Italian National Agency for Railway Safety
1. ------IND- 2013 0691 I-- EN- ------ 20140121 --- --- PROJET
DECREE NO XX/2014
Revision of railway vehicle technical standards
Design, installation, validation and maintenance of fire detection and fire extinguishing
systems for railway vehicles – general principles
THE DIRECTOR OF THE ITALIAN NATIONAL AGENCY FOR RAILWAY SAFETY
Having regard to Presidential Decree No 753 of 11 July 1980, laying down new regulations on
the policing, safety and regular operation of railways and other transport services, and any
subsequent amendments or additions;
Having regard to Legislative Decree No 188 of 8 July 2003 transposing Directives 2001/12/EC,
2001/13/EC and 2001/14/EC on railways;
Having regard to Legislative Decree No 162 of 10 August 2007, transposing Directives
2004/49/EC and 2004/51/EC on the safety and development of the Community's railways, with
particular reference to Article 6(2)(a), which requires the Agency to establish a regulatory
framework on safety, proposing the necessary regulatory reorganisation to enact technical and
safety standards and ensure their application;
Having regard to Legislative Decree No 191 of 8 October 2010 on the transposition of Directive
2008/57/EC on the interoperability of the rail system within the Community;
Having regard to Legislative Decree No 43 of 24 March 2011 on the transposition of Directive
2008/110/EC of the European Parliament and of the Council of 16 December 2008 amending
Directive 2004/49/EC on safety of the Community's railways and amending Legislative Decree
No 162 of 10 August 2007, on the transposition of Directives 2004/49/EC and 2004/51/EC
concerning the safety and the development of the Community's railways;
Having regard to the Ministerial Decree of 28 October 2005, on safety in railway tunnels;
Having regard to Decree No 4/2012 of 9 August 2012 of the Director of the Agency on its
powers concerning the safety of railway traffic;
Having regard to the note of 21/11/2010 from the Agency for the Unification of Railway and
Tramway Rolling Stock (UNIFER), whereby, at ANSF's request, a working group, also including
representatives of the Ministry of Transport, rolling stock manufacturers, railway operators,
Independent Safety Inspectors, fire extinguishing system vendors and testing laboratories, was
formed to draft a technical standard for automatic fire extinguishing systems on board rolling
stock;
Having regard to the note from this Agency ref. 004825/2013, dated 28/06/2013 with which the
draft technical standard, "Design, installation, validation and maintenance of fire detection and
fire extinguishing systems for railway vehicles - general principles" was sent to the Ministry of
Infrastructure and Transport, UNIFER and to rail operators;
Taking into account the comments received from various railway operators and UNIFER;
Considering, that in the forthcoming Technical Specifications for Interoperability (TSI) relating to
the “Rolling Stock — Locomotives and passenger rolling stock” subsystem, voted at the RISC,
68th meeting – on 23 and 24 October 2013 and which will enter into force on 1 July 2014, there
is a specific case for Italy, which provides for compliance with additional fire extinguishing
specifications, for all vehicles that shall operate in existing Italian tunnels, specifically, the
presence of fire detection and fire extinguishing systems which shall be assessed pursuant to
the notified national reference regulations;
Decree XX/2014 - Regulatory revision of the technical standards for railway vehicles - Design, installation,
validation and maintenance of fire detection and fire extinguishing systems for railway vehicles - general
principles
Page 1 of 2
Italian National Agency for Railway Safety
Considering the need to lay down technical specifications for the design, installation, validation
and maintenance of fire detection and fire extinguishing systems on board rail vehicles
operating in Italy, where they are non-existent to this date;
Having carried out the procedure for the provision of information pursuant to Directive 98/34/EC,
as amended by Directive 98/48/EC;
For the purpose of regulating the design, installation, validation and maintenance of fire
detection and fire extinguishing systems for rail vehicles;
issues the following
Decree No XX/2014
Revision of railway vehicle technical standards
Design, installation, validation and maintenance of fire detection and fire extinguishing
systems for railway vehicles – general principles
Article 1
Enacting the new technical standard for railway vehicles
The technical standard for the "Design, installation, validation and maintenance of fire detection
and fire extinguishing systems for railway vehicles – general principles" is hereby enacted as
set out in the annex to this decree.
Article 2
Application of the technical standard
Fire-detection and fire extinguishing systems for railway vehicles operating on the railway
network in Italy, in compliance with the deadlines set out by Ministerial Decree 28 October
2005, shall comply with the requirements set out in the annexed technical standard.
Article 3
Final provisions, publication and entry into effect
This decree has been published on the Agency Internet site (www.ansf.it) and shall enter into
effect on the day after its enactment.
