Vehicle Fire, Safety and Evacuation

Transcription

1 To be superseded by GMRT2130 Iss 4 published on Railway 07/12/2013 Group Standard Vehicle Fire, Safety and Evacuation Synopsis This document mandates requirements for the provision of rail vehicle fire safety and evacuation arrangements. In particular, it addresses matters of rail vehicle design associated with fire safety, diesel propulsion, emergency lighting, emergency and safety equipment, emergency and safety information and emergency evacuation. This document contains requirements that are amended under the Railway Group Standards Code () as a small scale change. Reference to the amended requirements is made in the Issue Record. All other parts of the document are unchanged from the previous issue. Copyright in the Railway Group Standards is owned by Rail Safety and Standards Board Limited. All rights are hereby reserved. No Railway Group Standard (in whole or in part) may be reproduced, stored in a retrieval system, or transmitted, in any form or means, without the prior written permission of Rail Safety and Standards Board Limited, or as expressly permitted by law. Members are granted copyright licence in accordance with the Constitution Agreement relating to Rail Safety and Standards Board Limited. In circumstances where Rail Safety and Standards Board Limited has granted a particular person or organisation permission to copy extracts from Railway Group Standards, Rail Safety and Standards Board Limited accepts no responsibility for, and excludes all liability in connection with, the use of such extracts, or any claims arising therefrom. This disclaimer applies to all forms of media in which extracts from Railway Group Standards may be reproduced. Published by: Block 2 Angel Square, 1 Torrens Street London EC1V 1NY Copyright 2010 Rail Safety and Standards Board Limited

2 Railway Group Standard To be superseded by GMRT2130 Iss 4 published on 07/12/2013 Issue record Issue Date Comments One June 2008 Original document Supersedes GM/RT2120, GM/RT2176, GM/RT2177, GM/RT2300, GM/RT2462, AV/ST9002 and AV/ST9005 Two August 2009 Replaces issue one Small scale change amendment addition of clause Three December 2010 Replaces issue two Small scale change amendment withdrawal of 6.5.3, and revision of clauses and Amended or additional parts of revised pages have been marked by a vertical black line in the adjacent margin. Superseded documents The following Railway Group documents are superseded, either in whole or in part as indicated: Superseded documents, issue two, August 2009 Sections superseded Date when sections are superseded All 05 March 2011 Supply The authoritative version of this document is available at Uncontrolled copies of this document can be obtained from Communications,, Block 2 Angel Square, 1 Torrens Street, London EC1V 1NY, telephone or enquiries@rssb.co.uk. Other Standards and associated documents can also be viewed at Page 2 of 42

3 To be superseded by GMRT2130 Iss 4 published on Railway 07/12/2013 Group Standard Contents Section Description Page Part 1 Purpose and Introduction Purpose Introduction 5 Part 2 Fire Safety Vehicle fire performance categories General requirements Safeguarding continued operation in the event of fire Reducing the risk of ignition Reducing the risk of fire development Fuel systems and storage Equipment cubicles and equipment cases Penetrations through floors or fire barriers Material fire performance categories and selection Layered materials and assemblies Testing of materials, components and assemblies Fire protection Emergency stop and isolation devices Retaining and upgrading fire performance during modifications Retaining fire performance during maintenance 22 Part 3 Engine Exhaust Engine exhaust 24 Part 4 Requirements for Emergency Lighting General requirements for emergency lighting Emergency lighting in passenger saloons Emergency lighting at egress points Emergency lighting in escape routes Emergency lighting adjacent to emergency equipment 27 Part 5 Requirements for Emergency and Safety Equipment General requirements Services operating on dc electrified lines Specific rail applications Examination and testing 29 Part 6 Requirements for Emergency and Safety Information Provision of information General signage requirements Information for passengers Positioning Materials Review and evaluation 31 Part 7 Requirements for Evacuation Vehicle design for evacuation and escape Side evacuation End evacuation 33 Part 8 Application of this document Application infrastructure managers Application railway undertakings Health and safety responsibilities 35 Page 3 of 42

4 Railway Group Standard To be superseded by GMRT2130 Iss 4 published on 07/12/2013 Appendices 36 Appendix A Properties of Interior and Exterior Surfaces and Materials 36 Appendix B Test Pulse 37 Definitions 38 References 42 Figures Figure 1 Direction of engine exhaust 24 Figure 2 Location of vestibule emergency lighting 26 Page 4 of 42

