The development of seat fire testing for EN Richard Nowell

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Drusilla Morgan
5 years ago
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1 The development of seat fire 2017

2 Introduction

3 Introduction This presentation will examine the development of a new standard for complete seat fire testing that will plug into EN to replace Annexes A and B. 3

4 Some background

Background EN 45545 was published in 2013 complimented by EN 50553 published in 2012. EN 45545 is complex and took many years to develop the first meeting was in 1991!

5 Background EN was published in 2013 complimented by EN published in EN is complex and took many years to develop the first meeting was in 1991! Some open questions deferred to allow publication. In addition, both trains and test methods have advanced so the standard will further evolve. After publication a new working group was established under CEN TC256 - WG1, as a successor to the previous CEN/CENELEC joint working group. 5

GB approach A long held objective across Europe has been for single set of European fire safety standards to simplify train procurement, maximise product choice and reduce costs.

6 GB approach A long held objective across Europe has been for single set of European fire safety standards to simplify train procurement, maximise product choice and reduce costs. GB share this objective. RSSB research projects have been an important part of the alignment of GB requirements with the EN series of standards: RSSB research project T843 compared BS6853 and EN for material properties and showed good alignment except for the seats RSSB research project T1018 has provided a large amount of data for whole seat testing. 6

GB rail vehicle fire standards - Where are we heading? GB has been active in the development of the ENs and the TSIs. GB will remain active in the future of ENs.

7 GB rail vehicle fire standards - Where are we heading? GB has been active in the development of the ENs and the TSIs. GB will remain active in the future of ENs. Our goal is to apply all the EN requirements (to the revised EN series) and withdraw overlapping national requirements. We have already amended the GB Railway Group Standards to align with operational categories and hazard levels. We have also clarified and simplified the requirements for our existing long tunnels as allowed by the SRT TSI. 7

8 GB operational categories For any network that has evolved over 180 years or so there will always be exceptions. In GB the following EN operational categories generally apply: Existing Network Rail infrastructure = OC2 New high speed lines = OC3 end evacuation lines (e.g. London tube) = OC4 8

9 Seat fire tests What are the issues?

Seat fire tests issues and resolution There were a number of important comments about the complete seat fire test in EN 45545-2 Annex B which were not resolved before publication.

10 Seat fire tests issues and resolution There were a number of important comments about the complete seat fire test in EN Annex B which were not resolved before publication. It was agreed therefore that a two stage process would be followed: Step 1 develop the Annex B test method as a separate standard Step 2 set threshold values in EN for the new test method 10

Seats GB research to identify issues To clarify GB concerns in this area,

in 2013 The EN 45545 seat fire test regime was investigated using the GB

Seat types were specified to correspond to the BS 6853 categories 1a (type

11 Seats GB research to identify issues To clarify GB concerns in this area, an extensive research programme was launched by RSSB with Exova Warrington in 2013 The EN seat fire test regime was investigated using the GB standard BS 6853 as a comparator. At least 36 seats were burnt. Seat types were specified to correspond to the BS 6853 categories 1a (type 1), 1b (type 2), 2 (type 3) and one that would just fail the BS assessment (type 4). Using the published EN :2013, Annex B test, all the seats tested for RSSB were easily inside the HL3 limit suitable for all applications. 11

12 Seats problems identified The Annex B test uses a 7 kw heat input for 3 minutes. The low response measured from the seats suggests a significant proportion of the heat measured was actually from the burner and not from the seat. All seats pass for the most restricted application category 12

13 Smoke data The smoke production was also measured: different seat types cannot be equivalent if one type produces an order of magnitude more smoke than another! 124 times as much smoke produced by type 4 compared to type Measurement of smoke is however not part of the Annex B test! 13

Development of the EN 16989 burner The EN test development has very carefully reconsidered the fundamental seat fire scenario a newspaper fire caused by vandals.

14 Development of the EN burner The EN test development has very carefully reconsidered the fundamental seat fire scenario a newspaper fire caused by vandals. Following a series of WG1 tests at LSF in Como, the burner for EN has been adjusted to better represent a UIC paper cushion fire: By changing the burner hole pattern to optimise the heat distribution; To operate with a heat output of 15 kw for 180 s. 14

15 More heat into the seat With an increased heat input, the research tests gave results that allowed all seats to be categorised and ranked in the expected order: and the ranking is comparable with the smoke production (TSP) when the heat input is increased. Note that the smoke production grows exponentially for these seat types. 15

16 Seats problems resolved The CEN TC256 WG1 task force have reviewed all the details of the seat fire test, additional tests have been undertaken at several laboratories and the data analysed: The ignition source has been adapted to more closely represent the intended fire scenario. The increased heat in turn generates a greater and more easily measured response (the limits will need adjustment) Smoke measurement is included so we can also control this parameter Test equipment and set-up are more precisely defined Calibration procedures are better defined The vandalization process has been revised and is more precisely defined 16

17 Changes in EN standard relating to seat testing? No changes to EN yet! But EN Fire behaviour test for a complete seat is almost finished: To replace EN Annexes A and B Enquiry resulted in a Positive vote Technical comments are being resolved CRM in April Formal vote and then publication before end of the year 17

18 Integration of the seat fire test into EN

19 Linking EN to EN

20 Changes to EN Table 2 specifies the test requirement: No change required except that the reference to Annexes A and B will change to EN

21 Changes to EN Table 5 is the key as published: 21

Changes to EN 45545-2 The table entry could look like this: Where AB, CD etc.

22 Changes to EN The table entry could look like this: Where AB, CD etc. represent the threshold values based on the existing EN but taking into account the new test conditions. 22

23 Changes to EN And then Table 6: References will naturally change to EN 16989, but purely an editorial exercise. And of course, delete Annexes A and B! 23

Other issues for complete seat testing In addition for seat refurbishment we must review 4.6.

24 Other issues for complete seat testing In addition for seat refurbishment we must review If a seat has been tested as a complete item it should not be necessary to repeat this test when elements are changed during the life of the product. The current requirement may be too onerous. 24

25 It s easy! The changes required are not very complicated editorially speaking! The actual parameters and the threshold values will require careful consideration and discussion to reach a consensus 25

26 Some conclusions

27 Seat fire test method - Conclusions In conclusion, the new EN full seat fire testing standard addresses concerns in this area! In conclusion, we are confident that using the new EN we will be able to classify the fire performance of train seats according to the operational situation. The new standard is a test method to be used for setting performance requirements it does not address materials as such. It is not anticipated that the new regime will radically change the typical train seat but it will make testing easier more reliable and specifications more consistent. 27

28 GB railway fire standard in pictures 28

29 Thank you

Revision process of EN 45545

Second International Conference MODERN TRENDS OF FIRE PROTECTION IN ROLLING STOCK 25 of June, Warsaw Revision process of EN 45545 Jolanta Maria RADZISZEWSKA-WOLIŃSKA Materials used in the presentation: