender Designs

40Slide

Contract Philosophy

1992:Owner Øresundskonsortiet: Design & Construct Contracts

June 1993:House Consultants (ØLC) : Functional Tender DesignsFour contracts (two combined)

D & R Contract•Tunnel trench•Navigational channel•Peninsula & Island construction•Work harbours & trenches•Compensation dredging

41Slide

Compensation Dredging – Baltic Sea

World’s largest body ofbrackish water.

Marine life dependent oninflow of salt and oxygenated water.

Blockage could have severe consequencesfor Baltic fisheries.

Government decision: Zero blockage.

42Slide

Compensation Dredging

8

43Slide

Compensation Dredging

StorebæltLeonardo da Vinci

44Slide

Compensation Dredging

StorebæltLeonardo da Vinci

ØresundTrial dredging

45Slide

Compensation Dredging

StorebæltLeonardo da Vinci

ØresundTrial dredging

•No blockage•Max 5 %

sediment spill

46Slide

Contracting

March 1991: Intergovernmental Treaty

Summer 1991:Ratification

June 2004:Construction Permit

July 1995: Contracts: D & R (EUR 300 Million) Tunnel (EUR 700 Million)

November 1995: Contract: Bridges (EUR 1000 Million)

47Slide

Design Documents

48Slide

Design Documents

9

49Slide

Risk Management

50Slide

Risk Management

51Slide

Risk Acceptance Criteria

ALARP

ALARP: As Low As Reasonably Possible 52Slide

Risk Acceptance Criteria

Fire Scenarios (Road)CarTruckHeptaneLPG

Operational Risk Analysis Report(Being updated 2007)

53Slide

Risk Mitigation

54Slide

Risk Mitigation

Design EventFrequency corresponding to characteristicload value

10

55Slide

Technical Design Basis

DB-GN: Design Basis - General

DB-EN: Design Basis – Environmental

DB-CS: Design Basis – Civil and Structural

DB-GE: Design Basis - Geotechnical

DB-ME: Design Basis – Mechanical and Electrical

DB-RA: Design Basis – Railway Works and Installations

DB-SA: Design Basis - Safety

Target Safety Index β = 4.7

56Slide

Safety Requirements - KKSURR

KKSURR Report Design Basis Safety

Design demands

Risk Analysis

Safety Concept

KKSUR (advisory group)

Coast – Coast, Safety, Accidents, Rescue and Clearance

57Slide

Safety Requirements

Safety Features:

Escape RouteFire ProtectionFire FightingVentilationDrainagePower SupplySCADA

58Slide

Tunnel Construction - Dredging

Bucket Dredger Chicago

7 million m3

Cutter Suction Dredger castor

59Slide

Kastrup Peninsula

60Slide

Peberholm

11

61Slide

Tunnel

Immersed Length 3510 m20 Elements175 m

62Slide

Tunnel Element Fabrication

ElementSize56000 t175 m

8 Segments (22 m)2800 m330 hrs

63Slide

Tunnel Element Installation

64Slide

Tunnel Element Immersion

65Slide

Tunnel Element Immersion

Production Rate:1 element (175 m) per month

66Slide

0

5.000

10.000

15.000

20.000

25.000

30.000

1998

1999

2000

2001

2002

2003

2004

2005

2006

Year

Num

ber o

f veh

icle

s/da

y

Great Belt

Øresund

Ferries,Great Belt

Tunnel Operation - Traffic

Traffic Development 2005-06•Storebælt 9 %•Øresund 16 %•Motorways 2.4 %

Øresund Budget

12

67Slide

Tunnel Operation – Traffic Development

16000 Commuters (2006)•6000 by car

•10000 by train

-

2.000

4.000

6.000

8.000

10.000

12.000

14.000

16.000

18.000

20.000

2001 2002 2003 2004 2005 2006 2007

+ 16%+ 10%

+ 14%

+ 16%

+ 15%

+ 18%

Business29%

Commuting5%

Leisure28%

Short-breaks19%

Holidays19%

2001

Business25%

Commuting30%

Leisure22%

Short-breaks12%

Holidays11%

2006

Business22%

Commuting42%

Leisure19%

Short-breaks10%

Holidays7%

2015

Reasons for travelling by passengercar across Øresund

68Slide

Tunnel Operation - Accidents

Nos/vehicle km x 10x8

3,6

2

0 0

1,6

0 0

2,5

3,8

4,9

2,4

1,7

2,83,2

1 0,9

0

1

2

3

4

5

6

1998 1999 2000 2001 2002 2003 2004 2005 2006

Øresund Link Great Belt Average Danish motorw ays

Rate of accidents involving serious injury (total fixed link)

One incident in 2000, 2001,2004 (and 2007), none in the tunnel

69Slide

Tunnel Operation - Accidents

Nos/vehicle km x 10x8

3,6

2

0 0

1,6

0 0

2,5

3,8

4,9

2,4

1,7

2,83,2

1 0,9

0

1

2

3

4

5

6

1998 1999 2000 2001 2002 2003 2004 2005 2006

Øresund Link Great Belt Average Danish motorw ays

Rate of accidents involving serious injury (total fixed link)- One incident in 2000, 2001,2004 (and 2007), none in the tunnel

Low accident rate:•Efficient O&M procedures•Traffic information systems•Systematic monitoring of traffic

and weather conditions•Preventive road service activities•Continuous evaluation and

improvements

70Slide

Escape Route

No emergency lane

Escape doors at 88 m

Escape doors never locked

Escape gallery not used

71Slide

North motorway

North rail track

South motorway

South rail track

Escape Route

Evacuation StrategyDrivers shall evacute to the opposite motorway tunnel,through the technical gallery