5 To be superseded by GMRT2130 Iss 4 published on Railway 07/12/2013 Group Standard Part 1 Purpose and Introduction 1.1 Purpose This document mandates requirements for the provision of rail vehicle fire, safety and evacuation arrangements. In particular, it addresses matters of rail vehicle design associated with fire safety, diesel propulsion, emergency lighting, emergency and safety equipment, emergency and safety information and emergency evacuation. 1.2 Introduction Background The implementation of the Technical Specifications for Interoperability (TSIs) mandated through a series of European Union Directives has resulted in a review of all requirements mandated in Railway Group Standards Under the Strategy for Standards Management, Rail Safety and Standards Board () has given a commitment to review all of its standards with a view to mandating only those requirements that define the interface and the need for co-operation between different categories of duty holder to manage risk safely A review of the requirements set out in a suite of standards associated with fire safety and evacuation on rail vehicles has resulted in a revised Railway Group Standard on this topic Principles The requirements of this document are based on one of the following principles: a) This document only mandates those requirements that define the interface and the need for co-operation between different categories of duty holder to manage risk safely. b) This document only mandates requirements that are necessary to support an Open Point in a TSI and meet an essential requirement of the relevant EU Directive. c) This document only mandates requirements that are necessary for interworking on non-tsi compliant GB infrastructure Support to Essential Requirements The EU Directives applicable to Interoperability mandate that each TSI is required to address a number of essential requirements. In supporting specific open points in Rolling Stock TSIs, in particular the as yet un-published Conventional Rolling Stock TSIs, the following essential requirements are addressed The Directive 2001/16/EC of the European Parliament and of the Council of 19 March 2001 on the interoperability of the conventional rail system together with the consolidated legal version (without preamble) according to Directive 2004/50/EC of 29 April 2004 contains within Annex 3 Essential Requirements the following relevant essential requirements: 2.4. Rolling stock Safety Emergency exits must be provided and indicated. Appropriate provisions must be laid down to take account of the particular safety conditions in very long tunnels. An emergency lighting system of sufficient intensity and duration is compulsory on board trains. Page 5 of 42

6 Railway Group Standard To be superseded by GMRT2130 Iss 4 published on 07/12/ Reliability and availability The design of the vital equipment, of the running, traction and braking equipment and of the control and command system must be such as to enable the train to continue its mission, in a specific degraded situation, without adverse consequences for the equipment remaining in service Supporting documents The following Railway Group documents support this Railway Group Standard: GM/RC2530 Recommendations for Rail Vehicle Fire Safety GM/RC2531 Recommendations for Rail Vehicle Emergency Lighting GM/RC2532 Recommendations for Rail Vehicle Emergency and Safety Equipment GM/RC2533 Recommendations for Rail Vehicle Emergency and Safety Information GM/RC2534 Recommendations for Rail Vehicle Emergency Evacuation 1.3 Approval and authorisation of this document The content of this document was approved by Rolling Stock Standards Committee on 03 September This document was authorised by on 29 September Page 6 of 42

7 To be superseded by GMRT2130 Iss 4 published on Railway 07/12/2013 Group Standard Part 2 Fire Safety 2.1 Vehicle fire performance categories The fire performance of a vehicle shall be appropriate to its operational risks. Two categories of vehicle, in ascending order of fire risk and of the consequences of fire, are defined as follows: a) Category A Category A fire safety rolling stock operating on infrastructure with tunnels and / or elevated sections of maximum length of 5 km. Successive tunnels are considered as one tunnel unless both of the two following requirements are fulfilled: i) The separation between them in open air is longer than 500 m ii) There is an access / egress facility to a safe area within the open section. b) Category B Category B fire safety rolling stock operating on all infrastructure (including those with tunnels and / or elevated sections with lengths exceeding 5 km) or that is designed and built to operate specifically to provide sleeping accommodation for passengers or other personnel All requirements set out in this document apply to Category A and B vehicles unless specifically limited to Category B vehicles. Clauses identifying the additional requirements relevant to category B vehicles are as follows: a) b) c) d) e) The above categories have been aligned with the categories used in the TSIs. 2.2 General requirements Railway vehicles shall be designed and constructed to reduce as far as reasonably practicable the reasonably foreseeable risks of ignition and fire development, under normal operating conditions, fault conditions and when subjected to attempted arson Railway vehicles shall be maintained so that the risks of ignition and fire development, under normal operating conditions, fault conditions and when subjected to attempted arson, are reduced as far as reasonably practicable A means of visually assessing whether fire is present shall be incorporated in doors in fire barriers that are part of an escape route (such as bulkhead doors between vestibules and engine compartments). This allows a visual assessment of the situation beyond a barrier or a partition to be made as a means of determining whether an area is safe to enter for escape or fire fighting, without exposure to direct risk from the fire or without the risk of the fire immediately Page 7 of 42

