TUNNEL VENTILATION AND FIRE SAFETY

A case study of Pir Panjal Tunnel T-80 of USBRL Project

-Hitesh Khanna Ircon International Limited

PIR PANJAL TUNNEL- AN OVERVIEW

IRCON INTERNATIONAL LIMITED is the principle execution agency for DHARAM-QAZIGUNDBARAMULLAH section of USBRL project of Northern Railway. Pir Panjal Tunnel, between Qazigund and Banihal, is the landmark tunnel of the project, connecting Kashmir Valley to Jammu Region. At 11.215 Kms., it is the LONGEST transportation tunnel in India.
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T 80 ON USBRL PROJECT

T80 SECTION AND PLAN

 Max Over burden 1100 mts. B. G. Rly. S/L Track 3 mts. Road 48.5 m2 X-Sec Area Water Proof
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UIC Codex 779-9 R Safety In Railway Tunnels

To the Extent That Safety is regulated at National level, it shall be defined by National Authorities. General Principles:
1. Prevent Accidents 2. Mitigate the Impact of accidents 3. Facilitate ESCAPE 4. Facilitate Rescue
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UIC Codex 779-9 (contd)

Tunnels:
Minimal Avalanche, Landslides, L-Xing accidents. Accidents/Train Km is lower, but critical (Fire)

For General Public, psychologically, Risk perception is higher for Tunnel Accidents
(LOW FREQUENCY- HIGH IMPACT compared to Level Xing accidents- HIGH FREQUENCY- LOW IMPACT)

As FIRE in Passenger Trains is a Major and Specific Risk, the Main Focus is on this type of Accidents.
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UIC Codex 779-9 (contd)

Applies to Electrified / Non-electrified Tunnels, and High Rock Cover For New Planned Tunnels, longer than 1 Km. but upto 15 Kms.
General Strategy is to get the train out of Tunnel (with in 15 min. of fire). Disable Emergency Brakes (operating measures)

If despite measures, train on Fire comes to stand still inside the tunnel:
Facilitate self ESCAPE to SAFE PLACE Distance between two safe places not more than 1 Km Cross passage at not more than 500 mts.
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Ventilation Requirement
Normal Operation: (Depends on Traction Mode and local conditions):
Maintain Sustainable Air Quality in side the Tunnel
Pollutant Levels Oxygen Levels Temperature

Emergency Rescue Management: (for both Diesel and Electric Traction- Fire Load may vary)
Fire and Smoke Management to Assist Emergency Evacuation Strategy Fire Effect Mitigation
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VENTILATION SYSTEMS

Longitudinal
Air Set in Motion along Tunnel Axis
Portal to Portal, Same speed though out the Tunnel Length No Division into Aerodynamic Segments Low Cost, Does not need Transverse air Egress Points Time to Purge Foul Air depends on Air Flow Velocity, Tunnel 10 Length

VENTILATION SYSTEMS (contd.)

Transverse
Two Independent Ducts (Fresh Air Inflow and Exhaust air exit)
Can create Aero dynamic Sections (In case of Fire) May Need Transverse Exit Routes (Low Overburden Ventilation Shafts, Stations in Metros Costlier to Install, and operate (More Aerodynamic Losses)

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VENTILATION SYSTEMS (contd.)

Semi-Transverse
Combination of Longitudinal and Transversal System:
Separation of Fresh and Exhaust air Reversible Fire Case Fresh Air through Portal, Exhaust through Ventilation Stack, Permitting Aerodynamic Separation Normally, Fresh air Through Ventilation Stacks Larger Tunnel X-Section

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VENTILATION SYSTEMS (contd.)

Considering the merits and demerits of each ventilation system and since there is no station and stop in pir-panjal tunnel;
longitudinal ventilation system has been considered fit to apply in this tunnel worldwide also, only longitudinal ventilation is applied to rail/road tunnel or underground projects.

Only in underground stations and stops, transversal and semi transversal might be applied.
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Normal Case: Calculation Of Fresh Air Flow

Para 3.6.2
Fresh Air Demand due to Gaseous Emissions Fresh Air Demand due to Particulate Emissions Fresh Air Demand oxygen Depletion (Diesel Engine) Normalization Of Temperature (Below 40 deg. C) after passage of 5000T train Uphill

Ventilation Design (Normal Case- Para 4.0)

Time to restore Safe Conditions Inside the Tunnel Waiting Time for Next Train to enter (after exit of Uphill Loaded Train)
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LOCO MOTIVE EXHAUST DATA

emission

Standards

measured emission data US EPA (line haul locomotive, WDM2/ALCO WDM3A/AL WDM4/ALCO Tier 0) 2530HP CO 3073HP 4000HP 6.71 0.52 0.72 0.56 10.73 13.56 12.42 7.62 0.30 ??? ??? 0.39
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g/kWh CO NOX Particle