72Slide

Swing Boom

Stop Boom

Traffic Management

13

73Slide

Swing boom B4.2

Stop boom A5.2

SEDK

Stop boom A5.1Swing boom B4.3

Swing boom B3.3

Swing boom B3.2

Motorway north

Tunnel

Tunnel

Stop boom A1.1

Motorway southStop boom A1.2

Traffic Management

74Slide

Swing boom B4.2

Stop boom A5.2

SEDK

Stop boom A5.1Swing boom B4.3

Swing boom B3.3

Swing boom B3.2

Stop boom A1.1

Motorway north

Motorway south

Tunnel

Tunnel

Stop boom A1.2

Traffic Management

75Slide

Traffic Monitoring and Control

CCTV (Closed Circuit TV)

Closing the Link

Vehicle Lane Regulations

Speed Regulations

Warning signs

Information signs

High Control

Traffic Management

76Slide

Each jet fan has a nominal thrust

of 780 N. The nominal motor power is 33 kW at a voltage of 690 V

Design velocity: approx 5 m/s

Approx. velocity using the concept: 2-3 m/s

All jet fans in the ventilation system are maintained once a year

Every months each jet fan is motioned to check the function and need for further maintenance

Ventilation

77Slide

Ventilation Concept

Starter panel 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤North Motorway – NM ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤

¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤

Escape Gallery/Escape door no. 53 54 55 56 57 67 68 69 70 71 74 75 76 77 78 90 91 92 93 95

¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤South Motorway – SM ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤

¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤

North Railway – NR ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤

South Railway – SR ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤

DK SE

Traffic direction

-

•Blow out of affected tube (suction)•Blow into evacuation tube (overpressure)•Immediate start-up (no time delay)

78Slide

90 km/h in the tunnel

No taking over for trucks

Restrictions for Dangerous goods

Detection for stopped vehicles in the tunnel

Yearly safety assessment on organization, installations, strategies and plans, education and training

(manager, emergency authorities and drivers)

Other safety measures

Other Safety Measures

Safety Management

14

79Slide

Application:

Transport of dangerous goods is allowed between 11pm and 6 am – 7 days a week.

Vehicles that do not require marking in accordance with ADR regulations are not considered to be hazardous goods and are therefore not subject to restrictions.

Transports of class 1.1 and 1.5 explosives are restricted to a freight load at 1 ton per vehicle and trailer.

Dangerous Goods on RoadDangerous Goods

Safety Management

80Slide

Escape Doors

81Slide

Fire Protection

21 mm Fendolite MII (cementitious material with vermiculite aggregate)applied to outer walls above New Jersey barrier, roof, and internal walls1 m below haunches

82Slide

Fire Fighting

•No sprinklers•Automatic Fire Alarm and Fire Fighting Systems in technical rooms (Gas extinguishing, Water Spray and Foam ext.)•Pressurised Fire Hydrants•Fire Push Buttons in

Emergency Panels•Powder extinguishers

83Slide

Emergency Panels

84Slide

Power Supply

Normal Power Supply from Denmark or Sweden

Emergency Power Supply – UPS

Additional diesel generator (installed 2007)

Mobile telephony GSM / DCS

FM radio

Emergency Phones

Radio Communication for rescue services

Power and Communication

15

85Slide

Computer Based Alarm System

•MCs for the Rescue Services•Infra read cameras•Helmet-microphones•Casualty radios•Water tank vehicles

Alarm and Rescue

86Slide

Full scale Exercises

PAPRIKA 16 May, 2000• Tunnel - Motorway

OREGANO 22 May, 2000• Bridge - Railway

CHILI 29 May, 2000• Tunnel – Railway

ROSMARIN 7–8 February, 2001• Bridge – Motorway

LAVENDEL 6 October, 2004• Tunnel - Motorway

Full Scale Exercises

87Slide

Full Scale Exercises

88Slide

Full Scale Exercises

89Slide

Major Maintenance Activities

Escape Doors: Opening mechanism replaced (easy operation) Firewater: Mains pipe replaced (water hammer burst)

Fire hydrants replaced (easy operation)System compartmentalised (easy maintenance)

Water Spray: Piping replaced (corrosion)Power: Diesel generator installed (security of supply)Lighting: Light fixtures replaced (operational wear)

90Slide

Øresund Bridge

NCHRP 20NCHRP 20--7 Task 2307 Task 230Workshop on Safety and Security in Workshop on Safety and Security in

Roadway TunnelsRoadway Tunnels

Regulations, Standards and Regulations, Standards and GuidelinesGuidelines

November 28 November 28 -- 29, 2007 Irvine, California29, 2007 Irvine, California

Bill ConnellBill Connell

Chairman Chairman -- NFPA Technical NFPA Technical CommitteeCommittee

NFPA 502 NFPA 502 -- Road Tunnels Bridges andRoad Tunnels Bridges andOther Limited Access Highways Other Limited Access Highways --

Parsons BrinckerhoffParsons BrinckerhoffParsons Brinckerhoff

Regulations, Standards & GuidelinesRegulations, Standards & Guidelines

Presentation OutlinePresentation Outline

Document Definition Document Definition

Issuing EntitiesIssuing Entities

Key DocumentsKey Documents

A ComparisonA Comparison

ConclusionsConclusions

Problem StatementProblem Statement

We don’t have one of these !!