8 Railway Group Standard To be superseded by GMRT2130 Iss 4 published on 07/12/2013 escaping into the adjacent area. Where a means of visual assessment is provided it shall meet the conformance requirements of the fire barrier In the event of a fire developing, the vehicle design configuration and the materials used in its construction shall ensure, as far as reasonably practicable, that: a) The required mechanical strength of the vehicle main structure is retained. b) The rates of fire propagation, of flame spread, heat release and of smoke and toxic gas emissions are sufficiently low as to: i) Enable people not to be unduly hindered in their escape and evacuation to a position of ultimate safety, taking account of the specific operational characteristics of the category of vehicles as described in 2.1. ii) Reduce as far as is reasonably practicable the effects on the railway infrastructure and on railway operations The high level objectives set out in inclusive are deemed to have been satisfied by compliance with the detailed requirements in Part 2 of this document. 2.3 Safeguarding continued operation in the event of fire The vehicle design shall, taking account of the specific operational characteristics of the category of vehicle as described in 2.1, incorporate such protection as necessary to ensure that, as far as is reasonably practicable, the vehicle can continue to be operated and brought to a stand safely at a safe location in the event of a fire developing. The protection will also provide increased opportunity for other actions to be put in place prior to fire prejudicing the safety of the infrastructure and its users. The protection shall be by means of: a) A fire barrier providing protection for each cab, where present, from fire in the remainder of the vehicle as set out in b) The fire resistance of those train systems which are essential for bringing the vehicle to a stand safely, at a safe location, in the presence of fire. Such train systems, enabling the continued operational integrity, include train control and braking. It is permissible for such fire resistance to be achieved by shielding of the system, location of critical components (for example cables) in an area inaccessible to fire within the specified time, or by choice of material for the system components (see 2.3.3) For category B vehicles the fire barrier shall achieve a 20 minute integrity and insulation in accordance with BS 476 Part 20 and Part 22 or BS EN :1999 partition test. For category A vehicles the fire barrier shall achieve a 15 minute integrity and insulation in accordance with BS 476 Part 20 and Part 22 or BS EN :1999 partition test. It is permissible for that section of a fire barrier located within the roof space to be exempt from the insulation requirements provided that no other material is in contact with the barrier that could be ignited by the heat transfer from the fire through the barrier Train systems which are vital to the continued operation of a train in the event of fire, such as train control and braking, shall be protected against the effects of fire. Elements of such systems that would be vulnerable to fire shall, in the case of category B vehicles, achieve 20 minutes integrity to BS 476 Part 20 and Part 22 or BS EN :1999 partition test. Elements of such systems in the case of category A vehicles shall achieve 15 minutes integrity to BS 476 Part 20 and Part 22 or BS EN :1999 partition test. Page 8 of 42

9 To be superseded by GMRT2130 Iss 4 published on Railway 07/12/2013 Group Standard The essential and emergency train egress systems, such as door controls, gangways and passenger communication equipment (including public address equipment and other equipment to facilitate communication between passengers and crew) that are outside the vicinity of the fire, shall continue to function normally for 15 minutes for category A vehicles and 20 minutes for category B vehicles. 2.4 Reducing the risk of ignition To reduce the risk of ignition, the design of the vehicle and its equipment (either located inside the vehicle or located outside) shall include an assessment of normal operation and foreseeable failure modes to demonstrate that the potential for ignition has been addressed The overall design configuration of a vehicle, including its structures, systems, equipment, components and materials, and their relative positions and proximities to each other, shall be arranged so that the resistance to the onset of fire is managed. Potential equipment and component failure modes, and their potential interactions, shall be taken into account in assessing and minimising fire risk Except where functionality demands otherwise, sources of heat and ignition such as internal combustion engines, electrical equipment, braking systems, cooking equipment, heaters and hot surfaces, shall be separated from flammable fluid systems and lubricating oil systems along with associated tanks, pipework and ancillary equipment by physical distance or suitable barriers. Any potential leakage or seepage of flammable liquids shall be managed. This shall include consideration of flexible pipes or joints in the lines used for circulation or distribution of pressurised fluids Equipment containing flammable liquid, such as fuel and oil tanks, transformers, hydraulic systems, and their associated pipework, shall be either: a) Of proven durability for its environment Or b) Protected against risk of puncture Where sparks are inherent to normal vehicle operation, shielding shall be provided to prevent ignition of combustible materials by such sparks. Particular attention shall be given to mechanical sources below the floor of the vehicle. Examples of such mechanical sources include cast iron brake blocks, and rail grinding equipment Where there are sources of heat within a vehicle, such as heaters and cooking appliances, precautions shall be taken to ensure that they do not present a fire hazard The temperature of touchable surfaces of vehicle heaters in passenger saloons shall not exceed 60 C. The temperature of touchable surfaces of vehicle heaters in driving cabs and other crew / staff areas of rail vehicles shall not exceed 80 C. Adjacent combustible materials shall be protected Vehicles shall be designed so as to reduce places where flammable debris or litter could accumulate. Internal to the vehicle particular attention shall be given to areas in proximity to sources of heat, ignition and air flow. External to the vehicle, particular attention shall be given to the filling and drainage points for systems containing flammable fluids. Attention shall also be given to areas around under-slung diesel engines, fuel lines, heat sources, and sources of arcing. Page 9 of 42

