AeroTrain Emergency Response Manual February 2013

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2 ACKNOWLEDGEMENTS The Metropolitan Washington Airports Authority s AeroTrain Emergency Response Manual was developed by the MWAA Fire and Rescue Department. The following personnel have assisted in the development of this manual: Deputy Chief Timothy Lasher Battalion Chief Chuck Burroughs (ret.) Battalion Chief Thomas Howes Battalion Chief Russell Kerns Captain Edwin Lillis Captain Dominic DePaolis Captain Doug Walker Captain Jason Graber FF/Tech Andrea A. Walter (ret.) The committee would like to thank the following individuals and organizations for their help in the development of this manual: Parsons Management Consultants Safety Managers and Sub Contractors Metropolitan Washington Airports Authority Engineering and Maintenance Division Metropolitan Washington Airports Authority Airport Operations Department Mitsubishi Heavy Industries Crystal Mover Services Incorporated Metropolitan Washington Airports Authority AeroTrain Transition Group Metropolitan Washington Airports Authority AeroTrain Interface Operations Group 2

3 TABLE OF CONTENTS OVERVIEW... 5 OVERVIEW... 5 SYSTEM DESCRIPTION... 6 AEROTRAIN CARS... 7 Doors... 8 Windows... 9 Electrical System... 9 Brakes Controls Fire Protection Communications AEROTRAIN STATIONS Station Construction Features Electrical Systems Emergency Power Communications Ventilation Emergency Access/Egress People Movement Escalators Elevators Exit Stairwells Train Cars Fire Protection Terminal Station A gates Station B Gates Station C Gates Station E Gates Station AEROTRAIN MAINTENANCE FACILITY Electrical TUNNELS Glass Train Tubes Interlocks Traction Power Systems Traction Power Substation Stray Current Blue Light Stations (BLS) Single Tracking Procedure Fire Protection Standpipe System Fire Alarm System High Pressure Misting System Position Location

4 Chain Markers Block Numbers Signage Emergency Access/Egress Intrusion Detection and Warning System COMMUNICATIONS TELEPHONE SYSTEMS RADIO SYSTEMS PUBLIC ADDRESS SYSTEMS AeroTrain System Responses Safety Tunnel Safety Power Rail Safety Knopp Voltage Tester (Hot Stick) Warning Strobe and Alarm Device (WSAD) INCIDENT MANAGEMENT INCIDENT OPERATIONS EMS Incidents in Trains or Stations EMS Incidents in the Tunnel or Track Bed Fire, Collision, or Derailment in AeroTrain System Hazardous Materials Emergencies Confined Space Operations Structural Collapse Incidents APPENDIX A DEFINITIONS APPENDIX B CHAIN MARKING SYSTEM APPENDIX C QUICK REFERENCE GUIDES APPENDIX D CONTACTS APPENDIX F VEHICLE SPECIFICATIONS

5 OVERVIEW The Metropolitan Washington Airports Authority (MWAA) operates an underground transit system at Washington Dulles International Airport (IAD). For the purposes of this document, MWAA s transit system shall be referred to as the AeroTrain. This system uses transit vehicles that derive their propulsion power from an energized power rail. The AeroTrain system is considered to be an automated guideway transit system. The only vehicles that operate in the system are AeroTrain passenger cars and related service vehicles. The AeroTrain s initial passenger load capacity is 6700 people per hour, per direction. Airline passengers departing from IAD must first pass through the Main Terminal. They obtain boarding passes, check luggage, undergo security screening and then proceed to their departure gate which will be at the Main Terminal or a Midfield Concourse. Most passengers arriving by aircraft at IAD will exit their aircraft at a Midfield Terminal then claim their baggage and exit the airport at the Main Terminal. The AeroTrain system transports airport passengers and employees between the Main Terminal and Midfield Concourses. It replaces most of the existing Mobile Lounges that formerly transported passengers and employees between the Main Terminal and Midfield Concourses. Passengers and employees may also travel between the Main Terminal and Concourses A and B by a pedestrian tunnel. The current system (Phase 1) includes four stations (Main Terminal, A gates, B gates, and C gates), five miles of tunnel, and a maintenance facility/switchyard at the south end of the airport. Future plans (Phase 2) call for additional stations in future Midfield Terminals and a proposed South Terminal. Currently the E Gates station is an unfinished facility that is being utilized for AeroTrain and special ops tactical training operations. The entire AeroTrain system is located within the airport s sterile security area. All passengers must undergo security screening prior to entering the AeroTrain stations. All employees within the AeroTrain system have security clearances or are escorted by an employee with such clearance. This manual will describe the AeroTrain system in depth with an emphasis on fire and rescue response to emergency events. All personnel must strive to remain familiar with all components of the system, realizing that at any time, any unit could be dispatched to mitigate a fire or EMS incident within the AeroTrain system. The goals of this manual are to: Describe the AeroTrain system at Washington Dulles International Airport. Describe the features, problems, and precautions related to fighting fires, making rescues, and handling EMS incidents in the system. Establish general tactics for operations at such incidents. Reduce injuries and loss of life and property. Establish standardized operational procedures for AeroTrain incidents. 5

6 SYSTEM DESCRIPTION The AeroTrain system at Washington Dulles International Airport is configured in a J shaped dual-lane alignment serving all domestic passengers and departing international passengers. Crossovers provide for routine and failure management operations and pinched-loop operations with bi-directional trains using crossovers at the station ends. 750 volt DC power is provided to the system from three traction power substations in a redundant configuration. There are five subsurface stations and one surface maintenance facility/switchyard on the system. Only four of the stations (Main Terminal, A gates, B gates, and C gates) are currently open to the public. (See Figure 1) shows an overview of the existing AeroTrain system. Section 1.01 Figure 1 AeroTrain system overview. 6