Florence, XX XXXXXXXXXX 2014
THE DIRECTOR
Mr Alberto Chiovelli
Decree XX/2014 - Regulatory revision of the technical standards for railway vehicles - Design, installation,
validation and maintenance of fire detection and fire extinguishing systems for railway vehicles - general
principles
Page 2 of 2
RAILWAY VEHICLES
ANSF
DESIGN, INSTALLATION, VALIDATION AND
MAINTENANCE OF FIRE DETECTION AND FIRE
EXTINGUISHING SYSTEMS FOR RAILWAY
VEHICLES
Rev 4 OF
12/11/2013
GENERAL PRINCIPLES
DRAFT
TECHNICAL STANDARDS
RAILWAY VEHICLES
DESIGN, INSTALLATION, VALIDATION AND MAINTENANCE OF FIRE DETECTION AND
FIRE EXTINGUISHING SYSTEMS FOR RAILWAY VEHICLES.
GENERAL PRINCIPLES
1
RAILWAY VEHICLES
ANSF
DESIGN, INSTALLATION, VALIDATION AND
MAINTENANCE OF FIRE DETECTION AND FIRE
EXTINGUISHING SYSTEMS FOR RAILWAY
VEHICLES
Rev 4 OF
12/11/2013
GENERAL PRINCIPLES
CONTENTS
1
Purpose and field of application
6
2
Reference documents
7
3
4
5
6
2.1
UNI reference standards
7
2.2
Other reference standards
8
2.3
Bibliographic references
9
Terms and definitions
10
3.1
Catering services compartment
10
3.2
Driver's cab
10
3.3
Fire extinguishing system
10
3.4
Underbody
10
3.5
Multifunction spaces
10
Purpose of the System and Fire Scenarios
11
4.1
General information
11
4.2
Purpose of the fire protection system for rail vehicles
11
Identification of areas to be protected
12
5.1
Passenger areas
5.1.1
Fire Detection System
5.1.2
Fire protection system
12
12
12
5.2
Driver's cabs
13
5.3
Common conditions for all vehicles
13
5.4
Equipment compartments
13
Fire Protection Requirements for Vehicles
15
6.1
General operating requirements
6.1.1
Passenger areas
6.1.2
Equipment compartments
15
15
16
6.2
Alarm and pre-alarm alerts
6.2.1
Alerts in passenger areas
6.2.1.1 Specific conditions for sleeping cars
6.2.2
Alerts in equipment areas
16
16
16
16
6.3
17
System performance (passenger areas)
6.4
Non-functional requirements
6.4.1
Reliability
6.4.2
Availability
6.4.3
Maintainability
6.4.4
Safety
17
18
18
18
18
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DESIGN, INSTALLATION, VALIDATION AND
MAINTENANCE OF FIRE DETECTION AND FIRE
EXTINGUISHING SYSTEMS FOR RAILWAY
VEHICLES
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GENERAL PRINCIPLES
6.4.5
7
Supplied Documentation
Specific Requirements for Installation Components and Subsystems
19
20
7.1
Detection system components
7.1.1
Fire detectors
7.1.2
Electrical cables and connections
20
20
21
7.2
Fire-Protection System Components
7.2.1
Extinguishing fluid
7.2.2
Fire extinguishing agent pipelines
21
21
21
8
Design Criteria
8.1
Fire Detection and Alarm Generation Systems
22
22
8.2
Fire Protection System
8.2.1
Time of discharge
8.2.2
Power conditions during discharge
8.2.3
Extinguishing fluid
8.2.3.1 Extinguishing fluid characteristics
8.2.3.2 Extinguishing fluid supply
8.2.3.3 Quantity of extinguishing fluid
8.2.4
Antifreeze protection criteria
8.2.5
Fire extinguishing fluid nozzles
8.2.6
Extinguisher fluid distribution lines
8.2.6.1 Location and attachment details
8.2.6.2 Accessibility
8.2.7
Fire-protection system control unit
8.2.7.1 Supervision of system functions
8.2.7.2 Management of system functions
8.2.7.3 Interface with the in-vehicle system
8.2.8
Interlocks
8.2.8.1 Interlocks for passenger areas
8.2.8.2 Interlocks for technical areas
22
22
22
22
22
22
23
23
23
23
23
23
23
24
24
24
24
24
25
Fire Protection System Maintenance Criteria
26
9
9.1
Maintenance operations
26
9.2
Verification operations
26
9.3
Components subject to functional expiry
26
10
Fire Protection Systems Validation Criteria
27
10.1
Purpose
27
10.2
Validation of fire detection and extinguishing systems
27
10.3 Validation of the fire detection system
10.3.1 Detection systems for passenger areas
10.3.2 Detection systems for technical areas
27
27
28
10.4 Protection/Extinguishing System Validation
10.4.1 Fire protection/extinguishing system for passenger areas
10.4.1.1