10 Railway Group Standard To be superseded by GMRT2130 Iss 4 published on 07/12/ Reducing the risk of fire development The design of the vehicle and the installation of its systems shall eliminate features that could encourage fire development. The design shall take account of, as a minumum, the following requirements: a) Layout of systems and equipment Except where functionality demands otherwise, the position, orientation and proximity to each other of the vehicle systems, equipment, components and materials, located inside or outside the vehicle, shall be arranged such that the potential for flame spread, and thus for the promotion of fire development, is reduced. b) Accumulation of flammable dust in ducting Vehicles shall be designed to provide access for periodic cleaning to ducting in which dust is likely to accumulate. Such ducting includes that provided for environment control (especially passenger systems, even though these are likely to be more extensive and complex), equipment ventilation or fume extraction The potential for the spread of associated smoke and toxic fumes shall be considered in the design and configuration of systems for heating, ventilation and air-conditioning Litter bins in vehicles shall be designed to be capable of containing an internal fire. They shall be constructed using materials which have a 10 minute integrity when tested to BS 476 Part 20 and Part 22 or BS EN :1999 partition test Fire and smoke barriers shall be installed in vehicles to delay the spread of fire and its combustion products at locations where fire development could be rapid and the ability of people to escape could be unacceptably impaired. These barriers shall be sited in a vehicle such that they: a) Delay the spread of fire and combustion products between vehicles with a vehicle / vehicle performance according to the category of the vehicles as set out in b) Delay the penetration of fire from underneath the floor of a vehicle into the vehicle interior. Floor fire barriers shall achieve a 20 minute integrity and insulation in accordance with BS 476 Part 20 and Part 22 or BS EN :1999 partition test. c) Delay the spread of fire and combustion products into areas where the driver and traincrew carry out their operational duties under emergency conditions (such as driving the train to a safe place for evacuation and initiating an evacuation), and to safeguard their escape routes from those areas on completion of those duties. The fire barrier performance shall be in accordance with the category of the vehicles as set out in Doors in fire barriers shall be self-closing. However, the passage of people through such doors shall not be impeded by that feature. 2.6 Fuel systems and storage The fuel installation shall be so designed and constructed that its components are able to resist internal and external corrosion phenomena to which they are exposed. Page 10 of 42

11 To be superseded by GMRT2130 Iss 4 published on Railway 07/12/2013 Group Standard Risks from fuel storage on the vehicle are reduced by achieving the following: a) The fuel tank(s) shall be made of a fire-resistant material. b) A fire barrier shall be provided to separate the fuel tank(s) from passenger compartments. c) The fuel tank(s) shall be placed so as to ensure that any fuel leaking from the tank(s), its filler hole or its pipe connections does not come into direct contact with any source of ignition. d) Fuel tanks shall not be located forward of the leading bogie of a vehicle which could be the leading vehicle in a train formation. e) Fuel tanks shall not be located directly adjacent to a bogie, in order to reduce the probability of the vehicle s bogie prejudicing the integrity of the fuel tank in the event of an accident or derailment. Where it is not possible to install other equipment to separate the fuel tank from the bogie, and where locating away from the bogies is not practicable, there shall be sufficient clearance between the bogie and the fuel tank to permit full unconstrained rotation of the bogie prior to it coming free of the centre pivot, in the case of derailment, without impacting the fuel tank. f) Fuel tanks shall either: i) Not be located in the vicinity of dc power lines where there is a danger of stray arcs occurring Or ii) Be adequately protected from stray arcs (for example, by a suitably proven arc barrier material). g) Where externally mounted fuel lines supplying fuel under pressure are vulnerable to impact, they shall be provided with cut-off devices, (see also ). 2.7 Equipment cubicles and equipment cases When installed in areas accessible by passengers or traincrew, equipment cubicles and equipment cases containing electrical equipment that does not meet the requirements for minor materials set out in Appendix A and is sealed to preclude oxygen from entering to feed a fire inside shall be constructed of a material which achieves a fire resistance performance of 10 minutes when tested in accordance with BS 476 Part 20 and Part 22 or BS EN :1999 partition test. It is permissible to use intumescent material to obtain a seal. Where the cubicle or case meets these requirements no specific requirements are given for the individual electrical components When installed in areas accessible by passengers or traincrew, and where an electrical equipment cubicle or equipment case is not sealed and the individual components located within the equipment cubicle or equipment case do not meet the requirements for minor materials set out in Appendix A, the cubicle or case shall be constructed of a material which achieves a fire resistance performance of 15 minutes (class A vehicles) or 20 minutes (class B vehicles) when tested in accordance with BS 476 Part 20 and Part 22 or BS EN :1999 partition test. Additional measures shall be implemented to prevent fire propagation into the remainder of the vehicle where the ventilation paths through the cabinet could facilitate this. Page 11 of 42