ORE 3 12 0.5

UN 6.7 12.7 0.8

UIC 3 10 0.25

STANDARD THRESHOLD POLLUTION LEVEL

(1) CO
NO NO2

(2) 75
37.5 5

(3) 400
35 5

50
25 5

1) 2) 3)

American Conference of Governmental and Industrial Hygienists and Continuous Limit for working environment. (Ref. DPR) Long Term Sustainable Threshold Values for Industrial Working Environment (8 hours working) Non-Continuous Exposure, with intermittent Air Exchange Limits up-to 15 minutes exposure
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ADOPTED THRESHOLD ENVIRONMENT PARAMETERS

Element CO NO NO2 Sum: NOx CO2 SO2 8 Hours Exposure 50 ppm 25 ppm 4 ppm 29 ppm 5000 ppm 5 ppm 15 Min. Exposure 200 ppm 35 ppm 5 ppm 40 ppm 10000 ppm 5 ppm Not defined
50C for a train passing, max.65C

Design Limit Pir Panjal 50 ppm 90% of NOx 10% of NOx 25 ppm 5000ppm 5ppm < 0,012m^-1 (extinction coefficient)
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Particulates Not defined (PM)

Temperature 40C

Ventilation Requirement with Electric Traction

No ventilation required for regular operation Fire load for electric locomotives < Diesel powered ones According to design procedure and UIC fire load depends on type of train typical criteria *: * According to Deutsche Bahn AG Diesel Peak 20 MW Electric Peak 12 MW Passenger train Peak 25 MW Freight train Peak 8-52 MW (depending on load) Chosen design criteria 40 MW Electric traction does not impact ventilation design
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Thermo Dynamic Data

ITEM REFERENCE
Geothermal Heat Input Para 3.2.2 Depending on Parent Rock Temperature and Temp. Gradient to Tunnel Rock Surface
Temperature, Pressure and Density Gradient of Air Inside the Tunnel Para 3.2.2.1

Portal Meteorological Data

Para 3.2.3

Portal Temperature, Wind Pressure, Para 3.2.3.1, 3.2.3.2, 3.2.3.3, 3.2.3.4 Natural Buoyancy Pressure and Pressure Differential between the Portals
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Aero Dynamic Data

ITEM
Tunnel Characteristics:
Portal Losses, Tunnel Wall Friction, Wind Velocity at Portals Air Pressure and Temperature Air Density
Critical Velocity Critical Froude Number Temperature Near The Fire Scene

REFERENCE
Para 3.4

Critical Velocity to prevent Back Layering Constant Air flow to Blow the Smoke away from Passengers Exiting in Other Direction, Drive HC Vapours Away from Fire Source to avoid Flash Over

Jet Fan Installation Factor & Piston Effect Of The Train and Train Data

Para 3.5 & 3.6

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THERMODYNAMICS ...buoyancy a thermodynamic effect

temperature rise leads to lower density of air
warm mass of rock

heat of train

. and to longitudinal velocity - chimney effect

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...wind pressure and meteorological effects...

wind pressure effect depends on:

Tunnel
- meteorological situation

- tunnel data

wind pressure

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Ventilation Design Approach Natural velocity achieved inside tunnel :

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AERODYNAMICS ...piston effect

depends on: for the Pir Panjal tunnel the piston effect leads to:

Tunnel

- speed of train and aerodynamic drag

longitudinal velocity of about 5.34 m/s

fresh air of about 241 m3/s

- ratio between tunnel and train cross section area - tunnel resistance: length of tunnel, wall friction and others

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Boundary Condns. (Geometry)

Description Tunnel length Length from Banihal Station to South portal Length from North Portal to

Details 11.215 m 1450 m

4774 m

Qazigund Section Finished cross section Average elevation above sea level 48.50 m2 1734.75 m
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Boundary Conditions (Geometric Data)

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TRAIN SIMULATION TO ASSESS VENTILATION NEED

longitudinal velocity
longitudinal velocity
5,00 4,00 3,00 2,00 1,00

[m/s]

0,00 -1,00 -2,00 -3,00 -4,00 -5,00 time [min] 0 60 120 180 240 300

For normal operatrion No artificial ventilation is needed

Train with 40 km/h needs about 17 min to pass tunnel 27

Ventilation For Fire and Smoke Management What happens if a tunnel fire occurs ?

the tunnel roof fills with smoke even in the upstream direction against the longitudinal velocity!!
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Ventilation For Fire and Smoke Management

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BACKLAYERING

Avoid Backlayring
Critical Velocity of Airflow to be Maintained

Smoke To Be Directed, to Permit Escape in other direction

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Stratification Of Smoke
Smoke Rises to Top
Permits Escape Underneath in cooler air Flashover Control

Typically Stratification lasts for 500-800mts

30-40 MW fire Tunnel Geomtry, Slope Air Flow Conditions
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VENTILATION DESIGN INPUTS SMOKE CONTROL

Input Parameters
What is the maximum size of any fire, which may reasonably be expected to occur, given the use of tunnel
(Design Fire Curve- Fire/Smoke Vs. Time)

