safety in railway tunnels - ERA

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(d) A major feature of railways is their inherent ability to prevent accidents through the traffic runningon a guide-way and being usually controlled and regulated using a signalling system.2.2. The risk scenarios(a) This TSI provides measures which could offset or mitigate the difficulty of evacuation or rescueoperations following a railway incident.(b) Relevant measures have been identified, which will suppress or significantly reduce the risks arisingfrom these scenarios.(c) They have been developed, in the categories prevention/mitigation/evacuation/rescue; howeverthey do not appear under these headings in this TSI but under the headings of the concernedsubsystems.(d) The measures prescribed can be considered as a response to the following three types of incidents2.2.1. ‘Hot’ incidents: Fire, explosion followed by fire, emission of toxic smoke or gases.(a) The main danger is fire. Fire is understood as a combination of heat, flames and smoke.(b) The fire starts on a train.10
The fire is detected, either by on-board fire detectors, or by persons on-board. The driver isnotified of a problem, either that there is a fire by an automatic notification or that there is aproblem in general by passengers using the passenger alarm.The driver is instructed to act appropriately depending on the local circumstances.Ventilation is shut down to prevent smoke distribution. For rolling stock of category B, thepassengers in the affected area will move to a non-affected area of the train where they areprotected from fire and fumesWhenever possible the train leaves the tunnel. If appropriate, the train may stop at a firefighting point inside the tunnel.Passengers are evacuated, directed by the train crew, or by self-rescue, to a safe area.On rolling stock of category B which architecture does not permit a full redundancy of tractionequipment, the fire extinguishing system will extinguish the fire after which the incident willbecome a ‘cold’ incident.(c) The fire starts in the tunnel.If fire starts in a tunnel or in a technical room, the driver is instructed to act appropriatelydepending on the local circumstances in compliance with the emergency scenarios, described inthe Emergency Plan.2.2.2. ‘Cold’ incidents: collision, derailment(a) The tunnel specific measures concentrate on access/egress facilities to support evacuation and theintervention of rescue forces.(b) The difference with the hot scenarios is that there is no time constraint due to the presence of ahostile environment created by a fire.2.2.3. Prolonged stop(a) Prolonged stop (an unplanned stop in a tunnel, without occurrence of a hot or cold incident, forlonger than 10 minutes) is not by itself a threat to passengers and staff.(b) However it may lead to panic and to spontaneous, uncontrolled evacuation that exposes people todangers present in a tunnel environment.2.2.4. Exclusions(a) The scenarios that have not been dealt with are listed in clause 1.1.4.2.3. The role of emergency response services(a) The definition of the role of the emergency response services is a matter for the relevant nationallegislation.11
Page 1 and 2: INTEROPERABILITY UNITEUROPEAN UNION
Page 4 and 5: 4.2.1. Subsystem Infrastructure ...
Page 6 and 7: APPENDIX A STANDARDS OR NORMATIVE D
Page 8 and 9: (b) Rolling stock categorised “A
Page 13 and 14: (c) Fire fighting point: a fire fig
Page 15 and 16: (b) This consistency has been check
Page 17 and 18: (2) Cross-passages between adjacent
Page 19 and 20: (4) Local constrictions caused by o
Page 21 and 22: (4) The lay-out of the fire fightin
Page 23 and 24: (3) Freight locomotives and self-pr
Page 25 and 26: Interface with the OPE subsystemSRT
Page 27 and 28: 4.4.6. Operational rules related to
Page 29 and 30: 4.8. Infrastructure and Rolling sto
Page 31 and 32: (c) In case the analysis results in
Page 33 and 34: (b) If not defined otherwise in sec
Page 35 and 36: APPENDIX ATO IN THIS TSISTANDARDS O
Page 37: Characteristics to be assessedNew l

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