12 Railway Group Standard To be superseded by GMRT2130 Iss 4 published on 07/12/ Where an electrical equipment cubicle or equipment case contains individual components all of which meet the requirements for minor materials set out in Appendix A, the cubicle or case shall be constructed of materials which satisfy the requirements of Penetrations through floors or fire barriers Penetrations through the floor or fire barrier (such as cables, pipes or ducting), shall not prejudice the conformance of the floor or fire barrier. 2.9 Material fire performance categories and selection Vehicle fire performance criteria Vehicles shall, unless stated otherwise in this document, satisfy, as a minimum, one of the following requirements: a) Surfaces and materials shall have fire properties as set out in Appendix A. b) The performance of the vehicle shall be at least equivalent to that of a vehicle which is fully compliant with a) above. This equivalence shall be demonstrated in terms of the same aspect of fire performance It is permissible to exclude the following externally-mounted components from the requirements of this standard: a) Rubber suspension elements, for example airsprings, auxiliary springs and equipment mountings b) Hoses and similar components associated with the engine and its auxiliaries that are located within the scope of the engine fire protection system Assessment of materials for selection Combustible materials and component parts used in the construction of a vehicle, including coated metallic items and gangway materials, shall be assessed for fire performance to ensure that they are compatible with the operational risks of the applicable vehicle category. The influence of materials and component parts on the fire performance of the vehicle as a whole shall be taken into account In assessing the fire performance of materials, the following aspects of fire behaviour shall be taken into account: a) Ignitability b) Rate of surface spread of flame c) Rate of heat release d) Smoke generation e) Toxic fume emission f) Release of other harmful products Juxtaposition of materials The following design considerations shall be taken into account when selecting materials and component parts for fire performance, such that they meet the requirements of 2.9.1: a) The quantity and type of each material Page 12 of 42

13 To be superseded by GMRT2130 Iss 4 published on Railway 07/12/2013 Group Standard b) The position, configuration and orientation of each material c) The ways in which materials are combined and joined, together with the means and substances employed d) The mechanical strengths of components in a fire, including structural members and fire barriers e) The effects of air flows, including flows from open windows and flows from forced ventilation and air-conditioning systems Classification of materials - reaction to fire For the purpose of appraising fire performance and with the considerations of and 2.9.2, materials shall be classified for assessment into types, determined by their orientation in or on the vehicle. This is a critical factor in establishing the risk in the event of a fire Surfaces shall therefore be classified in accordance with the decreasing order of fire risk as follows: a) Horizontal prone (HP) for ceiling-like surfaces downward facing surface within 45 of the horizontal b) Vertical (V) for wall-like surfaces within 45 of the vertical c) Horizontal supine (HS) for floor-like surfaces upward facing surface within 45 of the horizontal HP and V surfaces shall only be further classified as a limited extent surface (L surface) as indicated below A surface shall only be classified as a HPL surface when the maximum horizontal extent of the surface is less than 1 m and there is no point on its surface which is closer to any other limited extent surface than a distance measured in any direction, equal to its maximum horizontal extent A surface shall only be classified as a VL surface when the maximum vertical extent of the surface is less than 1 m and there is no point on its surface which is closer to any other limited extent surface than a distance measured vertically upwards, equal to its maximum vertical extent It shall be noted that in areas where an extended HP surface does not exist for example the underside of a seat shell or a small area within a larger area that is fully in accordance with the appropriate values, then it is permissible to relax the values to those applicable to a VL surface An item or material, unless specifically classified otherwise in the above classification scheme, shall be considered as a surface if its exposed surface area exceeds 0.2 m 2 or if its mass exceeds 500 g (vehicle interior applications) or 2 kg (vehicle exterior applications). If the item or material has a mass or surface less than this, then it may be considered as a minor usage material. If the mass of a material is greater than 500 g and its geometry does not allow it to be readily identified in any of the above categories, then the requirements for a V surface shall be applied Materials having a mass of less than 100 g (vehicle interior) or less than 400 g (vehicle exterior) and which are not themselves a surface are unclassified in terms of fire performance. However, grouping considerations shall be applied to minor usage materials to ascertain if they are to be treated as a surface. In Page 13 of 42