Place of performance of the tests
10.4.1.2
Test methods
28
28
28
28
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RAILWAY VEHICLES
ANSF
DESIGN, INSTALLATION, VALIDATION AND
MAINTENANCE OF FIRE DETECTION AND FIRE
EXTINGUISHING SYSTEMS FOR RAILWAY
VEHICLES
Rev 4 OF
12/11/2013
GENERAL PRINCIPLES
10.4.2
10.5
11
Fire protection/extinguishing system for technical areas
Use of validated models
29
29
(Regulatory) Annex A - Detection systems testing procedures
30
Smoke detector positioning and architecture test procedure
30
11.2 Test pass conditions and outcome acceptance requirements
11.2.1 Vehicle parameters
11.2.2 System parameters
30
30
30
11.3 Preparation and performance of the test
11.3.1 Test report
31
31
11.4
Example of the smoke detection test report format
32
11.5
Example of a specific report format for documentation of the smoke-detection test
33
11.6
Minimum prerequisites to perform smoke detection system test
34
11.7
Source of smoke requirements
34
11.8
Acceptability criteria
35
11.1
12
(Regulatory) Annex B — Protection/extinguishing systems tests
12.1 B1: Extinguishing system tests in passenger areas
12.1.1 General information
12.1.2 Field of Application
12.1.3 PREREQUISITES FOR PERFORMANCE OF THE TESTS
12.1.3.1
System parameters
12.1.4 Test set up
12.1.5 Test environment
12.1.5.1
Minimum dimensions
12.1.5.2
Environmental characteristics
12.1.6 THE RAILWAY VEHICLE MOCK-UP
12.1.6.1
Standard passenger compartment
12.1.6.2
Standard double-decker coach
12.1.6.3
Standard compartment
12.1.7 The combustible material
12.1.7.1
Configuration of test with IMO cushions
12.1.7.2
Test configuration with "luggage"
12.1.8 Conditions for performance of the test
12.1.8.1
Ignition source
12.1.8.2
The fire extinguishing system
12.1.8.3
Nozzle spacing
12.1.8.4
Activation time
12.1.8.5
Instrumentation
12.1.8.6
Measurements
12.1.8.7
Visibility test
12.1.9 TEST PROCEDURE
12.1.9.1
Free combustion test
12.1.9.2
Test schedule
12.1.10
RESULTS
12.1.10.1 Collection of results
12.1.10.2 Results assessment
12.1.11
Test report
36
36
36
36
37
37
37
37
37
37
38
38
41
43
43
43
45
47
47
48
48
49
49
50
50
51
51
51
52
52
52
53
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RAILWAY VEHICLES
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DESIGN, INSTALLATION, VALIDATION AND
MAINTENANCE OF FIRE DETECTION AND FIRE
EXTINGUISHING SYSTEMS FOR RAILWAY
VEHICLES
Rev 4 OF
12/11/2013
GENERAL PRINCIPLES
(Information) Annex C - Examples of operational logic
54
13
57
(Information) Annex D - fire modelling
13.1
Preface
57
13.2
Modelling sources of ignition
57
13.3
Modelling of the rolling stock and the surrounding environment
57
13.4
Representation of the surrounding and operating conditions of the transport system
57
13.5
Numerical simulations for the characterisation/analysis of the "standardised" ignition sources
57
13.6
Numerical modelling of fire detection and fire extinguishing devices
58
13.7
Numerical simulations of the complete system
58
13.8
Numerical simulation validation procedures and codes
58
5
RAILWAY VEHICLES
ANSF
DESIGN, INSTALLATION, VALIDATION AND
MAINTENANCE OF FIRE DETECTION AND FIRE
EXTINGUISHING SYSTEMS FOR RAILWAY
VEHICLES
Rev 4 OF
12/11/2013
GENERAL PRINCIPLES
1
Purpose and field of application
The purpose of this standard is to set out the criteria for the design, installation, validation and
maintenance of fixed fire detection and fire extinguishing systems for installation on railway
vehicles as well as their applicable technical and performance requirements.
This standard applies, where required by the legislation in force, to rail vehicles covered by
standard EN 45545, and specifically to:

Passenger coaches

Locomotives

Articulated trains
Based on existing requirements, the content of this document may also be applied to several
types of tramway vehicles for passenger transport, such as metropolitan tram vehicles, lightduty vehicles, etc.
