Addendum no 5 to TD for CP3 EN

Ben Thanh - Suoi Tien Section Line 1 Package-3: E&M, Rolling Stock, Trackwork, Maintenance 3.2.1 Fire Load and Evaluation Methods of Smoke The essential issue of fire safety management

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Ben Thanh - Suoi Tien Section (Line 1) Package-3: (E&M, Rolling Stock, Trackwork, Maintenance)

APPENDIX A:REVISED APPENDIX 16 OF VOLUME 3, GENERAL SPECIFICATIONS,

RELATED TO ITEM NO.6

EMPLOYER'S REQUIREMENTS

APPENDIX 16 DISASTER PREVENTION POLICY

CONTENTS

CHAPTER 1 INTRODUCTION 4

CHAPTER 2 BASIS OF disaster/emergency incidents MANAGEMENT POLICIES 5

2.1 APPROACH FOR ESTABLISHMENT of disaster/emergency INCIDENT MANAGEMENT POLICY 5

CHAPTER 3 FIRE SAFETY MANAGEMENT FOR UNDERGROUND 6

3.1 STANDARDS FOR UNDER GROUND FIRE SAFETY MANAGEMENT 6

3.2 FIRE LOAD AND EVALUATION OF SMOKE 7

3.2.1 Fire Load and Evaluation Methods of Smoke 7

3.3 FIRE LOCATION AND EVACUATION 9

3.3.1 Fire Location and Target Passenger 9

3.3.2 Fire Location, Assumed Fire Load and Safe Haven 9

3.4 SAFE HAVEN 14

3.5 EVALUATION OF EVACUATION TIME IN UNDERGROUND STATION 15

3.5.1 Fire Load and Evacuation 15

3.5.2 Habitable Room* 23

3.5.3 Block at Fire Point with Full Height Platform Screen Door (PSD) 26

3.6 USE OF NONFLAMMABLE MATERIALS 28

3.6.1 Use of Nonflammable Materials in Underground Station and Tunnel 28

3.6.2 Use of Nonflammable Materials for Rolling Stock and Electric Facilities 30 3.6.3 Cone Calorimeter Test for Nonflammable Material (ISO5660-1) 30

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3.7 Principle of Train operation in case of fire 32