14 Railway Group Standard To be superseded by GMRT2130 Iss 4 published on 07/12/2013 considering groupings of minor usage materials, if there is a separation of 0.5 m for a HP or V surface and a separation of 0.2 m for a HS surface between any two minor usage materials then it is permissible to consider them on an individual basis. If such separation is not achieved then they shall be considered as a single material Products of combustion The use of materials that contain known toxic chemical groups, or that produce gases or fumes during combustion or smouldering that are toxic or impair people s abilities to escape, such as halogenated compounds, shall be excluded wherever possible. A nationally or internationally recognised assessment protocol, (for example, as set out in BS 6853) defining appropriate criteria and respective test methods, shall be used Layered materials and assemblies General requirements Layered materials and assemblies, including seat components and seat assemblies, shall be in accordance with the requirements of for the appropriate surfaces. The design shall take account of, as a minimum, the following requirements set out in to Layered materials Particular attention shall be given to ensuring that the integrity of layered materials can be maintained in situations where the overall performance depends on the use of fire-resistant outer layers to protect non-compliant inner layers Layered materials, whether in isolation or forming part of an assembly, shall be tested as single assemblies which reflect the installed condition, including air gaps, as far as reasonably practicable within the limitations of the test protocol Examples of layered materials include but are not limited to: a) Sandwich panels with combustible cores b) Floor coverings on combustible substrates Assemblies For all materials, whether layered or not, which are juxtaposed in a design so as to form an assembly, there shall be an assessment to ensure that there are no special features which would cause the requirements set out in not to be met. That assessment shall, where necessary in order to demonstrate compliance with the requirements set out in 2.9.1, include assembly tests which allow the following aspects of performance to be evaluated as appropriate: a) Vertical voids which form chimney effects between floors and ceilings b) Pool fires resulting from the melting of materials c) Delamination One example of such assemblies is the wall-to-wall corner in which the materials forming the vehicle wall abut the materials forming the end partition and are an assembly only by reason of their being fixed together at the adjoining corner Where vertical voids are blocked to avoid chimneys between floor and ceiling by using an appropriate number of horizontal partitions (not necessarily fire barriers) to resist the spread of heat, smoke and fire, they shall be made from suitable fire- Page 14 of 42

15 To be superseded by GMRT2130 Iss 4 published on Railway 07/12/2013 Group Standard resisting materials and shall compartmentalise the void. Such voids shall meet the requirements of Appendix A, surface category C, where applicable Seats Seats shall be tested as a complete entity and, in addition, the rate of heat release shall be determined for the composite of materials used for the seat cushion and seat back cushion as described below: a) All seat trim shall be fire tested using an ignition source Crib 7 in accordance with BS 5852 section 5, with the ignition source placed on the seat cushion at the junction with the seat back cushion and on the longitudinal centreline of the seat, and / or at other locations as appropriate such that a worst case test is applied. i) Seating which consists of a seat cushion without a seat back cushion shall be fire tested in accordance with BS 5852 section 5, with the ignition source placed at 100 mm from the rear edge of the cushion on the longitudinal centreline of the seat, and / or at other locations as appropriate such that a worst case test is applied. ii) iii) iv) Where a seat shell does not provide a complete fire barrier to the underside of the cushion, the seating shall be fire tested in accordance with BS 5852 with the ignition source placed at floor level under the centre point of the seat cushion. This test is not required for seats in driving cabs and operator seats. Seating with a tip-up seat cushion shall be subjected to each appropriate test above with the cushion in the seated position. A minimum of three consecutive seats shall satisfy the compliance criteria for each appropriate fire test. b) The seat cushion and seat back cushion composites shall be tested in accordance with the requirements of ISO 5660:1993 Part 1. The test shall be carried out with a heat flux of 25 kw/m 2 in the case of the cushion and 35 kw/m 2 in the case of the seat back cushion, the sampling intervals shall not exceed 2 s and the data shall be collected for an elapsed time of not less than 1200 s. c) The seat shell shall meet the requirements for vertical surfaces set out in Appendix A of this document. d) Any ancillary parts of the seat (for example, arm rests, seat-back tables) shall be tested in accordance with the applicable requirements set out in Appendix A of this document Seats in driving cabs or operator seats Seats provided for drivers or operators of equipment shall meet the requirements set out in a), c) and d) except where it is demonstrated that compliance would prejudice other safety-critical operational requirements (for example, vibration attenuation). Where the fire performance cannot be met, evidence shall be produced and recorded demonstrating that the risk is mitigated by the provision of fire extinguishing equipment and by other precautions appropriate to the particular installation; for example, the isolation of equipment when the seat is not used and the protection of the seat from sources of radiant heat. Page 15 of 42

16 Railway Group Standard To be superseded by GMRT2130 Iss 4 published on 07/12/ Windscreen anti-spall protection films There are no specific requirements for fire performance of films attached to the cab windscreen for anti-spall protection of the driver. The risk of such films contributing significantly to a fire in the cab is considered far lower than the risk of the driver being injured by spalling of the windscreen in the event of an impact. The fire risk is also mitigated by the mandatory installation of a fire extinguisher accessible to the driver as set out in Adhesive films Adhesive films (typically called vinyls) used internally or externally as surface coverings or decorative surfaces shall meet the requirements set out in Appendix A appropriate to their size and usage in accordance with the definitions of a minor material, a surface or an unspecified material set out in the definitions section of this document Anti-graffiti coatings used on the films and multi-layering (or overlapping) of films shall not affect the compliance of the installed film Additional testing of materials, components and assemblies Where compliance with a) cannot be demonstrated, it is permissible to carry out additional tests in accordance with BS 476 Part Where a proposed vehicle construction is innovative, or departs significantly from normal practice (for example adhered composite vehicles or those proposed to have a reinforced plastic monocoque structure), then representative full size fire tests shall be carried out to ensure that no unacceptable fire risks are being introduced. The tests shall be consistent with the degree of innovation and the performance requirements of the vehicle category Fire protection General requirements Fire protection, as described below, shall be specifically determined for: a) Any vehicle on which people are carried b) Any other vehicle, or area of a vehicle, where the risk to people from fire would be considered to be unacceptably high if no protection was present c) The infrastructure In determining the fire protection for a vehicle, an assessment of the risks shall be undertaken to identify: a) What is to be achieved b) What the risks are c) How they can be addressed d) Possible failure modes of the system e) Maintenance activities necessary to ensure continued functionality Fire protection systems fitted to vehicles shall: a) Operate consistently when activated, in all modes of operation and under all operating conditions Page 16 of 42

