wilfred-yeung-mtr-hong-kong.pdf

3/ 13/ 2012 MTR Cor por at i on

Consi derat i ons i n Det rai nment Desi gn

Wilfred Yeung

Chief Architect – MTR Cor por at i on

21 Feb 2012


Dr i ve Through vs. Det rai nment


Dr i ve Through vs. Det rai nment

• For Hong Kong MTR, Dr i ve Thr ough ( det r ai n at

st at i ons) i s t he pol i cy f or t r ai n r el at ed f i r e

i nci dent s.

• Dr i ve Thr ough i s t he best and qui ckest way t o

evacuat e passenger s f r om i nci dent t r ai n.

• Dr i ve Thr ough i s al so t he pr ocedur e f or many moder n

met r o/ r ai l syst ems.

• Det r ai nment pr ovi si ons ar e mai nl y pr ovi ded f or

non- f i r e r el at ed i nci dent s and as a l ast r esor t .


Det rai nment Desi gn


Internationally, “ End” or “ Side” Al l owed

UK Rai l way Saf et y Pr i nci pl es and Gui dance NFPA 130 ( 2010) Cl ause 8. 8. 1

Part 2 Section F Guidance on trains, Clause 163:

“Passengers should be able to exit their vehicle

using more than one route. …End door s, that

form part of an escape route, should be

usable by passengers to evacuate.”

Par t 2 Sect i on A Gui dance on t he

i nf r ast r uct ur e, Cl ause 53 ( b) : “Wher e t he t r ai n const r uct i on does not

per mi t l ongi t udi nal evacuat i on

t hr oughout t he l engt h of t he t r ai n, a

si de wal kway t o per mi t evacuat i on

t hr ough t he nor mal passenger si de door s of the train should be provided.”

8. 8 Emer gency Egr ess Faci l i t i es “Each vehi cl e shal l be pr ovi ded

wi t h a mi ni mum of t wo means of

emer gency egr ess l ocat ed on t he si des or at t he end( s) . Installed as

remotely as practicable.”


Internationally, “ End” or “ Side” Al l owed

End Det rai nment

Si de Det rai nment


Consi derat i ons i n Sel ect i on of

Det rai nment Met hod


Sometimes… There i s No Choi ce

London Underground Tunnel and Trai n

3/ 13/ 2012 MTR Cor por at i on 3/ 13/ 2012 Page 9 MTR Cor por at i on

Det r ai nment

Typi cal Met r o Tr ai n ( wi t h

gangway)

Si de: End:

Det r ai nment Si de: End:

Rol l i ng St ock Desi gn

Sometimes… There i s No Choi ce


When There i s A Choi ce

Operabi l i t y Techni cal

Feasi bi l i t

y

Det rai nment

Met hod t o

be Adopt ed

Saf et y under

Di f f erent Sce

nari os

Ri sk Prof i l e of t he Rai l Syst em

Consi derat i ons


Pr os and Cons of t he Two

Det r ai nment Met hods


Resources f or Excavat i on and Li ni ngs

Tunnel f aci l i t at es si de

det r ai nment

r by 6%,

12% i n area and vol ume,

more excavat i on, more spoi l ,

hi gher const ruct i on r i sk

Tunnel f aci l i t at es end

det r ai nment


West Isl and Li ne ( under Const ruct i on)

SYP

SHW

UNI

KET


West Island Line – Aer i al Phot o

SYP

SHW


Avai l abl e Wal kway Wi dt h

Available walkway – f r ee t o

use, especi al l y f or passi ng

t hose who ar e sl ower

Assi gned el evat ed

wal kway

Si de det r ai nment End det r ai nment


Si de det r ai nment End det r ai nment

Headroom Above Evacuat i on Pat h


Bul k and Vi sual Impact

ht t p: / / upl oad. wi ki medi a. org/ wi ki pedi a/ commons/ 2/ 2a/ Lei _Yue_Mun_Road_Kwun_T

ong_St at i on. j pg

ht t p: / / www. soundsor b. com/ i mages/ IMAGES/ Updat ed%20Images/ West Rai l / West %20Rai l %204%203101. j pg

Vi aduct f aci l i t at es si de

det r ai nment

Vi aduct f aci l i t at es end

det r ai nment

1. 1m

2. 1m


Fal l i ng Hazard

Mi ni mum l evel s di f f er ent El evat ed walkway – Lar ge l evel

di f f er ent

Si de det r ai nment

End det r ai nment


Di scont i nuat i on of El evat ed Wal kway

No such situation in End detrainment


Operat i on Consi derat i ons of Si de/ End Det rai nment

End det r ai nment al l ows si mpl e and uni f i ed det r ai nment met hod f or al l scenar i os


Int ernal Trai n Fi re

( 1) End det r ai nment

f aci l i t y

Proceed to next station (“Drive-through”)

Pl us Det rai nment wi t hi n t unnel ( Very Low Probabi l i t y)

( 2) Si de det r ai nment

f aci l i t y

( 1) End det r ai nment

( 2) Si de det r ai nment

Same situation during “drive

through”

Smoke

di schar ge

Tenabl e per i od

i nsi de t r ai n

?