7 AEROTRAIN CARS The train cars are manufactured by Sumitomo Corporation of America (SCOA). Each train car is 40 feet in length, 10 6 feet wide, and 12 feet in height. (See figure 2). The vehicle s empty weight is 37,400 pounds and each car can transport 90 passengers. Train cars are constructed of fiberglass, aluminum and other composite materials. The cars can be entered quite easily utilizing furnished emergency access features which are described in the following paragraphs. Standard FRD extrication equipment is also quite effective. Trains normally operate in a consist of three cars, although a single car can operate in the system. The maximum number of cars in a consist will be four (two pair) due to the length of the station platform. Figure 2 AeroTrain car. The train cars are rubber-tired vehicles that are guided by four sets of spring loaded wheels that run against beams on both sides of the car. (See figure 3). The tires ride on elevated concrete surfaces called plinths. The vehicles travel throughout the system at speeds up to 43 mph. Figure 3 AeroTrain car guide wheels on guide rail. 7

8 Doors There are two pairs of doors (four door panels) on each side of AeroTrain cars. There are no bulkhead doors on AeroTrain cars. (See figures 4 and 5). Figure 4 Interior view showing doors. For emergency access, doors can be opened manually from the exterior by opening an access panel located to the side of the door and activating the door release controls. Passengers can open the doors from the interior during an emergency by opening an access panel adjacent to the doors and activating the release. Activating the manual emergency door release lever will cause the train to initiate an emergency stop. It should be noted that power will remain on after an emergency stop. Figure 5 Side and overhead view of AeroTrain car. 8

9 Train cars are enclosed in a glass tube when in an AeroTrain station. Train car enclosure doors and glass tube doors normally open in conjunction with each other. If the glass tube doors fail to open, they can be manually opened as described in the Station section of this document. Windows The train car side and bulkhead windows are safety glass and do not open. The windows are set in a metal frame and are held in place with a rubber zip strip that can be removed from the inside of the vehicle. If emergency access is required through a window, the zip strip must be removed. The seam in the zip strip must be located; it is usually near the center of the glass on top or bottom of the window. A flat blade screw driver or knife must be inserted into the seam to start the removal of the zip strip. Peel the zip strip completely around the window. Once the zip strip has been removed, the window must be pushed into the car. (See figure 6) shows the removal of the zip strip. For rapid access, the windows can be broken with a center punch or the pointed end of a Halligan bar. Figure 6 Train car zip strip removal Electrical System The AeroTrain cars are electrically driven vehicles. When operating in the tunnels or switchyard, electricity is delivered to the rail car by collector shoes located at the front and rear of each car under the car body. (See figure 7). When any one collector shoe is in contact with an energized power rail, all four collector shoes on that car are energized. Each car is independently powered within the consist. Cars are mechanically coupled only. 9

10 Figure 7 Collector shoe locations on train. When operating in the AeroTrain Maintenance Facility, electricity is delivered to the rail car by a cable plugged into the rail car. This system is known as the Stinger system and is described further in the AeroTrain Maintenance Facility Section of this manual. A switch on each car controls the source of electricity and prevents collector shoes from being energized while power is delivered through the Stinger. (See figure 8). If the transfer switch has not been engaged power will be isolated at the Stinger/vehicle connection; the collector shoes will not be energized. Personnel should always use extreme caution when walking near the collector shoes. The 750-volt current does not pass from one rail car to another, regardless of the source. The rail cars transfer power to the traction power motors as DC current. The 750 volts is used to power all on-board electrical systems including passenger comfort and braking, as well as charging the back-up battery system. Heating, cooling, and ventilation are provided by on-board units. These are powered through inverters which convert 750V DC to 110 VAC. 10

11 Communications, lighting, and door power are provided through DC power that has been stepped down through on-board transformers from 750V DC. Back-up power for these systems is provided by batteries mounted under the train car. Transfer switch Stinger connection Suspension and Steering Figure 8 Stinger connection and transfer switch Train stability and riding comfort are provided through a self-leveling air assisted suspension system. Train cars travel on pneumatic rubber tires and are guided by horizontally running guide wheels. The tires run on raised concrete platforms which are called plinths. In the event of a flat tire, the train floor will remain level with the station platform floor. Vehicle wheels are a run-flat design that will only drop three inches when the tire deflates. The tires are pressurized with nitrogen at 200 psi. During a car fire involving tires, caution must be used due to these higher inflation tires. Brakes Train braking is provided by a blended braking system. Braking is provided by dynamic braking at speeds above 10 mph and pneumatic-mechanical braking at speeds below 10 mph. dynamic braking uses the train s electric traction motor as a generator to slow the vehicle. 11