3.8 Evacuation from train if stopped between stations 33

3.9 VENTILATION OPERATION IN CASE OF FIRE 34

3.9.1 Normal Operation and Ventilation Fan 34

3.9.2 Smoke Exhaust in Concourse 34

3.9.3 Smoke Exhaust in Platform (Fire on Platform and Fire by Arson on Rolling Stock) 35

3.9.4 Smoke Exhaust in Station Track (Normal Fire on Rolling Stock) 36

3.9.5 Smoke Exhaust in Tunnel (Fire on Rolling Stock and Cable Fire etc.) 36

3.10 Emergency facilities and measures in underground station and tunnel 38

3.10.1 Alarm Facilities 38

3.10.2 Communication Facilities 39

3.10.3 Evacuation Guide 40

3.10.4 Smoke Control 42

3.10.5 Fire Protection Compartment 43

3.10.6 Fire Fighting Facilities 44

3.10.7 Emergency Power Supply 49

3.10.8 Emergency Control Room 50

3.10.9 Others 51 CHAPTER 4 FIRE SAFETY MANAGEMENT FOR STATION ON GROUND LEVEL/ ELEVATED SECTION AND DEPOT 55

4.1 TRAIN OPERATION ON ELEVATED SECTION 56

4.1.1 Automatic Fire Alarm (Fire Detector) 56

4.1.2 Emergency Alarm System 56

4.2 TRACK STRUCTURE 57

4.3 FIRE FIGHTING FACILITIES 58

4.3.1 Initial Fire Fighting System 58

4.3.2 Fire Fighting System 59

4.3.3 Water Source and Water Tank 61

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4.4 SMOKE CONTROL 61

4.5 EMERGENCY CONTROL ROOM AND EMERGENCY CONTROL Panel 61

4.6 FIRE ON ELEVATED SECTION 64

CHAPTER 5 WATER STOP, STRONG WIND, POWER FAILURE AND, EARTHQUAQE MANAGEMENT 65

5.1 WATER STOP FOR FLOOD AND HIGH WATER 65

5.1.1 Water Stop at Subway Station and Entrance of Tunnel 65

5.1.2 Drainage and Pump 67

5.1.3 Principle of the Location of Electrical/Mechanical Facilities in the Underground Station 67

5.2 STRONG WIND 68

5.2.1 History of Derailment by Strong Wind in Japan 68

5.2.2 Measurement of Wind Speed by Anemometer and Control of Train Operation 68 5.3 POWER FAILURE 69

5.4 EARTHQUAKE 69

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This Disaster Prevention Policy was approved by the relevant Authorities

Since mass transit transportation based on Metro systems may suffer extensive damages in the event of abnormal situations and emergencies It is essential therefore that disaster/emergency incidents management measures are installed as part of the system to minimize the effects of such events

Particularly, so as to ensure that passengers can be evacuated to safe areas during emergencies, maintenance and system checks must be constantly performed to ensure that the disaster/emergency facilities will operate properly at all times It is also vital that Ho Chi Minh metro staffs are trained to cope with every possible situation as they must lead and guide the passengers to safety, and will also form the first level of emergency and rescue personnel before the arrival at the scene of the emergency services

Conceivable abnormal and emergency situations and the corresponding measures are briefly presented as follows:

Conceivable abnormal situations susceptible by the Urban Mass Rapid Transit are as follows:

Regarding railway terrorism, ever since 911 of 2001 and subsequent railway bombings

in Moscow, Madrid, and London, efforts are made by the respective Government and authorities towards to thwart terrorist attacks on railways is by early detection and increased vigilance, and physical improvements of the railway infrastructure and on rolling stock is hardly recognizable, not to mention no revision to the design standard Hence, the counter terrorism effort could be planned and implemented without making any special consideration of designing an extra durable infrastructure, and adopt practical precautionary measures implemented by major MRT operators before the inauguration of the MRT services

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CHAPTER 2 BASIS OF disaster/emergency incidents MANAGEMENT POLICIES

POLICY

This Disaster Prevention Policy is based on the Basic Law on Natural Disasters in Japan (the Basic Law) for the basis of all disaster-related legislation, disaster/emergency incident control executive administrations, and relevant procedures of disaster/emergency incident control The Basic Law was enacted in

1961 which was instigated following the devastating Ise Bay Typhoon Disaster of 1959

The objective of the Disaster Prevention Policy is to protect the lives, body and asset of the public from natural disaster by establishing a comprehensive and planned disaster/emergency incident control mechanism that would sustain order and secure public welfare in events of natural disaster Such mechanism includes:

- establishment of disaster/emergency incident control structure within the MRT System in coordination with the relevant Authorities,

- clarify where the responsibility lies,

- prepare disaster/emergency incident readiness plan,

- prevention of disaster/emergency incident,

- response to disaster/emergency incident,

- disaster/emergency incident recovery, and

- provision of fiscal and monetary measures

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The fire safety management is critical issue for the operation of metro project Especially, the underground fire safety management is most important for the project operation and it is mainly explained in the chapter 3 The Contractor shall make a fire safety management plan based on this Appendix 16

Standards to be applied for underground fire safety management are item 16, 18, 18-1, 18-2, 18-3, 18-4, 18-5, 18-6, 21, 27-1, 27-2, 27-3, 27-4, 27-5, 27-6, 27-7, 27-8, 27-9, 27-10, 27-11 and 27-12 in Appendix 15 of GS in Vol.3 and relevant standards/codes

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3.2.1 Fire Load and Evaluation Methods of Smoke