17 To be superseded by GMRT2130 Iss 4 published on Railway 07/12/2013 Group Standard b) Not initiate false activations at a frequency that will result in a loss in credibility of the system c) In areas of high risk, be designed to be triggered by the fire itself in the event of a failure of the detection system, for example, by use of a temperature-sensitive fusible plug or plugs Portable fire protection Portable fire extinguishers shall be provided: a) In all driving cabs b) Within, or adjacent to, accommodation provided for staff on passenger trains c) In vehicles with catering equipment (excluding at-seat service catering trolleys) In passenger carrying vehicles, and other areas where staff have regular access, portable fire extinguishers or fire blankets shall be provided. In situations where there is a high risk of vandalism, consideration shall be given as to whether the extinguishers should not be available to passengers Fire blankets shall be provided in vehicles with catering equipment where overheated food or the use of cooking oil could cause a fire Fire protection systems incorporating automatic elements On category B vehicles where there is accommodation designed to enable people to sleep, a fixed fire protection system shall be provided incorporating, as a minimum, automatic detection and audible warning to alert those persons on board the vehicle. Additionally, the system shall incorporate either manual release of extinguishing agent or portable extinguishers or fire containment Fire protection systems incorporating automatic fire detection and alarm capability and either fire extinguishment or fire containment shall be fitted to: a) Any area of a vehicle which contains operating equipment using combustion of fuel as a source of power or source of heating. b) High risk areas of vehicles which are uncontrolled or not intended for continuous occupation, in which fires could rapidly develop unnoticed to proportions hazardous to the infrastructure. c) Compartments or rooms within the vehicle for the specific purpose of containing electrically powered equipment, or instrumentation, for measuring or monitoring the infrastructure or the performance of other vehicles (but not relating to the temporary installation of instrumentation of no material consequence to the vehicle). d) Areas with catering equipment for the heating or cooking of food except where that equipment generates heat within the food rather than applies heat to the food (for example, microwave equipment). e) Any other area of a vehicle which is considered to represent a fire risk comparable to the above Fire extinguishers fixed to the vehicle and intended for operation from that fixed position shall operate correctly with the vehicle in its normal orientation or on its side. Page 17 of 42

18 Railway Group Standard To be superseded by GMRT2130 Iss 4 published on 07/12/ The securing of portable fire extinguishers to the vehicle by straps or other devices, for safe stowage when not in use, does not bring them within the category of fixed extinguishing systems Specific requirements relating to extinguishment and delay of extinguishment are set out below in Fire detectors used in order to satisfy the above requirements shall be of a type having proven reliability when used on railway vehicles, taking into account the operational and vibrational environment likely to be encountered Alarms Alarms - general requirements: a) Alarm systems used in order to satisfy the above requirements shall, except in the case indicated below, incorporate an audible warning system to alert the traincrew and staff at their normal working locations. There shall be a means of indicating the affected vehicle(s) to the traincrew, though this requirement shall not apply to locomotives working in multiple at the head end of a train or on-track machines (OTMs). It is permissible for this indication to be provided externally (in which case it shall be sufficiently distinguishable from the normal operation of exterior door indicator lights which could all be illuminated because of operation of the emergency door release mechanisms) provided that the indicator is positioned so that it can be seen by a crew member looking along the outside of the train from ground or platform level. b) In the case of compartments set out in b), c) and d), if in close proximity to an area intended to be continuously occupied, the alarm shall be audible in the adjacent occupied areas but remote indication to the traincrew is not required. c) There shall be a facility to enable the alarms to be tested. d) All passenger vehicles with a fixed fire protection system shall incorporate an audible warning system to alert the traincrew in the event of a fire being detected. There shall be a means of indicating the affected vehicle(s) or sleeping car compartment, and there shall be a facility to enable the alarms to be tested Specific alarm requirements for locomotives: a) A fire alarm shall be audible in all areas of the cabs under all vehicle operating conditions. b) An audible alarm and, where appropriate, a warning lamp shall be fitted so as to alert persons within the body of the locomotive or in the immediate vicinity outside of imminent activation of the fire extinguishing system. Audible alarms shall produce a sound level not less than 5 db above the noise level produced when the engine is idling and other equipment operating normally. c) When the system is in an alarm state, all fire alarms / warning lamps on the locomotive shall operate; when in multiple operation this shall include all locomotives; when a locomotive is being driven remotely the fire alarm shall sound in the cab from which the locomotive is being driven Specific alarm requirements for diesel multiple units: Page 18 of 42