>>>

We don’t have one of these !!

>>>

Regulations, Standards & GuidelinesRegulations, Standards & GuidelinesDocument DefinitionDocument Definition

Regulation Regulation -- a document containing specific mandatory requirements adopted and enforced by a legal government entity.

Standard Standard -- a document containing mandatory language, usually produced by a technical entity such as an association or society. These documents by themselves have no legal standing except where they have been adopted by or on behalf of a government agency by legislative action.

Guideline Guideline -- a document providing recommended practices in the design, construction, installation, and operation for the fire life safety and fire protection systems in road tunnels. These documents have been typically prepared by technical associations as well as some governmental agencies..

Regulations, Standards & GuidelinesRegulations, Standards & GuidelinesIssuing EntitiesIssuing Entities

UNECE UNECE -- Transport DivisionTransport DivisionEuropean Union CommissionEuropean Union CommissionPIARCPIARCNFPANFPAASHRAEASHRAEITAITAIndividual NationsIndividual Nations

United Nations Economic United Nations Economic and Social Counciland Social Council

Inland Transport Inland Transport Division Division ––

Recommendations of the Recommendations of the Group of Experts on Group of Experts on Safety in Road Tunnels Safety in Road Tunnels ––Final Report 2001Final Report 2001

Regulations, Standards & GuidelinesRegulations, Standards & GuidelinesRegulations, Standards & Guidelines Regulations, Standards & GuidelinesRegulations, Standards & Guidelines

European Union European Union CommissionCommission

Directive 2004/54/EC Directive 2004/54/EC --

Minimum Safety Minimum Safety Requirements for Tunnels Requirements for Tunnels in the Transin the Trans--European European Road Network Road Network -- 20042004

PIARC Technical CommitteesPIARC Technical Committees

Technical Committee on Road Technical Committee on Road Tunnel Operation (C5)Tunnel Operation (C5)

•• OperationalOperational•• Human Factors of Safety Human Factors of Safety •• Pollution, Ventilation, EnvironmentPollution, Ventilation, Environment•• Communication SystemsCommunication Systems•• Dangerous Goods TransportDangerous Goods Transport•• Fire and Smoke Control Fire and Smoke Control --19991999

Regulations, Standards & GuidelinesRegulations, Standards & GuidelinesRegulations, Standards & Guidelines

Regulations, Standards & GuidelinesRegulations, Standards & Guidelines

National Fire Protection National Fire Protection Association Association

NFPA 502 NFPA 502 ––Standard for Road Standard for Road Tunnels, Bridges and Tunnels, Bridges and Other Limited Access Other Limited Access Highways Highways -- 20082008

Regulations, Standards & GuidelinesRegulations, Standards & Guidelines

ASHRAEASHRAE

Technical Technical Committee TC 5.09Committee TC 5.09

Applications Handbook Applications Handbook Chapter 13 Chapter 13 -- Enclosed Enclosed Vehicular FacilitiesVehicular Facilities

International Tunneling International Tunneling AssociationAssociation

Maintenance and Maintenance and Repair (WG6) Repair (WG6) --

Guidelines for Structural Guidelines for Structural Fire Resistance for Road Fire Resistance for Road Tunnels Tunnels -- 20042004

Regulations, Standards & GuidelinesRegulations, Standards & GuidelinesRegulations, Standards & Guidelines

Regulations, Standards and GuidelinesRegulations, Standards and Guidelines

Individual NationsIndividual Nations

Australia Australasian Fire Authorities Council Fire Safety Guidelines for Road Tunnels 2001

Austria Design Guidelines Tunnel Ventilation, RVS 9261:9262, Austria, 1997

Croatia Regulations on technical Standards and Conditions for Design and Construction of Tunnels on Roads, Croatia, 1991

Czech Republic Design of road tunnels, Standard ČSN 73 7507 Road tunnel equipment – technical specifications - Guideline TP 98

France Inter-Ministry Circular No. 2000-63—Safety in the Tunnels of the National Highways Network, Ministry of the Establishment, Transport and Housing, France, 2000

Germany Forschungsgesellschaft für Strassen-and Verkehrswesen, Richtlinien fuer Ausstattung und Betrieb von Strassentunneln (RABT), Germany, 2006

Japan National Safety Standard of Emergency Facilities on Road Tunnel, Japan Road Association, Japan, 2001

Netherlands Recommendations Ventilation of Road Tunnels, RWS Bouwdienst, Steunpunt Tunnelveiligheid, 2005

Norway Norwegian Design Guide—Road Tunnels,Public Roads Administration, Norway, 1990

Nordic Countries Ventilation of Road Tunnels,Sub-Committee 61, Nordisk Vejteknisk Forbund (NVF), Report No. 6, 1993

Sweden Tunnel 2004—General Technical Specification for new tunnels and upgrading of old tunnels, Swedish National Road Administration, Pub. 2004,124, Sweden 2004

Switzerland Ventilation for Road Tunnels, Swiss Federal Roads Authority (FEDRO),

United Kingdom Design Manual for Roads and Bridges, Part 9, BD 78/99, Design of Road Tunnels, 1999

United States Road Tunnel Design Guidelines, Federal Highway Administration, FHWA-IF-

05-023, 2004

Regulations, Standards & GuidelinesRegulations, Standards & Guidelines

Comparison of DocumentsComparison of Documents

Three specific documents will be compared:Three specific documents will be compared:RegulationRegulation–– (EU Directive)(EU Directive)•• ““Directive 2004/54/EC of The European Directive 2004/54/EC of The European