The essential issue of fire safety management is how the passengers escape safely The safety of the passenger is evaluated whether the passenger escape to safe place without/less influence of smoke or not The characteristics of the fire are different by the origin of fire The fire loads are divided into two types One is normal fire and another is fire by arson with fuel According to the difference of the characteristics of fire, the evacuation of passenger is evaluated as follows

(1) In case of normal fire

The origin of normal fire is assumed as the fire from motor or other auxiliary machine under floor of rolling stock Other case of the normal fire is the fire from the small shop (KIOSK) in the station Usually, the power of the normal fire is quite small and its temperature is low in the beginning stage and it becomes larger after the flashover occurs The time is relatively long until flashover take place The smoke of normal fire diffuses evenly and widely Therefore, the inhale of smoke is not considered and main factor for safety evacuation is visibility of the passengers

Figure 3.1 Image of Normal Fire Load Model

The visibility of the passenger in smoke condition is determined by the smoke density (extinction coefficient Cs) The smoke density is defined by the following formula (Lambert-Beer Law)

Herein, l is the required visibility (15m to 20m) for evacuation and τ (%) is permeability (13-22% equivalent to Cs=0.1m-1)

Figure 3.2 Smoke Density and Required Visibility for Smooth Evacuation

11 0 ) 100 ln(

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According to research and experiment in Japan, the smoke density (Cs) shall be 0.1m-1

or smaller to secure the visibility of 15m to 20m for smooth evacuation Under this condition, the passenger could evacuate without loosing their walking speed The procedure for the evaluation of evacuation is as follows

1) The time (t) which is required for evacuation is calculated

2) Smoke density (Cs) at a time (t) of completion of evacuation is calculated If Cs is 0.1m-1 or less, the condition for the smooth evacuation is secured

Detail of the fire load and calculation procedures of MLIT is indicated in clause 3.5

(2) In case of fire by arson with fuel

The power of the fire by arson is strong and constant from beginning The temperature

of smoke is high Smoke will move as strata along the ceiling and it will descend Therefore, it is evaluated by the descending speed of the smoke layer from ceiling For the safe evacuation, the space for the evacuation shall be secured It is at least 2.0m from the bottom of the smoke layer to the floor

Figure 3.3 Image of Fire Load Model by Arson

Figure 3.4 Required Space for the Evacuation in case of Fire by Arson

The procedure for the evaluation of evacuation is as follows

1) The time (t) which is required for evacuation is calculated

2) If Space from the bottom of the smoke stratification to the floor exceeds 2.0 m at a time (t) of completion of evacuation, the condition for the safe evacuation is secured

Detail of the fire load and calculation procedures of MLIT is indicated in clause 3.5

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3.3.1 Fire Location and Target Passenger

In order to secure the safety of the passenger, it is necessary to consider the structure

of the station and the location of the fire point According to the location of the fire, the passenger which is the target for the study of the evacuation is summarized in the table 3.1

Table 3.1 Assumed Fire Location and Study Target Passengers

Note: Yes: Evacuation shall be considered

No: The evacuation is secured from the following reasons

*1 Safety of the passenger on platform and concourse is secured by the smoke exhaust of the tunnel ventilation

*2 Evacuation of the passengers on platform and concourse is completed before arriving of the train on fire

*3 In general, the width of the stair from concourse to ground level is wider than that of platform Moreover, taking into consideration evacuation time of the passengers on platform, the passenger on concourse does not hamper the evacuation of the passenger on platform Therefore, it is not necessary to study for the passenger on concourse

*4 The train will pass the station on fire

*5 The habitable rooms is protected by the fire compartment

*6 The smoke in tunnel is exhausted by the tunnel ventilation and the safety of the passengers are ensured

3.3.2 Fire Location, Assumed Fire Load and Safe Haven

In addition to the target passengers in Table 3.1, the fire cases which require the study for evacuation time is listed in Table 3.2, taking into consideration fire characteristics (Normal and Arson)

Impossible to Run and Stop in Tunnel Yes No *1 No *1

Station

Place of Fire

Rolling

Stock

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Table 3.2 Assumed Fire Location and Safe Haven