19 To be superseded by GMRT2130 Iss 4 published on Railway 07/12/2013 Group Standard Extinguishment General: a) Each driving cab and other compartments provided for persons having responsibility for the train shall be fitted with a fire alarm, which shall be audible from everywhere within those areas under all vehicle operating conditions. The alarm shall also be audible in the immediate vicinity outside the vehicle, at a level not less than 5 db above the noise level produced when the engine(s) are idling and other equipment is operating normally. b) When the fire protection system is in an alarm state only the fire alarms on the vehicle and in the operative cab shall sound. a) The design of a fixed or portable fire extinguishing system shall take into account: i) The location of likely ignition sources and their likely magnitude. ii) iii) iv) The potential for fire development. The time required to detect the fire and release the extinguishing medium, including the effect of any delay introduced by operating requirements or by the need to reduce vehicle speed and / or switch off forced ventilation systems in order to reduce air flow velocities etc. The potential for re-ignition. v) The need to ensure that no unacceptable risk is generated by its operation or by its designated location. b) Where a vehicle will always operate manned in service, the extinguishing system, where fitted, shall consist of portable extinguishers and / or a manually operated or automatically operated fixed installation. Where a vehicle could operate in service unmanned, the release of the extinguishing system, where fitted, shall be automatic, or be capable of being triggered by a member of the traincrew from the driving cab, following receipt of the fire alarm signal. This requirement in respect of unmanned vehicles does not apply to the following: i) Locomotives coupled together, working in multiple, where one of the locomotives does not have its own dedicated driver. ii) iii) iv) Underfloor engined diesel multiple units. Situations where equipment using combustion of fuel as a power or heating source is in operation only when the vehicle is at a standstill or moving at less than 10 mile/h and where staff are available in the immediate vicinity to take prompt action to extinguish any fire. Freight vehicles, including car-carrying vehicles attached to passenger carrying vehicles. v) On-Track Machines (OTMs) coupled together, travelling in multiple, where one of the OTMs is manned. Page 19 of 42

20 Railway Group Standard To be superseded by GMRT2130 Iss 4 published on 07/12/ Manual activation from the cab: a) Where a vehicle with a driving cab, or cabs, is fitted with a fixed fire extinguishing system which is designed to be operated whilst the vehicle is moving at normal operating speeds, each driving cab shall be fitted with a means of activating the system in that vehicle. This shall be protected from inadvertent use, but shall be operable without the use of special tools or keys. However, in situations where the extinguishment is effective only at very low speed or at a standstill, it is permissible only to provide the manual activation from outside that vehicle. b) In situations where the effectiveness of extinguishment will be prejudiced if the vehicle is running at too high a speed or if ventilation systems are not shut off, consideration shall be given as to how the effectiveness of the extinguishment can be safeguarded Manual activation from outside the vehicle: a) Vehicles fitted with a fixed fire extinguishing system shall have a manual activation facility on the exterior of each vehicle, unless security requirements associated with operation through the Channel Tunnel dictate that this facility is not to be fitted. b) Such manual activation, where fitted, shall be available on both sides of the vehicle. It shall be positioned such that it can be operated easily from track level and (if no in-cab activation is provided) from platform level. The means of activation shall be protected from accidental or casual use, but shall be operable without the use of special tools or keys Delay of automatic extinguishment: a) A delay in the activation of automatic fire extinguishment could be beneficial in the following circumstances: i) If release of the extinguishing medium when a train is moving at speed may inhibit the extinguishing of a fire, for example, a fire in the open area under a vehicle body. ii) iii) If release of the extinguishing medium before forced ventilation systems have been shut off would inhibit the extinguishment of a fire. Where it is desirable to cut off traction power before activating the extinguishment and this could result in the train coming to a stand in an unfavourable location. b) It is permissible in case a) i) to introduce an automatic feature which inhibits release of the extinguishing medium whenever the vehicle speed is above the threshold for effective extinguishment. c) In all cases it is permissible to introduce a driver operated inhibit facility that will delay the automatic release of the extinguishing medium. The inhibit facility shall be visible and operable from the driving position Status indications There shall be visible or audible fault indication to the crew if the detection or alarm system or (where fitted) the fixed extinguishing system is inoperative. Where the fixed extinguishing system is isolated or discharged this shall be indicated as a fault condition. Page 20 of 42