Parliament and of the Council on Minimum Parliament and of the Council on Minimum Safety Requirements for Tunnels in the TransSafety Requirements for Tunnels in the Trans--European Road NetworkEuropean Road Network””

Standard Standard -- (NFPA 502)(NFPA 502)•• ““Standard for Road Tunnels, Bridges and Other Standard for Road Tunnels, Bridges and Other

Limited Access HighwaysLimited Access Highways””

Guideline Guideline -- (PIARC 1999)(PIARC 1999)•• ““Fire and Smoke Control in Road TunnelsFire and Smoke Control in Road Tunnels””

Regulations, Standards & GuidelinesRegulations, Standards & Guidelines

Regulation Document Regulation Document –– EU DirectiveEU Directive

Directive 2004/54/EC -

Developed by the European Parliament and the Council as the listing ofminimum safety requirements for all tunnels belonging to thetrans-European road network.

The directive as adopted is dated 29 April 2004.

Regulations, Standards & GuidelinesRegulations, Standards & Guidelines

Regulation Document Regulation Document –– EU DirectiveEU Directive

The EU Directive introduction states in part that:The EU Directive introduction states in part that:““International bodies such as the World Road International bodies such as the World Road Association and the UNECE have for a long time Association and the UNECE have for a long time been making invaluable recommendations to help been making invaluable recommendations to help improve and harmonise safety equipment and traffic improve and harmonise safety equipment and traffic rules in road tunnels. However, as these rules in road tunnels. However, as these recommendations are not binding, their full potential recommendations are not binding, their full potential can only be maximized if the requirements they can only be maximized if the requirements they identify are made mandatory through legislation.identify are made mandatory through legislation.””

As such, the EU Directive establishes specific minimum requirements for fire protection and fire safety systems requirements for all tunnels on the trans-European road network that equal or exceed 500 meters in length.

Regulations, Standards & GuidelinesRegulations, Standards & Guidelines

Regulation Document Regulation Document –– EU DirectiveEU Directive

SUMMARY OF MINIMUM REQUIREMENTSTraffic ≤ 2 000 Traffic > 2 000vehicles per lane vehicles per lane Additional conditions for implementation to be mandatory,

500 - 1 000 m> 1 000 500 - 1 000 1 000 - 3 000 m > 3 000 m

SUMMARY OF MINIMUM REQUIREMENTSTraffic ≤ 2 000 Traffic > 2 000vehicles per lane vehicles per lane Additional conditions for implementation to be mandatory,

500 - 1 000 m> 1 000 500 - 1 000 1 000 - 3 000 m > 3 000 m

Regulations, Standards & GuidelinesRegulations, Standards & Guidelines

Regulation Document Regulation Document –– EU DirectiveEU Directive

Regulations, Standards & Guidelines Regulations, Standards & Guidelines Standard Document Standard Document –– NFPA 502NFPA 502

Standard for Road Tunnels, Bridges and Other Limited Access Highways

NFPA 502Standard for

Road Tunnels, Bridges,and Other LimitedAccess Highways

2008 Edition

NFPA 502Standard for

Road Tunnels, Bridges,and Other LimitedAccess Highways

2008 Edition

NFPA 502, Standard for Road Tunnels, Bridges and Other Limited Access Highways establishes minimum fire and fire life safety requirements for road tunnels, bridges and other roadways where access by emergency responders is physically limited. 2008 Edition

NFPA 502, Standard for Road Tunnels, Bridges and Other Limited Access Highways establishes minimum fire and fire life safety requirements for road tunnels, bridges and other roadways where access by emergency responders is physically limited. 2008 Edition

Regulations, Standards & GuidelinesRegulations, Standards & Guidelines

Standard Document Standard Document –– NFPA 502NFPA 502The 2008 edition of NFPA 502 includes revisions that further

clarify the categorization of road tunnels and provides broad reconsideration of the requirements and recommendations for the following areas:

Application of fixed water-based fire suppression systems Protection of structure and structural elementsMaintaining a tenable environmentTransport of regulated and unregulated cargos

Several other modifications have been made throughout the Standard that are intended to capture the latest thinking on thebest practices for fire and life safety provisions. Annex material has been added and expanded to share relevant information and source material related to specific provisions.

Regulations, Standards & GuidelinesRegulations, Standards & Guidelines

Standard Document Standard Document –– NFPA 502NFPA 502

The 2008 Edition of NFPA 502 has added Table 7.2, Road Tunnel Protection Reference, which clearly defines the minimum Fire Life Safety elements required based on tunnel length

Regulations, Standards & Guidelines Regulations, Standards & Guidelines Guideline Document Guideline Document –– PIARC 1999PIARC 1999

"Fire and Smoke "Fire and Smoke Control in Road Control in Road Tunnels" Tunnels"

A technical guideline published in 1999 in conjunction with the XXIst World Road Congress in Kuala Lumpur.

Regulations, Standards & GuidelinesRegulations, Standards & Guidelines

Guideline Document Guideline Document –– PIARC 1999PIARC 1999

This 1999 report was prepared by the PIARC Technical Committee This 1999 report was prepared by the PIARC Technical Committee C5 (now C3.3) and its Working Group 6 as an effort to present a C5 (now C3.3) and its Working Group 6 as an effort to present a ““statestate--ofof--thethe--artart”” assessment on the issues and methodologies for assessment on the issues and methodologies for fire and smoke control in road tunnels. It was intended for thofire and smoke control in road tunnels. It was intended for those se interested in road tunnel planning, design, construction, operatinterested in road tunnel planning, design, construction, operation ion and safety including owners, consultants, operators, researchersand safety including owners, consultants, operators, researchers, , regulators and emergency responders. The document provides an regulators and emergency responders. The document provides an overview on the key issues related to fire emergencies in road overview on the key issues related to fire emergencies in road tunnels and offers background information and recommendations tunnels and offers background information and recommendations on the means and methods to provide reasonably efficient and on the means and methods to provide reasonably efficient and costcost--effective systems to protect against fire and smoke in road effective systems to protect against fire and smoke in road tunnels. For each subject addressed, references for obtaining tunnels. For each subject addressed, references for obtaining further technical detail are provided. further technical detail are provided.

This report has become one of the This report has become one of the ““best sellingbest selling”” publications in publications in PIARC history and went into its second printing in 2004.PIARC history and went into its second printing in 2004.

Regulations, Standards & GuidelinesRegulations, Standards & Guidelines

Guideline Document Guideline Document –– PIARC 1999PIARC 1999

Table of Table of Contents for this Contents for this guideline guideline document, the document, the technical report technical report titled:titled:

““Fire and Smoke Fire and Smoke Control in Road Control in Road TunnelsTunnels””(PIARC 1999)(PIARC 1999)

Regulations, Standards & GuidelinesRegulations, Standards & Guidelines

Comparison of RequirementsComparison of Requirements

Water Supply SystemWater Supply SystemFire Detection SystemFire Detection SystemEmergency ExitsEmergency ExitsEmergency Ventilation SystemEmergency Ventilation SystemHydrants/Hose ConnectionsHydrants/Hose ConnectionsPortable Fire ExtinguishersPortable Fire ExtinguishersFixed Fire Fighting SystemFixed Fire Fighting System

Regulations, Standards & GuidelinesRegulations, Standards & GuidelinesComparison Comparison –– Water Supply RequirementsWater Supply Requirements

EU DirectiveEU Directive• Application Criterion

Required in all tunnels longer than 500 meters

• Required CapacityNot Addressed

NFPA 502NFPA 502• Application Criterion

Required in all tunnels longer than 90 meters

• Required CapacityI hour at 1,920 L/min

PIARC 1999PIARC 1999• Application Criterion

Recommended

• Recommended Capacity1,000 L/min at 0.5 mPa

Regulations, Standards & GuidelinesRegulations, Standards & GuidelinesComparison Comparison –– Fire Detection RequirementsFire Detection Requirements

EU DirectiveEU Directive• Application Criterion

Required in all tunnels longer than 500 meters. Incident detection may be used in place.

NFPA 502NFPA 502• Application Criterion

Required in all tunnels longer than 300 metersTwo means required – one must be manual.

PIARC 1999PIARC 1999• Application Criterion

Recommends either automatic detection or surveillance

Regulations, Standards & GuidelinesRegulations, Standards & GuidelinesComparison Comparison –– Emergency Exit RequirementsEmergency Exit Requirements

EU DirectiveEU Directive• Application Criteria

Required in all tunnels longer than 500 meters and

Tunnel Traffic is greater than 2,000 vpl (vehicles per lane)

• Required Spacing Spacing shall not exceed 500 meters

NFPA 502NFPA 502• Application Criterion

Required in all tunnels longer than 300 meters

• Required Spacing Spacing shall not exceed 300 meters. Cross-passageways spaced at 200m permitted in lieu of emergency exits

PIARC 1999PIARC 1999•• Application CriterionApplication Criterion

RecommendedRecommended

•• Recommended SpacingRecommended SpacingSpacing should be 100 meters to 200 metersSpacing should be 100 meters to 200 meters

Regulations, Standards & GuidelinesRegulations, Standards & GuidelinesComparison Comparison –– Emergency Ventilation Emergency Ventilation

RequirementsRequirements

EU DirectiveEU Directive• Emergency ventilation required when:

Tunnel length is 1,000 meters or greaterand

Tunnel Traffic is greater than 2,000 vehicles/lane/day

NFPA 502NFPA 502•• Emergency ventilation required

Tunnel length is 300 meters* or greater

PIARC 1999PIARC 1999•• Emergency ventilation recommendedEmergency ventilation recommended

No specific application criteria specifiedNo specific application criteria specified

* 240 m when the maximum distance from any point within the tunnelto a point of safety exceeds 120 m

Regulations, Standards & GuidelinesRegulations, Standards & GuidelinesComparison Comparison –– Hydrant/Hose Valve Hydrant/Hose Valve

RequirementsRequirementsEU DirectiveEU Directive

• Application CriterionRequired in all tunnels longer than 500 meters

• Required SpacingSpacing shall not exceed 250 meters

NFPA 502NFPA 502

• Application CriterionRequired in all tunnels longer than 90 meters

• Required SpacingSpacing shall not exceed 85 meters**

PIARC 1999PIARC 1999• Application Criterion

Recommended

• Recommended Spacing Spacing should be 100 meters to 200 meters

**No location on the protected roadway shall be more than 45 m from the hydrant

Regulations, Standards & GuidelinesRegulations, Standards & GuidelinesComparison Comparison –– Portable Fire ExtinguishersPortable Fire Extinguishers

EU DirectiveEU Directive

• Application CriterionRequired in all tunnels longer than 500 meters

• Required SpacingExisting tunnels - spacing shall not exceed 250 meters New tunnels - spacing shall not exceed 150 meters

NFPA 502NFPA 502

• Application CriterionRequired in all tunnels longer that 300 meters*

• Required SpacingSpacing shall not exceed 90 meters

PIARC 1999PIARC 1999

• Application Criterion Recommended

• Recommended SpacingSpacing should be 100 meters to 200 meters

Regulations, Standards & Guidelines Regulations, Standards & Guidelines Comparison Comparison –– Fixed Fire Fighting SystemFixed Fire Fighting System

The application of fixed fire fighting systems to road The application of fixed fire fighting systems to road tunnels is still evolving. These systems are not yet tunnels is still evolving. These systems are not yet universally accepted as a legitimate fire protection and universally accepted as a legitimate fire protection and fire safety system in road tunnels by the industry. fire safety system in road tunnels by the industry.