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*1 It is assumed that passengers on platform had evacuated completely guided

by station staff before the train arrived

*2 The study is done only for passengers on train, because the passengers on platform have already evacuated before the train arrived Therefore, this case is same as the assumed fire *4 in Case 2 (Rolling stock fired by arson at station)

*3 The normal fire on rolling stock at station is similar to the assumed fire condition of *1 in Case 1 (Rolling stock on normal fire run to the next station) taking into account fire characteristic and evacuation time of passenger on platform when the fire is detected

*4 This assumed fire condition is similar to that of *2 in Case 1

Consequently, the Package-1 Contractor shall study 6 conditions (a in Case 1, b in Case 2, Case 3 and Case 4 in Table 3.2 to confirm the safety of the passengers in event of fire, and submit to the Employer’s Representative for his review

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Figure 3.6 Fire by Arson on Rolling Stock at Station

(3) Case 3

The studies of evacuation time are required for both cases

Figure 3.7 Normal Fire/Fire by Arson at KIOSK on Platform

(4) Case 4

In case of fire on KIOSK at concourse, the dispatcher in OCC notifies the fire to driver and commands him not to stop the station Therefore, it is not necessary to consider evacuation of passengers on the train

Figure 3.8 Normal Fire/Fire by Arson at KIOSK on Concourse

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(5) Case 5

If the train on fire stops in tunnel, evacuation target is only the passengers on the train

It is assumed that the tunnel ventilation system keeps height of smoke layer above a certain level and secures space for the evacuation (see clause 3.9 for ventilation operation) Therefore, the study of evacuation time is not required

Figure3.9 Normal Fire/Fire by Arson/Cable Fire on Rolling Stock Stopped in Tunnel

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The definition of the safe haven is the place where the evacuated passengers are not influenced by smoke The completion of Evacuation means that the evacuated passengers enter into the safe haven

The Package-1 Contractor shall install smoke and/or fire protection compartment between platform and concourse in order to prevent the smoke diffusion and secure safe haven The protection compartment shall be shutter type which descends and keeps clearance for evacuation space during evacuation of the passengers After the completion of Evacuation confirmed, the protection compartment shall be closed to keep the Concourse as safe haven by protecting from the fire and make passengers escape to the ground level

The Package-1 Contractor shall install the protection compartment between Concourse and the ground level too

Photographs in Figure 3.10 show an example of the protection compartment

Figure3.10 Fire Protection Compartment (shutter) (Source: Osaka City Transportation Bureau, Japan)

Figure3.11 Image of Safe Haven by Fire Protection Compartment (Shutter Type)

Compar

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3.5.1 Fire Load and Evacuation

Based on the following provision of Ministerial Ordinance of the MLIT, the evacuation procedure shall be studied for 6 cases listed in table 3.2

Provision No.29 appendix 7 - Ministerial Ordinance of MLIT

(1) Assumed Fire Load and Evaluation Method for Evacuation

The assumed fire on rolling stock and station is defined as normal fire and fire by arson The Package-1 Contractor shall study evacuation time based on the basic principle that the passenger can escape to the safety place for the evaluation, and submit the evaluation result with the study to the Employer’s Representative for his review．The assumed fire load and its characteristic model are as follows

Table3.3 Assumed Design Fire

Table3.4 Fire Load Model for Rolling Stock

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Figure 3.12 Fire Load Model of Rolling Stock

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Table 3.5 Fire Load Model for KIOSK

Item

Assumed Fire

Parameter of Fire Load Smoke Speed C (m3/min./m) Fire Power Q (MW)

Fire Model

C=2.1 (m3/min./m), 0≤ t≤ 10min

=24.0t-219 (m3/min./m), 10<t≤11min

=1.8t+25.2 (m3/min./m),11<t min

Q=5 (MW)

Figure3.13 Fire Load Model of KIOSK

1) In case of Normal fire, the evaluation of evacuation is studied by smoke density (extinction coefficient Cs) of the platform

2) In case of Fire by Arson, the time for smoke layer which hampers the evacuation is studied

The allowable figure is as follows

a) In case of Normal fire on platform, smoke density shall be less or equal 0.1m-1

(2) Calculation of Evacuation Time

In order to calculate the evacuation time, the queue time is calculated as follows

T=Q/(NxB)

Normal fire

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T: Queue Time (sec), Q: Number of Evacuator (persons),

N: Runoff Coefficient of Crowd (person/m/sec.)