12 Pneumatic-mechanical braking uses an air-assisted brake caliper to compress against a brake disc mounted to the train s drive shaft. A loss of air pressure will activate the emergency braking system to bring the train to a complete stop. Controls Trains are controlled automatically through the AeroTrain computer system during normal operations. During emergency and maintenance operations, the trains may be operated manually with on-board controls by a qualified AeroTrain operator. Trains should never be operated manually by unqualified persons. Trains run at speeds of up to 43 mph in automatic mode. In manual mode with the collision avoidance system (Automatic Train Control) on, the trains will run at speeds up to 41 mph. There are speed limit and stop signs posted throughout the system for this type of manual operation. When the collision avoidance system is turned off the trains will run at a maximum speed of 4 mph. Automatic Train Control (ATC) is a collision avoidance system which prevents trains from operating within the immediate vicinity of or colliding with each other. When the ATC senses a train is too close it will reduce the speed of the train and stop it if necessary to prevent a collision. Fire Protection Each train car is equipped with portable fire extinguishers located in the front and rear of the vehicle. When the extinguishers are removed from the holder Central receives a signal from the train car. Smoke and heat detectors are also installed in each vehicle and both transmit data to Central via radio signal. Communications All trains have two-way communications with the Central Control Facility. Automated messages are broadcast to the trains on a normal schedule. Central may broadcast special messages to specific trains during emergencies. Trains are equipped with radio intercoms to allow communications between train occupants and Central. Cellular phone service is available throughout the AeroTrain system. 12

13 AEROTRAIN STATIONS All AeroTrain stations are sub-surface. Emergency responder access is gained to the Main Terminal, A gates and B gates stations via the respective terminals. Access is gained to the C gates and future E gates stations through surface entrances above those stations. All stations primarily have three levels; ground mezzanine and platform. Ground levels include access points to ramp and concourse areas, mezzanine levels are transition spaces for passengers to have access to center and side platforms, and platform levels provide passengers with access to the trains. Mezzanine and platform levels also include back of house (BOH) spaces that consist of mechanical rooms and utility corridors that have limited access points. Station Construction Features Figure 9 Views of AeroTrain stations. The Main Terminal Station is 440 feet long x 120 feet wide x 39 feet high (public area). The Concourse Stations are 180 feet long x 120 feet wide x 30 feet high (typical public areas). Stations are built of concrete and steel with terrazzo floors. Stations are not fire separated from the buildings they serve. Each station has a smoke management system. These systems include smoke control curtains and panels designed to direct and contain smoke in order to maintain a tenable environment during emergency evacuation. 13

14 Glass tubes enclose the trains as they pass through the stations. Doors in the tubes align with train doors to allow passengers to enter and exit the train cars. The interior of the glass tubes is protected by a high pressure water misting system that is manually activated by Central or the Fire and Rescue Department. The glass tubes and misting system are described in more detail in the tunnel section of this document. Electrical Systems The AeroTrain system has three distinct types of electrical systems: traction power, AC power and battery power. The traction power system conducts electrical power to propel the rail cars. Traction power is covered in more detail in the Train section in this manual. The AC power system provides the electrical power to run lighting, ventilation and any other systems not directly involved in propelling the rail cars. Battery power is found wherever emergency lighting is needed and also for the communications systems for continued operations when normal power is interrupted. The AC power is provided to the stations at the AC switchboard room(s). The AC switchboard provides all power to the station/tunnels and charges the backup batteries. Power is supplied to the AC switch gear by dual feeds from Dominion Power. The AC switch gear room access is restricted. Fire and Rescue personnel must contact Central for access even in the event of an emergency. Emergency Power The battery room has backup batteries that power limited functions within the stations and tunnels if the main power is interrupted. These functions include emergency lighting in the station and tunnels, communications equipment and train control systems. The emergency lighting is 25% of the normal lighting in the station and in the tunnel. The back-up batteries do not provide power to the electrical outlets in the tunnels. There are also back-up power systems for the elevators; if required, the elevators will operate for two hours on back-up power. Misting system, ventilation systems and Horton doors are not powered by any emergency backup systems. Only the Horton doors can be activated manually. The misting and ventilation systems will be unavailable if there is no power. Communications All stations are equipped with a public address system that can be used by Central or emergency responders. In emergencies, responders can use these systems to direct passengers to safety. There are microphones for the station PA systems in the fire control rooms and on the station platforms. Responders can provide directions from either of these locations. 14

15 Ventilation All AeroTrain stations are climate controlled. Normal ventilation is automatically provided through the heating, air conditioning and ventilation (HVAC) system. Ventilation during emergency conditions is provided by an automated control system that is interfaced with the fire detection system. Emergency ventilation must be activated manually at the station Fire Control Room (FCR) or at Central. The primary function of the emergency system is to limit, or exclude, passengers and fire and rescue personnel from exposure to heat and smoke. Emergency Access/Egress All AeroTrain stations are equipped with Knox Rapid Entry Key Boxes located outside FCRs. The boxes contain the keys for all rooms within the station, Horton door keys, and card reader access codes. People Movement There are two means to evacuate every station: the emergency egress points or train cars. In an emergency, stations can be evacuated via emergency exit stairwells that lead to the surface. Emergency exit stairwells have designated areas of refuge for the disabled. Escalators If the fire alarm goes into full activation, the escalators descending into the station will automatically stop; the outbound continue to run. The descending escalators should be left in the stopped position so that fire and rescue personnel may access the station. Elevators The elevators are primarily intended for the movement of handicapped persons from the street level to the mezzanine and then to the platform level. Elevators shall not be used to evacuate a station with smoke or fire conditions. Handicapped persons should attempt to move into the refuge areas at the base of the egress stairwells and wait for assistance. Exit Stairwells Emergency exit stairwells are located throughout the system and are clearly identified for emergency use only. Stairwells have also been marked on the interior and exterior for quicker responder access. Stairwell doors are equipped with alarm activating panic hardware which is monitored. Authorized MWAA personnel can access stairwells through an electronic card reader. 15