Shor t

j our ney

Long

j our ney


Summary Consideration Side Detrainment End Detrainment

Minimise Construction Risks

associated with tunnel size

Eliminate falling hazard from

elevated walkway

Visual impact of elevated structures

Infrastructure resources

Available walkway width

Evacuee self help

Walkway continuity

Clear headroom above walkway

Simplicity in operation

External train fire & capsule effect

Internal train fire – drive-through Short Long Short Long

Internal train fire – detrainment

End det rai nment i s bet t er except i n t he remot e case of i nt ernal

t rai n f i re pl us dri ve t hrough f ai l ure

For l ong t ravel di st ance ( >3km) , dri ve t hrough may not be an opt i on


Enhancement of Dr i ve Thr ough and

End Det r ai nment


Desi gn of Rol l i ng St ock


Rol l i ng St ock Const ruct i on

Non- combust i bl e seat Mat er i al s t o BS 6853

- i nhi bi t f i r e spr ead, soot densi t y, et c.

30 mi nut es Fi r e r at ed

f l oor

• 100% r edundancy i n pant ogr aphs and t r act i on equi pment

• 30 mi ns FRP f l oor

• 60 mi ns back up bat t er y f or emer gency l i ght i ng,

vent i l at i on, audi o communi cat i on

• Hopper wi ndows

• Fi r e ext i ngui sher s

• In sal oon CCTV wi t h si gnal t o Cont r ol Cent r e

• In sal oon smoke det ect i on wi t h si gnal

t o Cont r ol Cent r e

• Mat er i al s t o BS 6853

• Det r ai nment r amps at t he t wo ends

• Maxi mum Fi r e Si ze of 5MW as per f or mance r equi r ement


CFD of Int ernal Trai n Fi re

2MW baggage f i r e

Medi um gr owt h r at e

No hopper wi ndows ar e opened

Int ernal Trai n

Fi re

• Jour ney Ti me: 3. 5mi ns at appr ox 80kph

• Tenabl e per i od: @ 4mi ns

• Det r ai nment t i me at pl at f or m: 36s

At 3mi ns

At 4mi ns

“DRIVE- THRU” TENBILITY CONFIRMED f or 3KM SECTION


Furt her Enhancement s

• What i f t her e i s an i nt er nal t r ai n f i r e and dr i ve t hr ough f ai l

( Doubl e f ai l ur e scenar i o)

• One sol ut i on i s t o r emove t he smoke wi t hi n t he t r ai n car t o

ext end t he t enabl e condi t i on f or evacuat i on

• Smoke Removal Syst em ( SRS) i s devel oped by modi f yi ng t he r ol l i ng

st ock A/ C syst em

• Thi s syst em can al so enhance t enabi l i t y dur i ng dr i ve t hr ough


Smoke Removal Syst em ( SRS)


VAC Uni t Modi f i cat i on

• Cust omi se t he ai r - condi t i oni ng uni t t o i ncl ude smoke

r emoval mode, wi t h no i mpact on t r ai n body st r uct ur e

VAC VAC

Nor mal Ai r f l ow

Smoke Removal

Suppl y Ai r

Gr i l l es Ret ur n Ai r

Gr i l l es


Customised VAC Unit – Normal Mode – Ai r Fl ow Di agram

Mi xed Ai r

Chamber

Mi xed Ai r

Chamber

Ret urn Ai r

Ret urn Ai r

Coils &

Filters

From Ret urn Ai r Gr i l l e bel ow


Mi xed Ai r

Chamber

From Fresh Ai r Int ake above

From Fresh Ai r Int ake above

To Suppl y Ai r

Duct Fan Chambe

r

Legends

Ambi ent Ai r

Ret urn Ai r

Col d Ai r

Dampers

Not e:

Thi s mode i s t he

same as t he mode

f or non- f i re

emergency

vent i l at i on mode

( D) , except f or f an

speed

( A)


From

Suppl y

Ai r Duct

Customised VAC Unit – Int ernal Smoke Removal Mode – Ai r

Fl ow Di agram

Mi xed Ai r

Chamber

Ret urn Ai r

Ret urn Ai r

Coils &

Filters



( 2) MA

Damper Cl osed

??