What Corresponding Ventilation is required to prevent smoke Backflow

Critical Velocity to be attained
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Emergency Ventilation Design Fire

Select Design Fire Load:
Investigations were performed by Deutsche Bahn AG Diesel Loco Peak 20 MW Electric Loco Peak 12 MW Passenger train Peak 25 MW Freight train Peak 852 MW (depending on load)

Design Fire Adopted 40 MW (Two Dsl. Loco in Tandem)

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Emergency Ventilation Design Approach:

TEMPERATURE / SMOKE PROGRESSION ALONG THE LENGTH HEIGHT Computation fluid dynamics (camatt)
Design Fire Tunnel Geometry Fan design & Configuration Thermo Dynamics Fluid Dynamics

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Emergency Ventilation Design Approach:

TEMPERATURE / SMOKE PROGRESSION ALONG THE LENGTH HEIGHT BY NEAR FIRE CONDITIONS BY 3DCFD Objective: To clarify condition d/s of fire Influence of longitudinal flow velocity on the tenability d/s from fire Design Fire load 25 MW Smoke plum should remain 2.5m above rail level during self evacuation time Use of Deutsche Bahn Fire curve for smoke release rate and critical velocity
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FINAL VENTILATION DESIGN

Jet Fan (Main Tunnel) Jet Fan (Access Tunnel)

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Ventilation Actuation:
Visibility detection Airflow measurement Automatic operation Basic ventilation Visibility data Airflow direction Wind speed Fire Ventilation Fire Alarm Visibility data Airflow direction Wind Speed

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Ventilation System -Installations

Sr.No. 1 Description of Items Jet Fan a) Main tunnel ( Five Groups) b) Adit Tunnel 2 Air Velocity Measuremnt. 3 CO/Dust Particle 4 Proximity Sensor a) Main tunnel b) Adit Tunnel 5 PT 100 Unit (Temp Sensor) a) Main tunnel b) Adit Tunnel 6 Vibration Sensor a) Main tunnel b) Adit Tunnel 7 ADIT Axail Fan 25 3 21 21 25 3 75 9 MVS Adit Each next MN Each next MN Each Jet fan Each Jet fan Each Jet fan (3) Each Jet fan (3) 3.5 Mtrs. 4.0 Mtrs. 4.0 Mtrs. 4.0 Mtrs. 150Mtrs. 150 Mtrs 500 Mtrs. 500 Mtrs. 150 Mtrs 150 Mtrs 150 Mtrs 150 Mtrs Qty. Location Fixing height Spacing

25 3 2

Each Jet fan Each Jet fan Adit tunnel 3.0 Mtrs.

150 Mtrs 150 Mtrs

37 4.0 Mtrs.

E&M System
Consists of the following 433/250V 50 Hz Power Supply Emergency Power Supply Earthing & Potential Equalisation System Tunnel Lighting Tunnel Fittings Fire Detection System Building Power & Lighting Installations Room Ventilation & Air Conditioning
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System Compliance
Redundant Power Supply CCTV System Emergency and Service Phone System Tunnel Radio System Public Address System (Speaker System) Fire Detection System Fire Fighting System (Water Line, Extinguishers) Ventilation System Emergency Lighting Control Centre Escape Distance to be not more than 1000 mts.

World Standard

Pir Panjal

UIC

Comments
I-67, I-65 I-68

I-42 I-66, I-2

~

I-24, I-64 I-25 I-41

~
I-43
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T-80 TUNNEL CONTROL MONITORING CENTRE

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MULTI SCRN TUNNEL VIDEO MNTRING - WITH MOTION SENSOR TRIGGERS

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CCTV MONITORING
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VENTILATION FUNCTION

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ESS FUNCTIONING SCRN

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LIGHT & EROS MONITORING

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EVENT LOG
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VENTILATION CONTROL STRATEGY REQUIREMENTS TO THE STAFF (NORMAL OPERATION)

Train staff Report about type and direction of train entering the tunnel Break down: Report the location of the break down Control center staff Know about train type and direction Monitor emission levels in the tunnel Monitor appropriate operation of ventilation Instruct the train driver to shut down engines (if necessary)

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Ventilation Control Strategy Requirements to the staff (emergency operation)

Train staff Guide passengers in the right direction Communicate and Local Guidance for Passenger Rescue Control center staff Select and confirm the appropriate mode of operation Monitor the appropriate mode of ventilation Support rescue operation (e.g. coordinate the rescue train)
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 Detailed Design Consultants

M/s GeoconsultRITES JV Overall Tunnel Design and Top level Supervision, observations based On-site design with NATM approach Ventilation, Rescue, E&M Design
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 HBI Haerter
Ventilation Design Proof Check

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MAIN TUNNEL CROSS-PASSAGES ESCAPE TUNNEL

RAILWAY TUNNEL (T-74R) LAYOUT (AS PER UIC 779)

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