16 Figure 10: Picture of the Signs at the entrances to the stairwells of the AeroTrain Stations for emergency response. Train Cars When a station must be evacuated, an inbound or outbound train can be used to remove passengers from the platform. Fire and rescue personnel must be mindful that if the train has passengers on board, they are likely to exit the train regardless of station conditions when the doors open. Use of train cars to evacuate passengers from a station must be coordinated with Central. Fire Protection The AeroTrain stations are constructed of non-combustible materials with a fire rating of at least two hours. The interior finish of all public areas is of Class A materials that will not continue to propagate fire spread. All train stations are equipped with automatic fire detection and alarm systems, automatic sprinkler systems and wet standpipe systems. These are extensions of the systems that are installed in the terminals. Train Station alarm systems are monitored by the MWAA PSCC. Due to security constraints, evacuation alarms are not automatically activated in public areas when a detector or alarm device is activated. MWAA Fire and Rescue Department personnel investigate the alarm and make the determination whether to evacuate. Smoke and heat detectors that are on board the trains are monitored by Central. A Fire Control Room (FCR) is located on the ground level of all train stations except for the Main Terminal station, which is located one level below the surface. Included in these rooms are: fire alarm control panels station video monitors firefighter emergency telephones station public address controllers controls for smoke removal systems high pressure water mist systems controls direct line communications to Central AeroTrain system maps 16

17 Terminal Station The train platform operates in a side-center-side arrangement. This arrangement allows departing passengers to enter the train from the center platform after arriving passengers, bound for baggage claim, exit the train onto the side platforms and proceed up to the ground floor of the Terminal. The Terminal station FCR is located sub-surface level one which is accessed via egress stairwell #3. Main terminal power distribution system sub-station is located in this station. A gates Station The train platform operates in a center platform configuration. Passengers will arrive at and leave the station from only the center platform. It will eventually be expanded into a side/center/ side configuration. The A gates station fire control room is located ramp level at B15. B Gates Station The train platform is built in a side-center-side arrangement. Passengers arriving at the B gates Station will exit onto side platforms, while other passengers are departing the station via the center platform. The B gates station fire control room is located ramp level at gate B62 C Gates Station The train platform is built in a side-center-side arrangement. Passengers arriving at the C gates station will exit onto side platforms, while other passengers are departing the station via the center platform. The C gates station fire control room is located on ramp level in the surface building at taxi lane EE and E3. Tier 2 east power distribution system sub-station is located in this station. E Gates Station The E gates Station is not currently in service but can be used to access the train tunnel. The E gates Station fire control room is located in the center stairwell at ramp level on the corner of Flight Line road and East Haul road. 17

18 AEROTRAIN MAINTENANCE FACILITY The AeroTrain Maintenance Facility (AMF) is located on the southeast portion of the airport at the end of a spur track that connects to the pinched loop system. (See figure 11). The primary function of this facility is to perform maintenance on the train cars. The building is divided into four sections. The mezzanine area is dedicated to administrative and control functions while the other three areas are designed for vehicle service: heavy and light maintenance in the enclosed section of the building and testing in the switch yard. (See figure 11). Figure 11 View of AeroTrain Maintenance Facility. The heavy maintenance area is on the end of the building and is accessible from the street. The floor is concrete in this space and is mainly used to complete major vehicle component repairs. The light maintenance area is delineated by subsurface trenches that technicians use to access the chassis systems without lifting the vehicles. This area extends to the end of the enclosed section of the facility where cars enter and exit through roll-up doors. The enclosed section of the facility is climate controlled. The administration and control section of the facility is located on the mezzanine level. This area is primarily used as office space for the AeroTrain operations personnel. A central control center or Central is also located in this area. Central is one of two locations where the operators for the AeroTrain system monitor and manage vehicle movements. The alternate control center is located in the B terminal. A test track and car wash facility are located in the switchyard. The switchyard functions as track multiplier so the operator can maneuver train cars into various maintenance bays. At the pinched end of the switchyard is a test track used to ensure trains are ready for passenger service before launching. Electrical When train cars enter the maintenance areas stingers are used to supply DC power to each car individually. Stingers supply 750V DC and are found in two different configurations. (see figure 12). Both types use a track system with a sliding trolley that advances as the vehicle moves into the building. In the light maintenance area these trolleys are located in the sub-surface trenches 18

19 under platforms. The second configuration is overhead (at ceiling level) and can be found in the heavy maintenance area. The light maintenance area use both types stinger configurations. All stingers have individual shut-off switches mounted on panels which are in close proximity to the vehicle connector. If necessary all units can be de-energized by activating BLS 11. This station is located on the lower level of the facility adjacent to the stairs leading to the main mezzanine entrance. NOTE: when BLS 11 is activated stingers and all switch yard rails are de-energized down to the tunnel portal. One of the three power distribution systems (PDS) is located at the AMF as well as the primary electrical AC service for the AeroTrain system. The AC service is a twin feed that has emergency cutoffs to the PDS on each line. PDS and the AC service can be individually isolated using the appropriate cutoffs. Figure 12 Stinger configurations 19

20 Fire Protection The AMF is constructed of non-combustible materials with a fire rating of at least two hours. The facility is equipped with automatic fire detection and alarm systems, automatic sprinkler systems and wet standpipe systems in the climate controlled area. The switch yard standpipes use a dry system. 20

21 TUNNELS The AeroTrain operates in a five mile tunnel system under Washington Dulles International Airport. A single tunnel extends from the AeroTrain Maintenance Facility to the E gates station. Dual parallel tunnels run from the E gates station through the other stations and end at the B gates station. Trains will normally run in a continuous loop, switching direction and moving to the opposite track at the B gates and C gates stations. (See figure 13) shows the layout of the current AeroTrain tunnels. Figure 13 View of current AeroTrain system When the AeroTrain tunnel system is completed it will double in size. The expanded tunnels will allow trains to travel in two separate continuous loops. Inner loop trains will service terminals in a clockwise direction while trains on the outer loop will make stops in a counter clockwise direction. There will be five new midfield stations and an additional terminal station on the south side of the system. (See figure 14) shows the future layout of the completed system. 21

22 Figure 14 View of future AeroTrain system The tunnel bed is constructed of poured concrete with elevated concrete plinths for the train cars to travel on. A raised access platform throughout the length of the tunnel provides access to maintenance personnel and emergency egress for train passengers. The access platform is four feet high and is on the same level as train car floors. The access platform is 40 inches wide with a minimum clear width of 32 inches between the edge and any protrusion. Tunnels are equipped with fluorescent lights and spaced 8 feet apart over the safety walk. In the event of a power outage, every fourth light is fed by the backup power system. There are 110volt electrical outlets located throughout the tunnel. These outlets are not connected to the backup battery power system. Glass Train Tubes The glass train tubes are designed to provide security for the AeroTrain System, safety for passengers, allow effective actuation and fire suppression by the high pressure misting system and to add aesthetics to the AeroTrain Stations. The tubes are constructed of double pane laminated safety glass which must be cut to be removed. The glass is rated to withstand the rigors of a fire and high pressure mist system activation without failure. The tubes are designed with self actuating Horton doors which open only when the AeroTrain is present in the station and properly aligned with the door. In the event of a misalignment, there are emergency egress doors located throughout each tube which open from the inside via panic hardware. The FRD may open any of the Horton or emergency egress doors utilizing a Chicago key which is located in the Knox box. 22

23 Interlocks Interlocks are a very hazardous portion of the track bed. The interlock is a point where the train can move from one track to another. These components allow trains to move around problems in the system. AeroTrain Central may single track around an area that has experienced a blockage, a work zone, or be involved in an emergency. The switches use AC power to operate. They are controlled by Central via computer and have no connection to the third rail. The switches are silent and close in about two seconds with no ability to reverse direction if something is in their path. Should it be necessary to operate within the interlock, several safety precautions must be taken. The switch must be blocked. This can be accomplished by placing a piece of 6 x6 cribbing between all of the affected switch points. Adjacent power rails must be powered down before operations begin in the area. At no time shall any personnel operate within the interlocks without the switch points being blocked. At the conclusion of the incident, all equipment must be removed from the interlock to avoid future incidents. Figure 15: A picture of the interlocks in the AeroTrain System Traction Power Systems Traction power is used to propel the train cars. The power rails are aluminum beams mounted vertically under the emergency walkway. The power rails are covered with a protective synthetic sheath that allows conductor contact only on the face of the rail. The top rail is the positive power and the lower rail is the negative power rail. Both rails will be energized with 750 volts DC. Below the ground rail is the negative rail that serves as a true ground. 23

24 Traction Power Substation The Traction Power Substation is located above ground at the AeroTrain Maintenance Facility. Electrical current is received from Dominion Virginia Power and is converted to DC current and supplied to the power rail. Power is delivered to the substations via dual feeds that are located on Tank Farm Road. The Traction Power Substation is considered to be an extreme electrical hazard and access to these rooms/buildings is restricted. In the event of an electrical emergency or fire, the emergency responder should wait for recovery technicians or MWAA electricians for access. Traction Power Substation rooms/buildings, which have a two-hour fire rating, contain heat detectors, ionization detectors and intrusion alarms for protection and notification. The transformers, which are located in containment pits, are monitored by a system that can shut them down within 30 milliseconds if a problem is detected. Stray Current In the AeroTrain system, the principle used for electric distribution to run the train cars is 750 volts DC positive from the power rail and negative return via the ground rail. The ground rail (negative) is not a true earth ground. There exists the possibility that electrical current from a train car or power rail may seek earth ground. High resistance in the usual return of the negative current can cause this. When this happens, the electrical current will find an easier route to get to earth ground. Current can be conducted by a metal object in contact with the power rails or train cars or somebody making contact with one of these items. The voltage involved can be as great as 60 volts. Although this voltage is not lethal, the shock can cause involuntary muscle movement that could cause a person to drop whatever they are working with. Blue Light Stations (BLS) BLS are located at every tunnel access door. The BLS contain a direct line telephone for communicating with Central, an emergency disconnect switch (EDS) to deactivate traction power and a power removal map. They are identified by a blue light above the box. The blue light is only a locating marker and has no bearing on the status of traction power. When contacting Central regarding BLS activations, fire and rescue personnel must provide the following information: Who they are - name and department. Where they are - by station, chain marker, or building address. What the situation is - reason for the call. What you are requesting of Central. 24

25 The emergency disconnect switch inside the BLS is used to trip breakers in the Traction Power Substations to remove traction power. This button should only be pushed when responding to an emergency or if there is an imminent threat to life safety. If the BLS button is activated, it must be followed up with a call to Central to confirm that traction power has been removed. Each Blue Light Station has a power removal map posted at the device. This map identifies all sections of power rail affected by this BLS and the sections of power rail in the immediate area that are not controlled by it. Single Tracking Procedure Due to the inherent dangers found within the tunnel system itself, there may be cause to cease all normal operations on one track for an extended period of time. As such, coordination and communications between Central, FRD/PD, and Airport Operations is imperative to assure safety for all responders at track level as well as to maintain AeroTrain operations in as normal a fashion as possible. Upon being notified of any sort of incident that may be considered long-term in nature, the following procedure is to be used: If an emergency situation exists, the Blue-Light Station (BLS) procedure is to be followed. If the incident is non-emergent in nature or has progressed from the emergency to recovery phase, but still requires the utilization of FRD/PD resources, the Incident Commander (or his/her designee) shall: Establish and maintain contact with Central at all times. This may best be established by sending an FRD/PD representative to Central if staffing levels allow. Confirm the power to the affected section of rail has been cut and ask Central to follow their dead short procedure to ensure power is down. Order the confirmation that the power is down by following the hot stick / WSAD procedure. Order caution tape to be utilized at both ends of the incident scene to mark safe areas for all individuals on-scene. Upon resolution of the incident, confirm that all personnel have exited the tunnel. When this is confirmed, the FRD/PD representative acting as liaison at Central, utilizing the CCTV system also scans the affected area to ensure all personnel have exited. The last FRD member to exit the tunnel follows the BLS procedure and removes the lock-out safety on the BLS. Central personnel are responsible for restoring the individual BLS(s) utilized. The FRD/PD representative at Central remains at that location until the IC orders him/her to leave. Fire Protection Fire protection is provided in the tunnels by standpipe systems, manual pull stations, audible and visual devices, fire extinguishers and high pressure misting systems. 25

26 Standpipe System The standpipe system in the tunnels is a dry system that must be supplied by the fire department from hydrants on the surface. The standpipe systems are equipped with air accelerators, however there will still be a delay in filling the system before hose lines can be effectively supplied. The standpipe connections are located above the emergency walkway at 150 foot intervals. Fire Alarm System The tunnel fire alarm system consists of manual pull stations with audible and visual signal devices located at each firefighters emergency telephone (FFET) station. (See figure 16). Tunnels do not have automatic detection devices such as heat or smoke detectors. Figure 16 FFET station High Pressure Misting System There is a manually activated high pressure misting system which encompasses the glass tube areas at all train stations and extends two hundred feet from either end of each station. These systems are divided into six zones at each station. It is imperative that the location of the fire is known prior to activation because only two zones may be activated at the same time. Each misting system may be activated from three locations: From the respective fire control room The panel located BOH on the platform level (various locations denoted on the pre-plans) From Central via the Comprehensive Ventilation Interface and Control System (CVICS) AeroTrain Personnel will activate the misting system only at the direction of the FRD. The misting system(s) may be activated prior to removing traction power. 26

27 Position Location Because of the complexity of the AeroTrain system, a series of identification markers have been developed to assist in locating your position in the tunnels. When dealing with an emergency in the system, it is a great advantage to be able to pinpoint your exact location. This allows for faster deployment of resources and reduces the impact of the emergency on the remainder of the AeroTrain system by confining operations in the immediate area and rerouting service around the incident location. Chain Markers Chain markers are a system of measurement within the train tunnels. A marker is located every 100 feet along the entire tunnel system. Measurements start from a center point or hub station. There will be two hub stations in the system which exist only in future construction. The markers are mounted on the walls of the tunnels throughout the AeroTrain system. (See figure 17). Appendix B contains a chain marker map. Chain marker maps will be located in all FCR s. Figure 17: Example of a chain marker Block Numbers A block number is a group of chain markers within an area of the tunnel system. Odd block numbers on the inner track and even block numbers are located on the outer track. Block numbers are located on the site map and are high-lighted in blue with chain marker numbers beside them. Signage The AeroTrain system uses ample signage to identify routes of travel, distances between points, closest exit/egress points, directions for opening hatches and doorways, dangerous locations and zones, access points, and warning to non-authorized persons. (See figure 18 & 19). 27

28 Figure 18 (Left) & 19 (right): Way finding signs that are found in the AeroTrain System Emergency Access/Egress Because of the possibility of passenger panic, limited lighting and narrow walkways, evacuation of people from a train into the tunnel is only recommended as a last resort. Every effort should be made to protect the passengers in the train. This can be accomplished by moving the passengers to unaffected train cars or by using a rescue train to move the passengers to a safe area. If the passengers must be evacuated from the train, use a door on the access platform side. Except when moving passengers to a rescue train, the traction power along the entire evacuation route must be de-energized. Intrusion Detection and Warning System The Intrusion Detection and Warning System (IDW) are designed to warn Central that someone has entered the tunnel without proper authorization. Should someone enter the tunnel without approval, the IDW sounds an alarm at Central and the computer removes the ATC systems for the affected area, causing all rail traffic to stop immediately. The IDW does not remove traction power. 28

29 COMMUNICATIONS Several different modes of communications can be used to communicate either from within the Aerotrain system or from external locations outside the Aerotrain system. Each of these methods provides the emergency responders with access to information and control of the activities necessary to mitigate incidents in the Aerotrain system. It is essential to communicate effectively to maintain a safe working environment. Management of an emergency incident in the Aerotrain system requires a constant feedback of information from the fire and rescue units operating at an emergency site, Central Control Facility and the Aerotrain representatives at the scene. Central maintains radio contact with all personnel responsible for operating the AeroTrain System. Additionally, telephone communications are available from many areas inside the system in addition to direct telephone communication that is also available between CCF and all local fire and rescue and police departments. Contacting Central - When contacting Central, fire and rescue personnel must provide the following information: Who they are - name and department Where they are - by station, chain marker, or building address What the situation is - reason for the call What is requested of Aerotrain TELEPHONE SYSTEMS Blue Light Aerotrain Phone System The Blue Light Aerotrain phones are found at each Blue Light Station which are located at every tunnel egress door. All the Blue Light Aerotrain phones are programmed as a ring-down circuit. which means that when the phone is removed from the handset cradle it automatically calls the assigned ring-down number, which is Central at extension x When the phone is answered at Central, the caller ID will show the Blue Light Station location within the AeroTrain system. (i.e. T-1E-BLS-4) Please note the Blue Light Aerotrain phones do not have a dial pad which means it will not have the ability to make conference calls or be able to place a call to any other MWAA Department other than Central. FFET AeroTrain Phone System The Fire Fighter Emergency Telephone (FFET) Aerotrain phones are supported by the IAD/MWAA Private Branch Exchange (PBX) System which is an internal phone system used to dial numbers within the Aerotrain system and to the various MWAA Departments at IAD. The FFET Aerotrain phones are placed at 150 foot intervals and coincide with the emergency standpipe locations along the Aerotrain service walkway. The FFET phone has a modified handset 29