EU DirectiveEU Directive

•• Application CriterionApplication CriterionNot addressedNot addressed

NFPA 502NFPA 502

•• Application CriterionApplication CriterionPermitted but not mandatoryPermitted but not mandatory

PIARC 1999PIARC 1999

•• Application CriterionApplication CriterionOptionalOptional

Regulations, Standards & GuidelinesRegulations, Standards & Guidelines

Comparison TableComparison Table

A tabular comparison of the fire and life safety system requirements of the three different documents examined.

A tabular comparison of the fire and life safety system requirements of the three different documents examined.

Regulations, Standards & GuidelinesRegulations, Standards & Guidelines

Reference TableReference Table

A tabular reference A tabular reference to the fire to the fire protection and life protection and life safety system safety system requirements requirements contained in each contained in each of the three of the three documents documents compared.compared.

Regulations, Standards & Guidelines Regulations, Standards & Guidelines SUMMARY STATEMENTSUMMARY STATEMENT

It may be summarized that each of the document types examined:It may be summarized that each of the document types examined:

Do not uniformly recognize nor address the same fire and life saDo not uniformly recognize nor address the same fire and life safety fety hazards, issues and concerns unique to road tunnels.hazards, issues and concerns unique to road tunnels.

Provide differing Provide differing -- albeit typically small differences albeit typically small differences -- in the setting or in the setting or suggesting of requirements for many of the fire safety systems asuggesting of requirements for many of the fire safety systems and nd features.features.

None of these documents are considered incorrect None of these documents are considered incorrect -- as each have as each have each been developed from a different vantage point. each been developed from a different vantage point.

Standard and Regulation documents are developed to set a Standard and Regulation documents are developed to set a minimum level of fire safety making it incumbent on the AHJ, minimum level of fire safety making it incumbent on the AHJ, engineers and tunnel operators to ensure a safe facility design.engineers and tunnel operators to ensure a safe facility design.

Guideline documents provide a invaluable compendium of Guideline documents provide a invaluable compendium of information that allows the AHJ, engineers and road tunnel information that allows the AHJ, engineers and road tunnel operators to make fire and life safety design decisions based onoperators to make fire and life safety design decisions based onbest industry knowledge and generally accepted practices.best industry knowledge and generally accepted practices.

Regulations, Standards & GuidelinesRegulations, Standards & GuidelinesRegulations, Standards & Guidelines

The Thematic Network FIT ‘Fire in Tunnels’Technical Report Part 2

‘Fire Safe Design’

The Thematic Network FIT The Thematic Network FIT ‘‘Fire in TunnelsFire in Tunnels’’TechnicalTechnical Report Part 2 Report Part 2

‘‘Fire Safe DesignFire Safe Design’’

Thank you Thank you for your for your

Kind AttentionKind Attention

Regulations, Standards & GuidelinesRegulations, Standards & GuidelinesFixed Fire Fighting SystemsFixed Fire Fighting Systems

PIARC Position PIARC Position (1999)(1999)

•• “…“… sprinklers (FFFS) are generally not sprinklers (FFFS) are generally not considered as costconsidered as cost--effective and are effective and are not recommended in usual road not recommended in usual road tunnels.tunnels.””

NFPA Position NFPA Position (2004)(2004)

•• “…“… the use of sprinklers (FFFS) in road the use of sprinklers (FFFS) in road tunnels generally is not tunnels generally is not recommended.recommended.””

Regulations, Standards & Guidelines Regulations, Standards & Guidelines Future Issues Future Issues –– NFPA 502NFPA 502

The 2007 Edition of NFPA 502 is The 2007 Edition of NFPA 502 is currently being prepared and currently being prepared and should be available to the industry should be available to the industry in the fall of 2007. in the fall of 2007.

National RegulationsNational RegulationsAustriaAustriaAustraliaAustraliaFranceFranceGermanyGermanyItalyItalyJapanJapanNetherlandsNetherlandsNorwayNorwaySwedenSwedenUnited KingdomUnited KingdomUnited StatesUnited States

Regulations, Standards and GuidelinesRegulations, Standards and Guidelines

International OrganizationsInternational Organizations

NFPANFPA NFPA 502, Standard for Road Tunnels, Bridges, NFPA 502, Standard for Road Tunnels, Bridges, and Other Limited Access Highways, National Fire Protection and Other Limited Access Highways, National Fire Protection Association, Quincy, MA, 2004Association, Quincy, MA, 2004

PIARCPIARC Fire and Smoke Control in Road Tunnels, Fire and Smoke Control in Road Tunnels, World Road Association (PIARC), Paris, 1999World Road Association (PIARC), Paris, 1999