B: Width of Stair (m)

In order to calculate walking time t and queue time T, the walking speed and runoff coefficient of crowd is defined as follows

Walking Speed: Flat area 1.0 (m/s), Stair area 0.5 (m/s)

Runoff Coefficient: Flat area 1.5 (person/m/sec), Stair area 1.3 (person/m/sec)

(3) Calculation of Number of Evacuators

According to the assumed fire, the number of evacuators is defined as follows If the KIOSK is not put in concourse, the number of evacuator is defined as “zero”

Table 3.6 Ridership (%) by Station Type

Concourse

Normal Fire - 75 (150) 125 (200) 75 (150) 125 (200) Fire by Arson - 75 (150) 125 (200) 75 (150) 125 (200)

b Opposite/One Side Platform

Concourse

Normal Fire - 50 (100) 100 (200) 50 (100) 100 (150) Fire by Arson - 50 (100) 100 (200) 50 (100) 100 (150)

(4) Study for the Normal fire

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(4)-1 Study of Smoke Density on Platform

The smoke density Cs shall be less or equal 0.1m-1 when the evacuation is completed The smoke density shall be calculated by the following formulas according to the assumed fire

1) Fire on Rolling Stock

a) In case that the evacuation time is less or equal 7 minutes

b) In case that the evacuation time exceeds 7 minutes

2 /

/ 7 (

/)66441

6621

/)(

1

⋅+

10 (

/)1

.21.26198

24)

2124

⋅

⋅+

/ 10 /

11 (

/))

2124

(

1.29.272

.918

.1)

458

.1((

Ve e

Ve V

e V V

Ve t

Ve e

Ve V

Cs

V Ve

V Ve V

t Ve

⋅

−

⋅+

⋅

⋅+

V: Volume of Block at Fire Point (m3)

t: Evacuation Time (min.)

Ve: Air Volume of Ventilation Facilities per Volume of Block at Fire Point (m3)

If KIOSK does not exist in platform, evacuation time (t) and smoke density (Cs) are treated as “zero”

3) Volume of Block at Fire Point

In case of fire on rolling stock, volume of block at fire point is the most dense smoke section in the platform where the smoke diffuse

Volume of block at fire point is defined as follows

a) Cross section area of smoke diffusion is defined in the Figure 3.14 If the structure

of platform is different, cross sectional area is determined based on the concept of Figure 3.14

Ve e

Cs 21 (1 −Ve⋅t/V)/

−

⋅

=

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b) Cross section area of smoke diffusion is hatched area in the Figure 3.14 and cross section area of the rolling stock is deducted

c) Longitudinal length of volume of block at fire point is 20 meter (effective length)

d) Volume of block at fire point is calculated as follows

V= (Ao-Av) x 20

Ao= (Va-Vm)/L

V: Volume of block at fire point (m3)

Ao: Cross section area of block at fire point (m2)

Av: Cross section area of rolling stock including area under floor (m2)

Va: Total volume of platform in effective length (m3)

Vm: Volume of the place, such as column, stair, etc where smoke does not diffuse

L: Effective length of platform (m)

(A) One Side Platform

Smoke diffuses to all section

(B) Island Platform

Smoke diffuses to neighbor platform and track due to upward current of smoke by heat

(C) Opposite Platform

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Height of rolling stock and ceiling of opposite platform is lower than ceiling of track Therefore, smoke does not diffuse to opposite platform Smaller platform is used for study For example, if L1<L2, design cross section area is hatched area

Figure 3.14 Cross Section Area for Volume of Block at Fire Point

4) Minimum Volume of Smoke Exhaust

In platform, smoke exhaust facilities with the capacity of 5,000m3/h or more must be installed for volume of block at fire point

(4)-2 Study of Total Smoke Volume on Concourse until Completion of the Evacuation (if concourse is separated into two sections or more, this is not applied.)