30 and standard dial pad along with a toggle switch which acts like a flash hook. To activate the FFET phone, the user must move the toggle switch from the Fire Fighter position to the Telephone position. This will give the user a standard dial tone and will allow them to dial any IAD MWAA extension. Once the call has been completed, the user must return the toggle switch back to the Fire Fighter position. This will ensure that the phone call has been disconnected and make the FFET phone ready to either receive a call or be able to activate the party line feature. Telephones: Central can be contacted by calling x26930 from any Authority Landline or from any other phone. Cellular Phones Cellular phone capabilities exist throughout the entire AeroTrain System utilizing CWAS. Direct Line Telephone System Central has direct telephone lines connected to the PSCC and Airport Operations. This system allows for nearly instant communications to and from Central RADIO SYSTEMS Aerotrain Radio The Aerotrain system is equipped with a 400 MHz two-way radio system. Each train, recovery technician, and AeroTrain supervisor has radio capability for contact with Central. Central can provide emergency instructions to train passengers through this system. Aerotrain personnel can be used as a communications link as their radio is capable of communicating throughout the entire system. Using Aerotrain personnel as the link will require coordination between Central and the Incident Commander. The AeroTrain radio system is not compatible with Public Safety 800 MHz radios. Fire and Rescue Radio Systems AeroTrain has equipped each tunnel with an antenna system for the public safety radio system. This system allows jurisdictions with 800MHz radios to communicate throughout the AeroTrain System. Jurisdictions must have radio talk groups for repeaters that are attached to this system to use this antenna. On MWAA Zone 3, Channel 3I is designated as APM CCF. This channel is the direct link between Incident Command and Central and is not to be used for an operations channel. Central has one base station radio which monitors this talk group at all times. 30

31 Establishing Multiple Radio Channels Because of the complexities that exist in any kind of APM incident, Incident Command may need to establish multiple channels for the duration of the incident. At a minimum, the IC will need to establish contact with Central on talk group APM CCF (3I) as well as the assigned operations talk group from the PSCC. Because multiple units will be needed, the PSCC should automatically establish an operations talk group and if one is not assigned, the IC should request one. As the incident grows, the IC may elect to establish a command channel. Radio System Failure and Fail-soft: All of the tunnels have been installed with a repeater system in which 800 MHz radios systems will work inside the tunnel. This includes MWAA, Fairfax and Loudoun counties. It must be understood that the fire and rescue radios work on the same leaky cable system (Supplemental Radiating System/SRS), so if the systems were to go into fail-soft, no 800 MHz radios systems will work, regardless of the jurisdiction. If the system goes into fail-soft, an Incident Commanders Radio Interface (ICRI repeater box) will need to be deployed into the tunnel in order to establish communications. This device acts as a repeater and allows complete function of one selected talk group. In the event the ICRI repeater is needed, it can be deployed from the MWAA Tunnel Rescue Unit. Additional ICRI repeaters are available through the National Capital Region Radio cache. An interim communications measure which can be utilized immediately is to switch the radios to a direct mode and communications can be relayed in a conventional manner utilizing personnel in appropriate locations to allow line of sight communication. An engine or truck company should be assigned as the communications group to facilitate this process. PUBLIC ADDRESS SYSTEMS All stations are equipped with a public address system that can be used by Public Safety responders in the train stations. In emergencies, information can be given to passengers to direct them to safety. Emergency instructions can also be given by FRD personnel through the fire alarm system. The microphone for the fire alarm system is located in the fire control room of each station. Fire and rescue personnel can provide directions from this location as well as use this system to provide information to crews working in the station. 31

32 AeroTrain System Responses The AeroTrain system at Washington Dulles International Airport presents the emergency responder with many challenges and will be very different from routine operations. An AeroTrain emergency could rapidly overwhelm the Fire and Rescue Department s resources, as the number of potential victims is staggering. The mitigation of emergency incidents involving AeroTrain requires a deliberate, coordinated approach by all responders. Failure to successfully implement a coordinated effort in response to an AeroTrain incident has great potential for injury, and possibly death to emergency personnel and civilians. Incidents within the AeroTrain system require officers to constantly perform risk/benefit assessments. The safety of emergency personnel, AeroTrain employees and the civilians exposed to the incident is paramount. While considerable judgment must be extended to on-scene personnel when responding to emergency incidents within the AeroTrain system, it is imperative that first arriving units follow basic safety and operational procedures. Safety All personnel entering any AeroTrain tunnel or the AeroTrain Maintenance Facility shall wear full personal protective equipment (PPE), including self-contained breathing apparatus, if an IDLH exists. Personnel are not required to wear full PPE if responding to a medical call on a platform, train, or in a station. All personnel shall carry a hand light and don reflective gear prior to operating anywhere in the AeroTrain system. Personnel shall always use the buddy system when operating in a tunnel area. Under no circumstances shall anyone operate or enter a tunnel alone. If the dispatch is for a WMD or hazardous materials incident, no unit is to position itself in the path of the airflow from any emergency exit or vent shaft. Tunnel Safety Personnel shall not enter a tunnel until all of the following provisions have been met: Permission has been granted by the Incident Commander. Central has confirmed that all power has been removed. Central has confirmed that all train movement in the area has been stopped. The power rail has been tested by fire department personnel using the volt probe or hot stick. Personnel operating in the tunnel should always be watching for unexpected train movement. An approaching train may not be heard and air movement may not be felt. Personnel equipped with hand lights and portable radios should be stationed as spotters approximately 250 feet on each side of the incident. 32