European UnionEuropean Union Directive 2004/54/EC of the European Directive 2004/54/EC of the European Parliament and of the Council on minimum safety requirements Parliament and of the Council on minimum safety requirements for tunnels in the transfor tunnels in the trans--European road network, 2004European road network, 2004

United NationsUnited Nations Economic Council, Economic Commission Economic Council, Economic Commission for Europe, Inland Transport Committee, Recommendations of for Europe, Inland Transport Committee, Recommendations of the Group of Experts on Safety in Road Tunnels, 10 December the Group of Experts on Safety in Road Tunnels, 10 December 20012001

Regulations, Standards & Guidelines Regulations, Standards & Guidelines Comparison Comparison –– Critical SystemsCritical Systems

Fire Detection SystemFire Detection SystemPortable Fire ExtinguishersPortable Fire ExtinguishersWater Supply SystemWater Supply SystemStandpipeStandpipeHydrants/Hose ConnectionsHydrants/Hose ConnectionsFire Department ConnectionsFire Department ConnectionsFixed Fire Fighting SystemFixed Fire Fighting SystemDrainage SystemDrainage SystemCommunications SystemCommunications SystemEmergency ExitsEmergency ExitsEmergency Ventilation SystemEmergency Ventilation SystemStructure resistance to fireStructure resistance to fire

Regulations, Standards & Guidelines Regulations, Standards & Guidelines Future IssuesFuture Issues

The two most significant future issues The two most significant future issues most likely to be considered by both the most likely to be considered by both the PIARC and NFPA Technical Committees PIARC and NFPA Technical Committees related to road tunnels the issue of the related to road tunnels the issue of the installation of automatic fire fighting installation of automatic fire fighting systems (FFFS) in road tunnels and the systems (FFFS) in road tunnels and the determination of the proper size of the determination of the proper size of the vehicle fire to be employed in the road vehicle fire to be employed in the road tunnel safety design process.tunnel safety design process.

Impact on tunnel ventilation from alternate field vehicles such Impact on tunnel ventilation from alternate field vehicles such as hydrogen fueled cars. as hydrogen fueled cars. Detection system (still not reliable) Detection system (still not reliable) Effect of fire protection system on tunnel ventilation (still noEffect of fire protection system on tunnel ventilation (still not clear about it) t clear about it) Human factor in evacuation. Human factor in evacuation. Integration of BCR with tunnel ventilation Integration of BCR with tunnel ventilation Possible implementing one hour fire rating for cargo containers Possible implementing one hour fire rating for cargo containers

1

Safety and Security in Roadway Tunnels - Research Needs

Kathleen H. Almand, P.E.Executive Director

Fire Protection Research Foundation

Background

• FHWA/AASHTO Scan• AASHTO T-20 Committee • Foundation/NFPA Involvement• NCHRP 20-7 Task 230 Project

Panel Planning

Research Needs

• Presenters • Participants• Panel Sessions• General workshop discussion

Research Needs – Topics• Design Fires• Fire and Incident Detection• Fire Suppression• Ventilation Systems• Structural Performance• Blast Effects• General Design Issues• Egress and Human Factors• Operation Protocols/First Response• Training and Education• Other

Design Fires• Explore fire growth rate as an appropriate

design basis• Ventilation Effects• Design fires – cargo types and associated heat

release• Ventilation effects on fire size• Toxic gas production and associated ventilation

design• Design fires for today’s vehicles in tunnels,

effects of ventilation and geometry• Realistic design fires for today’s vehicles set in a

probabilistic framework

Design Fires, at wkshp• Conduct research on the effects of different

ignitions sources on incipent times of modern vehicles

• Develop a Critical Fire Spread Parameter • Research alternate fuel loads in tunnels• Develop design approaches that focus on the

elephants• Research fire growth rate as a design

parameter – explore effects of commodity• Develop design relationships between heat

release rate, energy, ceiling temperatures and velocity

• Use scale modeling as a first order research tool

2

Fire and Incident Detection

• Develop a program to encourage development of more effective fire detection systems

• Evaluate the effectiveness of current fire detection systems

• Develop more effective broad based detection systems

• Develop effective automatic incident detection systems and intelligent video

• Explore one-button emergency response and automated sensor systems

• Real time digital recording system for all tunnel and perimeter cameras

Fire and Incident Detection, cont’d• Detection and response time for design fires• Effective automatic traffic incident and fire

detection systems• Assessment methods for fire detection to

include wind and obstacle effects• Effectiveness of linear heat detection for fire

incidents• Smoke and flame detection technologies for

tunnels• Tunnel fire and smoke detection

Fire and Incident Detection, at wkshp

• Develop methods to detect dangerous goods on vehicles

• Develop new quick response smoke detection technologies

• Develop positioning guidelines for CCTV systems

Fire Suppression

• Evaluate the effectiveness of current tunnel fire suppression systems

• Develop a program to encourage development of more effective fire suppression systems

• Tunnel hazard management with fixed fire suppression systems – hazards, design criteria, including shielded fires

• Performance standards for fixed fire suppression in tunnels

Fire Suppression, cont’d

• Interaction of fixed fire suppression systems with tunnel ventilation

• Risk based sprinkler requirements• Effectiveness of water mist systems

for very large fires from heavy goods vehicles

• Effectiveness of deluge suppression systems for fire control

Fire Suppression, at wkshp

• Research and conduct full scale fire tests with deluge, mist, and other types of sprinkler systems.; include effects of ventilation on effectiveness

