The presentation covers the basics of Railway tunnel Ventilation and Safety in the context of Pir Panjal Tunnel T-80. The basic reference document has been UIC Codex 779-9.

1. TUNNEL VENTILATION AND
FIRE SAFETY
A case study of Pir Panjal Tunnel
T-80 of USBRL Project
-Hitesh Khanna
Ircon International Limited

2. 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.
2

3. T 80 ON USBRL PROJECT
3

4. T80 SECTION AND PLAN
4

5. • Max Over burden 1100
mts.
• B. G. Rly. S/L Track
• 3 mts. Road
• 48.5 m2 X-Sec Area
• Water Proof
5

6. 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
6

7. 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.
7

8. 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.
8

9. 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
9

10. 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

11. 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)
11

12. 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
12

13. 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.
13

14. 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)
14

15. LOCO MOTIVE EXHAUST DATA
emission
g/kWh
CO
NOX
Particle
Standards
ORE
3
12
0.5
UN
6.7
12.7
0.8
measured emission data
UIC
3
10
0.25
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
15

16. STANDARD THRESHOLD POLLUTION LEVEL
(1)
50
75
400
NO
25
37.5
35
NO2
2)
3)
(3)
CO
1)
(2)
5
5
5
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
16

17. ADOPTED THRESHOLD ENVIRONMENT
PARAMETERS
Element
8 Hours
Exposure
15 Min. Exposure
CO
50 ppm
200 ppm
Design
Limit
Pir Panjal
50 ppm
NO
25 ppm
35 ppm
90% of NOx
NO2
4 ppm
5 ppm
10% of NOx
Sum: NOx
29 ppm
40 ppm
25 ppm
CO2
5000 ppm
10000 ppm
5000ppm
SO2
5 ppm
5 ppm
5ppm
Not defined
< 0,012m^-1
(extinction
coefficient)
50°C for a train passing, max.65°C
-
Particulates
Not defined
(PM)
Temperature
40°C
17

18. 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
Page 18

19. 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
19

20. Aero Dynamic Data
ITEM
Tunnel Characteristics:
Portal Losses, Tunnel Wall Friction,
Wind Velocity at Portals
Air Pressure and Temperature
Air Density
REFERENCE
Para 3.4
Critical Velocity
Critical Froude Number
Temperature Near The Fire Scene
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
20

21. THERMODYNAMICS
...buoyancy…
a thermodynamic effect
warm mass of rock
temperature rise leads to lower density of air
heat of train
…. and to longitudinal velocity - chimney effect
21

22. ...wind pressure and
meteorological effects...
wind pressure effect depends on:
Tunnel
- meteorological situation
wind pressure
- tunnel data
22

23. Ventilation Design Approach
Natural velocity achieved inside tunnel :
23

24. 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
24

25. Boundary Condns. (Geometry)
Description
Details
Tunnel length
11.215 m
Length from Banihal Station to South
1450 m
portal
Length
from
North
Portal
to
4774 m
Qazigund Section
Finished cross section
Average elevation above sea level
48.50 m2
1734.75 m
25

26. Boundary Conditions (Geometric Data)
26

27. longitudinal velocity
5,00
4,00
3,00
2,00
1,00
[m/s]
longitudinal velocity
TRAIN SIMULATION TO ASSESS
VENTILATION NEED
0,00
-1,00
0
60
120
180
240
300
-2,00
-3,00
-4,00
-5,00
time [min]
For normal operatrion
No artificial ventilation is needed
Train with 40 km/h needs about 17 min to pass tunnel
27

28. 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!!
28

29. Ventilation For Fire and Smoke
Management
BACKLAYERING
"
• Avoid
Backlayring
– Critical Velocity
of Airflow to be
Maintained
• Smoke To Be
Directed, to
Permit Escape in
other direction
29

30. 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
30

31. 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
31

32. 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)
32

33. 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
33

34. 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
34

35. FINAL VENTILATION DESIGN
Jet Fan (Main Tunnel)
Jet Fan (Access Tunnel)
35

36. 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
36

37. Ventilation System -Installations
Sr.No.
Location
Fixing height
Spacing
25
MVS
3.5 Mtrs.
150Mtrs.
3
21
21
Adit
Each next MN
Each next MN
4.0 Mtrs.
4.0 Mtrs.
4.0 Mtrs.
150 Mtrs
500 Mtrs.
500 Mtrs.
25
3
Each Jet fan
Each Jet fan
150 Mtrs
150 Mtrs
a) Main tunnel
75
Each Jet fan (3)
150 Mtrs
b) Adit Tunnel
9
Each Jet fan (3)
150 Mtrs
Vibration Sensor
a) Main tunnel
25
Each Jet fan
150 Mtrs
b) Adit Tunnel
1
Description of Items
Qty.
3
Each Jet fan
150 Mtrs
2
Adit tunnel
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)
6
7
ADIT Axail Fan
3.0 Mtrs.
37
4.0 Mtrs.

38. 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
38

39. System Compliance
World
Standard
Pir Panjal
UIC
Redundant Power Supply


~
I-67, I-65
CCTV System



I-68
Emergency and Service Phone
System



I-42
Tunnel Radio System



I-66, I-2
Public Address System (Speaker
System)


~
Fire Detection System



Fire Fighting System (Water Line,
Extinguishers)



I-24, I-64
Ventilation System



I-25
Emergency Lighting



I-41
Control Centre


~
Escape Distance to be not more than
1000 mts.

~

Comments
I-43
Page 39

40. T-80 TUNNEL CONTROL MONITORING
CENTRE
40

41. MULTI SCRN TUNNEL VIDEO MNTRING
- WITH MOTION SENSOR TRIGGERS
41

42. CCTV MONITORING
42

43. VENTILATION FUNCTION
43

44. ESS FUNCTIONING SCRN
44

45. LIGHT & EROS MONITORING
45

46. EVENT LOG
46

47. 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)
47

48. 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)
48

49. • 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
49

50. • HBI Haerter
– Ventilation
Design
Proof
Check
50

51. 51

52. 52

53. 53

54. MAIN TUNNEL
CROSS-PASSAGES
ESCAPE TUNNEL
RAILWAY TUNNEL (T-74R) LAYOUT
(AS PER UIC 779)
54

55. 55

56. 56