33 Power Rail Safety Personnel shall always treat the power rails as if they were energized. Never touch, place equipment, or step on the power rails even after they have been confirmed as de-energized. As Warning Strobe and Alarm Devices (WSADs) become available, they shall be placed on each section of de-energized power rail. NOTE: This operating procedure must be preceded by a power shut off at a BLS and a call to Central to ensure power has been removed from the rails. Our purpose here is to conduct a negative test, to test for the absence of power on both rails. Knopp Voltage Tester (Hot Stick) The Knopp Voltage Tester (Hot Stick) is a hand held voltage testing device used to test the power rails for electrical current. (See figure20). These devices provide the same function as the volt probe but with greater accuracy and safety. Utilizing the Knopp Voltage Tester The hot stick is designed specifically to detect electrical potential between the power rails and ground on high voltage transit systems. This unit can be used on either AC or DC current up to 1500 volts. The Hot Stick has dual LED lamps and two independent circuits to indicate the presence of voltage. The device has a safety feature that limits the amount of current through the test circuit. It allows less than 3 mill amperes at 1500 volts. The probe handle and tester housing, with rubber hand guard, are made from moisture and oilresistant laminate phenolic. The probe that is used to make contact with the power rails has red reflective tape near the tip. The probe that contacts the guide rail/ground has white reflective tape near the tip. Testing Procedure (Prior to power rail Operations) Because of the design of the tips, this testing procedure is reverse of the operating procedure. It should be completed on a 120volt outlet. Place the large probe tip into the center hole of a 3-prong outlet Place the short probe tip into the short side of the 3 prong outlet, making sure that the flat sides of the probe are parallel to the slot in the outlet Look in the observation windows to observe the LED power indicator lights. If the LED bulbs do not light on the initial test, place the tip of the short probe into the other slot of the outlet. Figure 20: Voltage tester 33

34 Operating Procedures (Testing power rails) Test the Hot Stick in a known electrical source (electrical outlet, vehicle generator). Grasp the small probe handle just in front of rubber boot (near the rear end of handle). This probe has white reflective tape. Grasp the large probe handle immediately behind the rubber hand guard ring located approximately 4 ½ inches from the rear end of the handle. Hold the handle so that the LED bulbs can be seen through the viewing ports in the handle. Kneel or stoop between the plinths, not facing the power rail. Firmly place the small probe tip on the negative rail. Place the large probe tip on the face of the top (positive) power rail. Observe the LED bulbs, if bulbs are lit, the positive power rail is energized. If bulbs are not lit, remove the large probe tip and retest a short distance (inches) away. When touching the power rails with the large probe minimal contact pressure is required. Once the ground is made with the small probe, do not remove it from the negative rail until the large probe has been removed from the positive rail. Do not remove both tips at the same time! Prior to WSAD placement the hot stick should be retested in a known electrical source to ensure the device worked properly. Report the results of the power rail tests to the incident commander. During the testing of power rails, if personnel determine the rails are still energized everyone shall leave the guide way. The incident commander shall be notified immediately and will request recovery technicians to the guide way. 34

35 Warning Strobe and Alarm Device (WSAD) The Warning Strobe and Alarm Device (WSAD) is designed to give an audible and visual warning should electricity be detected in what should otherwise be de-energized power rail. (See figure21). This device is designed to be placed at a distance no greater than 500 feet from the end of an incident or emergency. The WSAD will produce an audible and visual alarm when installed on an energized power rail or when current as low as 60 volts is detected. If the unit is installed incorrectly, or if the batteries are low the device will only produce an audible alarm; the strobe will not flash. WSAD s are carried on suppression units and the shift commander s vehicle. There will also be a WSAD in each of the fire department equipment cages. WSAD s will be deployed in pairs, one on each side of the work zone. Depending on the location of the incident there may be a need to deploy more than two units. It is important to remember that the WSAD s that are used in the AeroTrain system are different than the WSAD s that are utilized for METRO Operations and are not compatible. WSAD Installation Procedure Obtain permission to enter the tunnel from IC IC or Unit officer contact Central to request tunnel access through specific door Activate emergency button on BLS and install lock-out-tag-out protection Contact Central on BLS telephone to ensure that the power rail is de-energized Test the power rails with a hot stick Test the siren and strobe on unit Place the WSAD in the upright position Place the white ground paddle on the bottom power (negative) rail An indicator light will turn on if the contact is good. If the contact is not good, remove the paddle and replace it a few inches away. Place the red paddle on the top power (positive) rail. An indicator light will turn on if the contact is good. If the contact is not good, remove the paddle and replace it a few inches away. Lay the WSAD on its side with the siren facing the work zone Figure 21: AeroTrain WSAD 35