Fan Chambe

r

Smoke

Legends

( 1) Fresh Ai r

Damper Cl os

ed

( 2) MA

Damper Cl osed ??

Smoke

out l et s

above Dampers

( 3) Suppl y Ai r

Dampers Cl osed

( 4) Exhaust Ai r

Dampers Opened

( B)

Mi xed Ai r

Chamber

Mi xed Ai r

Chamber


To Suppl y Ai r

Duct

Customised VAC Unit – Ext ernal Fi re / Smoke Mode - Ai r

Fl ow Di agram

Mi xed Ai r

Chamber

Ret urn Ai r

Ret urn Ai r

Coils &

Filters



Legends

Ret urn Ai r

Col d Ai r

( 1) Fresh Ai r

Damper Cl os

ed

Dampers

( C)

Mi xed Ai r

Chamber

Mi xed Ai r

Chamber

Fan Chambe

r

3/ 13/ 2012 Page 35 MTR Cor por at i on 3/ 13/ 2012 Page 35 MTR Cor por at i on

SRS Prot ot ype Devel opment Test s and

Demonst rat i on


A/ C Uni t Prot ot ype Devel opment

• Appointed “Sigma Coachair Group” – specialist manufacturer supplying

worldwide market

• Several months of development work

• Typically utilising tried and tested standard components

• Demonstration of advanced prototype on 21 December 2010


Smoke Removal Out l et s Insert ed on Top of

t he VAC Uni t

Wat er proof sl i di ng hat ch

t o be f i t t ed on t op of

roof

Exhaust openi ng cover wi t h l i near

act uat ors t o open and cl ose t he exhaust

pat h


Fans and Dampers Conf i gured f or Smoke

Removal

The smoke removal ( exhaust ) damper

i n t he mi ddl e

The suppl y ai r dampers on t he l ef t and

r i ght


Test s and Ver i f i cat i on

Test Set Objectives and Works Involved

(A) Standalone A/C Unit

Smoke Removal

Airflow Test

COMPLETED

• to measure the extract airflow rates achieved under different

combinations of air paths for a standalone VAC unit; and

• to identify the extent of VAC unit modification such that when

operated in smoke removal mode the extract airflow rate can be

maximized.

(B) 250oC Hot Air Chamber

Motor Test

COMPLETED

• to conduct temperature stress test on fan motor assembly at 250oC

hot air chamber to validate its proper functioning duration.

(C) On Vehicle Smoke

Removal System Test

COMPLETED

• by installing two VAC unit prototypes on an existing operating train

to verify the overall performance;

• to measure the extract airflow rate achieved on-train; and

• to conduct on-train smoke visualization tests (December 2010)


Improved Smoke Removal Rat e

per VAC Unit per Car 3-car Train Margin of Safety

Smoke removal rate required empirically*

1.33 cu.m/s 2.66 cu.m/s 7.98 cu.m/s 117%

Smoke removal rate achieved 2.89 cu.m/s

5.77 cu.m/s 17.31 cu.m/s

Smoke cl ear

hei ght at 1. 8m

Headr oom

~2. 1m

2MW baggage

f i r e

Requi r ed smoke r emoval r at e cal cul at ed by empi r i cal smoke pl ume f or mul a: 8

cu. m/ s = 1. 33cu. m/ s* f or each of 6 VAC uni t s*


Video - Internal

3/ 13/ 2012 Page 42 MTR Cor por at i on

Vi deo - Int ernal


Video - External


Vi deo - Ext ernal


Conclusion


Summary

Consideration Side Detrainment End Detrainment End Detrainment

with SRS

Minimise Construction Risks

associated with tunnel size

Eliminate falling hazard from

elevated walkway

Visual impact of elevated structures

Infrastructure resources

Available walkway width

Evacuee self help

Walkway continuity

Clear headroom above walkway

Simplicity in operation

External train fire & capsule effect

Internal train fire – drive-through Short Long Short Long Short Long

Internal train fire – detrainment


Concl usi on

• Det r ai nment due t o t r ai n f i r e i s r ar e as dr i ve

t hr ough i s t he by f ar t he best opt i on

• Bot h end det r ai nment and si de det r ai nment ar e

accept abl e

• End Det r ai nment wi t h SRS can addr ess al l

scenar i os

• SRS can al so enhance dr i ve t hr ough f or r ai l way

wi t h l onger i nt er - st at i on di st ance


Thank You

Wilfred Yeung

Chief Architect – MTR Cor por at i on

wi l f r edy@mt r . com. hk

21 Feb 2012

wilfred-yeung-mtr-hong-kong.pdf

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