This standard applies to new vehicles covered by contracts concluded after its publication date
and to existing vehicles subject to renewal or overhaul as provided for by Article 19 of
Legislative Decree No 191 of 8 October 2010 or for upgrading as provided for by national
regulations in force.
If the fire protection systems on existing vehicles have already been upgraded to the
requirements of their national legislation in force prior to the publication of these standards,
compliance with these requirements shall be required in the event of overhaul or upgrading.
New vehicles, contracted before the publication of these standards and put into service after
their entry into force, with fire protection systems not in compliance with these requirements,
shall be required to comply therewith in the event of overhaul or upgrading.
6
RAILWAY VEHICLES
DESIGN, INSTALLATION, VALIDATION AND
MAINTENANCE OF FIRE DETECTION AND FIRE
EXTINGUISHING SYSTEMS FOR RAILWAY
VEHICLES
ANSF
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12/11/2013
GENERAL PRINCIPLES
2
Reference documents
This standard incorporates, through dated and non-dated references, provisions contained in
other publications.
References to these published regulations are mentioned in precise positions in the text as
listed below.
Subsequent amendments or revisions to any of those publications containing dated references
shall apply only if included in these standards as an update or revision. For non-dated
references, only the most recent edition of the publication to which it refers (including
amendments) shall apply.
In addition, several bibliographic references, such as non-legislative technical standards and/or
testing and evaluation documents issued by international organisations shall also be noted, with
the aim of providing the most comprehensive view as possible of the issue.
2.1
UNI reference standards
UNI EN 54-1
Fire detection and fire alarm systems – Introduction.
UNI EN 54-5
Fire detection and fire alarm systems – Heat detectors Point detectors.
UNI EN 54-7
Fire detection and fire alarm systems – Smoke detector –
Point detectors using scattered light, transmitted light or
ionisation.
UNI EN 54-11
Fire detection and fire alarm systems – Manual call point.
UNI EN 54-20
Fire detection and fire alarm systems – Part 20 Aspirating
smoke detectors.
UNI CEN/TS 14972
Fixed firefighting systems – Water Mist systems - Design
and installation.
UNI EN 12845
Fixed firefighting systems - Automatic sprinkler systems Design, installation and maintenance.
UNI EN 15004 series
Fixed firefighting systems - Gas extinguishing systems
UNI EN ISO 15540
Ships and marine technology - Fire resistance of hose
assemblies - Test methods.
UNI 11170 series
Guidelines for railway vehicle fire protection for tramways
and with guided rail.
UNI 11174
Rolling stock for tramway and light rail systems - General
requirements and performance.
UNI 11378
Metropolitan Railways - Rolling stock for metropolitan
railways - General requirements and performance.
UNI 9994
Fire extinguishing equipment - Fire extinguishers –
maintenance
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RAILWAY VEHICLES
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EXTINGUISHING SYSTEMS FOR RAILWAY
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GENERAL PRINCIPLES
2.2
Other reference standards
EN 45545-1:
Railway applications - Fire protection of railway vehicles –
Part 1: General.
EN 45545-2:
Railway applications - Fire protection of railway vehicles –
Part 2: Requirements for fire behavior of materials and
components.
EN 45545-3
Railway applications - Fire protection on railway vehicles
– Part 3: Fire resistance requirements for fire barriers.
EN 45545-4:
Railway applications - Fire protection on railway vehicles
- Part 4: Fire safety requirements for railway rolling stock
design.
EN 45545-5:
Railway applications - Fire protection on railway vehicles
- Part 5: Fire safety requirements for electrical equipment
including that of trolley buses, track guided buses and
magnetic levitation vehicles.
EN 45545-6:
Railway applications - Fire protection on railway vehicles
- Part 6: Fire control and management systems.
EN 45545-7:
Railway applications - Fire protection on railway vehicles
- Part 7: Fire safety requirements for flammable liquid and
flammable gas installations.
ISO 15779
Condensed aerosol fire extinguishing systems -Requirements and test methods for components and
system design, installation and maintenance -- General
requirements
EN 50553
Railway applications – Requirements for running
capability in case of fire on board of rolling stock.
IMO Res. A. 800(19)
Fire test procedures for equivalent sprinkler systems in
accommodation, public space and service areas on
passenger ships.
Min. Dec. Infr. and
Transp. 28 October
2005
(O.J. 8.4.06 No 83)
Ministerial Decree "Safety in Railway Tunnels" – Italian
Ministry for Infrastructure and Transport.