• Develop new cost effective purpose built systems for tunnels

• Focus on sprinkler performance objectives and test methods

3

Ventilation Systems

• Develop advanced coordinated control schemes for ventilation systems

• Explore factors (geometric) affecting ventilation in tunnels and hence fan installation design

• Develop means to reliably measure and thus control air velocity

• Develop appropriate guidelines for inspection and testing of velocity sensors

Ventilation Systems, at wkshp

• Develop a design method based on critical velocity – how impacted by sensor type and location

Structural Performance

• Tunnel lining performance in extreme loading conditions (eg heat and blast)

• Thermal protection of concrete ceilings, supports, and cables

• Design criteria for tunnel liners and other structural elements

• Evaluate fire effects• Develop ground improvement retrofitting

schemes

Structural Performance, at wkshp

• Research concrete spalling in tunnel fires

• Research effects of humidity on structural fire proofing

• Develop post fire damage assessment models

Blast Effects

• Internal blast and its impacts on tunnels• Blast and explosion protection modeling,

materials assessment, design, field testing, detection, and protection measures against progressive collapse

• Conduct structural blast damage potential analyses

Blast Effects, at wkshp

4

General Design Issues

• Develop design criteria for new tunnels• Develop AASHTO tunnel guidelines• Identify retrofit technologies to enhance

safety• Build test tunnels or models• Develop design criteria to promote

optimal driver/user performance and response to incidents

General Design Issues, cont’d

• Develop information systems for safety systems installation – car to car communication, in-vehicle information, area specific ACC

• Risk analysis procedures and selection criteria for target reliability levels, including structural components and systems consistent with the AASHTO LRFD code

• Physical modeling of safety and security aspects • Slope and drainage design for flammable liquid

pool fires

General Design Issues, at wkshp

• Develop guidelines for accident prevention such as sight distance, curve radius, shoulder/curb design

• Develop criteria based on length, traffic volume and type to trigger fire safety provisions

• Use trade offs to improve cost effectiveness of various fire safety systems

Egress and Human Factors

• Develop intelligent egress systems• Develop escape route signs that are universal

and consistent – visual, audible, tactile• Explore LED Lighting for edge delineation and

safe vehicle distance• Carry out evacuation studies for various

emergency scenarios and apply a risk approach• Use transport modeling to simulate evacuation• Human factors during self or limited assisted

evacuation

Egress and Human Factors, cont’d

• Evacuation• Egress symbols for tunnels• Effective alarm notification to vehicle

occupants• Exit spacing in tunnels related to design

fires• Human reaction time relative to

notification• Emergency egress signage in tunnels

Egress and Human Factors, at wkshp

• Investigate the use of blue LED lights as a spacing mechanism

• Conduct survey on U.S. feelings of anxiety in tunnel situations

• Conduct research on U.S. walking/egress speeds

• Research LED lights as indicators for emergency exiting

5

Egress and Human Factors, at wkshp• Update the manual on uniform traffic

devices with modern egress signage concepts

• Explore application of ITS to egress –safe vehicle spacing, tunnel closure, information to drivers,

• Develop design guidance on refuge areas

• Explore the relationship between fire growth and exit distances

Operation Protocols/First Response

• Develop a best practices manual• Identify changes in operation protocols to

enhance safety/security• Develop a set of sample emergency

response procedures• Develop a tunnel specific inspection

manual• Develop guidelines for vehicle

inspections

Operation Protocols/First Responsecont’d

• Develop tunnel emergency management guidelines that incorporate human factors considerations

• Develop risk management approaches for tunnel safety inspection and maintenance

• Incorporate contingency planning into emergency management approaches

• Overall fire safety planning• Island perimeter security

Operation Protocols/First Responsecont’d

• Effective pubic communication techniques on tunnel safety procedures

• Safety and security protocols for tunnel operators – access control, monitoring, and training of maintenance personnel and first responders

• Tunnel hazard assessment for firefighters and first responders

• Integrating tunnel safety and security systems with emergency preparedness – plans, procedures, training

• Tunnel security procedures for both terrorist related incidents and accidental fire or explosion

Operation Protocols/First Responseat wkshp

• Research ways to implement the use of professional drivers monitoring tunnels

• Develop a Critical Response Time for fire brigade

• Research possibility and outcomes of power loss

• Develop operating protocols for the roles for and communications between first responders and tunnel operators

• Explore interaction of fire fighting and ventilation fan operation

Training and Education

• Develop education programs for motorist response to tunnel incidents

• Develop programs to educate and inform drivers of varying language, culture, disabilities

6

Training and Education, at wkshp• Conduct survey on U.S. leaflet/education test

results• Research new education and training methods

for drivers• Develop training protocols on sensor operation

and response to unique human behaviors for tunnel operators

• Develop and enforce training programs for truck drivers as a condition of license to drive in tunnels

• Use tunnels for first responder and operator training

Other• Study of past tunnel accidents and

incidents • Collaborate with international research

initiatives• Safe tunnel portal design factors (related

to debris)• Adverse wind effects for jet fan design • Geometric design criteria for tunnels of

variable length (alignment and collision issues)

Other, at wkshp• Study near miss accidents in tunnels• Continue the international technical exchange• Develop a database of lessons learned• Address the issue of security in the release of

information on tunnels• Form a series of working groups to implement

results• Facilitate the adoption of innovation – case

study implementation• Geometrics for road tunnel safety• Scan N.A. road tunnels

Next Steps

• Review and prioritization by AASHTO T-20

• Research Needs Statements• Final TRB Report• Presentation at ISTSS, March 13,

2008, Stockholm, Sweden