Total smoke volume on concourse (Vo) is calculated from the following formula with evacuation time “t” Then, it must be confirmed that the smoke storage volume (V) on concourse is bigger than Vo

a) In case that the evacuation time is less or equal 10 minutes

2

5

10 t

b) In case that the evacuation time exceeds 10 minutes and less or equal 11 minutes

109502190

9⋅ 2 + ⋅ −

Vo

Vo: Total smoke volume until completion of evacuation (m3)

t: Evacuation time (min.)

Smoke storage volume on concourse (V) is calculated by the following formula

'' t Ve V

)2()(

'= Af −At × H −

V

H H

Ve

Ve'= ×( −2)/

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V’: Smoke storage volume excluding smoke volume exhausted by smoke exhaust facilities

Ve’: Effective smoke exhaust volume (m3/min.)

Af: Area of floor of concourse (m2)

At: Area of the place where smoke does not diffuse, such as column (m2)

H: Height from floor to ceiling of concourse

Ve: Capacity volume of smoke exhaust facility on concourse (m3/min.)

(5) Study for the Fire by Arson

Time (to) for smoke stratification up to 2.0m from the floor is calculated by the following formula It must be confirmed that to is shorter than evacuation time (t)

1) Fire of rolling stock and KIOSK on platform

)'/(Vs Ve V

L A A

V E =( E − V')×

)/(

)'(

Ve’: Effective smoke exhaust volume in VE (m3/min.)

AE: Cross section area above 2.0m from floor of platform excluding volume of the place where smoke does not diffuse, such as column, stair, etc (m2)

Av’: Cross section area of rolling stock above 2.0m from floor of platform (m2)

Ve: Capacity volume of smoke exhaust facility on platform (m3/min.)

Ao: Cross section area of block at fire point (m2)

Av: Cross section area of rolling stock including area under floor (m2)

2) Fire in concourse (if concourse is separated into two sections or more, this is not applied.)

)'/(

' V Ve V

)2()(

'= Af −At × H −

V

H H

Ve

Ve'= ×( −2)/

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If VE-Ve’≤ 0, to=∞ If KIOSK is not put in concourse and to become 3 or bigger, to=∞

V’: Smoke storage volume excluding smoke volume exhausted by smoke exhaust facilities

Vs: Smoke volume=300 (m3)

Ve’: Effective smoke exhaust volume (m3/min.)

Af: Area of floor of concourse (m2)

At: Area of the place where smoke does not diffuse, such as column (m2)

H: Height from floor to ceiling of concourse

Ve: Capacity volume of smoke exhaust facility on concourse (m3/min.)

(6) Measures

If result of the study for fire by arson is not satisfied and handling by ventilation facilities

is difficult, the following measures will be taken

1) Provision of new escape way or widen walkway/stair to reduce evacuation time

2) Enlargement of smoke storage volume

3) Provision of fire/smoke compartment for KIOSK which become the origin of fire and installation of sprinkler

4) No installation of KIOSK

5) Provision of other facility which ensure the safe evacuation of passenger

Re-study is required after the measure of 1) or 2) or 5) is taken If the measure of 3) or 4) is taken, re-study shall be carried out under the condition without KIOSK

2) The capacity of the smoke exhaust facilities shall be 120m3/min or higher

3) The capacity of the smoke exhaust facilities shall be 1m3/min per floor area 1 m2 in smoke compartment

4) If the smoke exhaust facility is used for two sections or more of smoke compartment, the smoke facilities shall be designed for the maximum floor area among smoke compartment sections The capacity shall be 2m3/min per floor area 1m2

Note: Habitable room is defined as room where people stay longer, such as office, bed room, etc Bath room, storage room, etc are not included

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Figure 3.15 Study Procedures for Normal Fire

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Figure 3.16 Study Procedures for Fire by Arson

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3.5.3 Block at Fire Point with Full Height Platform Screen Door (PSD)

In the clause 3.5.1, the block at fire point for the standard station without the full height platform screen door (PSD) is explained On the other hand, in the Project, the full height PSD will be installed in the underground stations in order to enhance efficiency

of air conditioner

The full height PSD will prevent the current of smoke and it must be taken into account for the study of evacuation in case of fire

(1) Study for Normal Fire on Rolling Stock

In case of Normal fire, the origin of fire is assumed as motor or other facilities under floor of the rolling stock Therefore, the smoke will not diffuse to the passenger space

of the rolling stock and the block at fire point is defined as the following figure

The tunnel ventilation system shall be designed and installed to exhaust smoke longitudinally through tunnel for this case

Figure3.17 Block at Fire Point of Normal Fire on Rolling Stock with full height PSD

(2) Study for the Fire by Arson on Rolling Stock

In case of the fire by arson, the origin of fire is assumed as 4 litter gasoline in the passenger space of the rolling stock Therefore, the smoke will be defused to the platform when both doors of the rolling stock and the full height PSD are opened for the evacuation of passengers The block at fire point is defined as following figure

Figure3.18 Block at Fire Point of Fire by Arson on Rolling Stock with full height PSD

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(3) Study for the Fire by Arson in KIOSK on Platform

In case of the fire by arson on KIOSK, the platform will be filled with smoke due to closed space by the full height PSD Therefore, the block at fire point is defined as the following figure as worst case

Figure 3.19 Block at Fire Point of Fire by Arson in KIOSK on Platform with full height PSD

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In order to ensure and plan the safe environment of underground station and tunnel according to these above evaluations, the nonflammable material should be used for the underground stations, tunnel and rolling stocks as much as possible In the following clause, the regulation of nonflammable material use for the underground stations, tunnel and rolling stocks is required based on the standards in Appendix 15 of

GS in Vol.3 If the Package-1 and/or Package-3 Contractor intends to use nonflammable materials defined in other standards, he have to obtain necessary approval from relevant Authorities

3.6.1 Use of Nonflammable Materials in Underground Station and Tunnel

(1) Use of Nonflammable Materials for Structure, etc

1) Materials for Structure and Interior Finish

The materials for the structure and the interior finish in the station and tunnel shall be nonflammable in order to prevent the occurrence and spread of the fire

Structural materials mean wall, beam, slab, column, stair, etc Interior finish material means the material which covers and finishes the surface of structural material inside station

Under the normal fire condition, the nonflammable material shall meet the following requirement for 20 minutes

a) The material shall not burn

b) The material shall not generate deformation, melting and crack which is hazardous for fire protection

c) The material shall not emit hazardous smoke and toxic gas

The materials which meet these requirements are concrete, steel and iron, ceramic tile, aluminum, metal board, glass, mortal, brick, etc Other materials shall be tested by the Cone Calorimeter (ISO5660-1) and authorized (In Japan, this is authorized by MLIT)

Nonflammable material is not always suitable for the floor in habitable* and other rooms because nonflammable material is usually limited to mineral hard material Therefore, the use of the fire-retardant material is allowed to the floor of room as exceptional and it should be nonflammable as much as possible

The parts and components which are partially used for signboard, foot guide for blind person, elevator, ticket vending machine, lighting and other electric-mechanical facilities are exempted from the regulation of nonflammable material use However, it

is preferable to use nonflammable materials for these facilities as far as possible

Note: Habitable room is defined as room where people stay longer, such as office, bed room, etc Bath room, storage room, etc are not included

2) Fittings

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