CEI EN 50121 series
Railway applications, underground trains, trams and
LRVs (light rail vehicles) - Electromagnetic compatibility.
EN 50125-1:
Railway applications - Environmental conditions for
equipment
CEI EN 50126 series
Railway Applications - The Specification and
Demonstration of Reliability, Availability, Maintainability
and Safety (RAMS)
UNI EN 50128
Railway Applications - Communications, signaling and
processing systems. Software for railway control and
protection systems
8
RAILWAY VEHICLES
DESIGN, INSTALLATION, VALIDATION AND
MAINTENANCE OF FIRE DETECTION AND FIRE
EXTINGUISHING SYSTEMS FOR RAILWAY
VEHICLES
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GENERAL PRINCIPLES
2.3
UNI EN 50153
Railway applications, underground trains, trams and
LRVs - Rolling stock - Protection measures against
hazards of electrical origin.
UNI EN 50155
Railway applications, underground trains, trams and
LRVs - electronic equipment used on rolling stock.
EN 50200
Method of test for resistance to fire of unprotected small
cables for use in emergency circuits
UNI EN 61373
Railway applications, underground trains, trams and
LRVs - Rolling stock - Impact and vibration tests.
EN 3-7:
Portable fire extinguishers. Characteristics, performance
requirements and test methods
EN 3-8:
Portable fire extinguishers. Additional requirements to EN
3-7 for the construction, resistance to pressure and
mechanical tests for extinguishers with a maximum
allowable pressure equal to or lower than 30 bar
ISO 6183
Fire protection equipment – Carbon dioxide extinguishing
systems for use on premises – Design and installation
EN 3-9:
Portable fire extinguishers. Additional requirements to EN
3-7 for pressure resistance of CO2 extinguishers
EN 3-10:
Portable fire extinguishers. Provisions for evaluating the
conformity of a portable fire extinguisher to EN 3-7
CEI EN 60068 series
Environmental tests
Bibliographic references
NFPA 750
Standard on Water Mist Fire Protection Systems
ARGE-Guideline “Fire
detection in Rail
vehicles”
Function Identification Guide for positioning of Fire
Detectors in Rooms Accessible to Persons, Electric
Switch Cabinets and Areas of Internal Combustion
Engines”
ARGE-Guideline
“Firefighting in
Railway Vehicles”
Functional Verification Process Proving the
Effectiveness of Firefighting Equipment in Rooms
Accessible to Persons, Electric Switch Cabinets and
Areas of Internal Combustion Engines”
ARGE-Guideline
“Functionality of Fire
Protection Systems in
Railway Vehicles”
Functional Verification Management of Alerting and
Control System Functions
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RAILWAY VEHICLES
ANSF
DESIGN, INSTALLATION, VALIDATION AND
MAINTENANCE OF FIRE DETECTION AND FIRE
EXTINGUISHING SYSTEMS FOR RAILWAY
VEHICLES
Rev 4 OF
12/11/2013
GENERAL PRINCIPLES
3
Terms and definitions
Please note that, when reading and interpreting the contents of this document, the meaning of
the terms and abbreviations used herein are the same as those assigned to them in part 1 of
EN 45545 standard.
For convenience below is a list of key terms and definitions used in the text, and not as set out
in EN 45545-1.
3.1
Catering services compartment
Location in a railway car designed for passenger food service, including restaurant and self
service areas. This may include areas accessible to the public and/or areas for restaurant staff
for the service, preparation and storage of food.
3.2
Driver's cab
Zone of a railway vehicle dedicated to the train driver.
3.3
Fire extinguishing system
Fire extinguishing system that passes the fire protection systems acceptance tests on board the
rolling stock specified in these regulations.
3.4
Underbody
Area under the body of rolling stock where equipment for the operation of the coach or the
entire train may be housed in open spaces or enclosed by fairings.
3.5
Multifunction spaces
Areas normally available to passengers and/or personnel set up for different uses, e.g., carriage
of bicycles, devices for disabled persons, luggage and other equipment carried by passengers,
etc.
10
RAILWAY VEHICLES
ANSF
DESIGN, INSTALLATION, VALIDATION AND
MAINTENANCE OF FIRE DETECTION AND FIRE
EXTINGUISHING SYSTEMS FOR RAILWAY
VEHICLES
Rev 4 OF
12/11/2013
GENERAL PRINCIPLES
4
Purpose of the System and Fire Scenarios
4.1
General information
A fire protection system for rail vehicles is defined as a system capable of performing the
following functions:

Detection of potential outbreaks of fire on board vehicles (detection);

Implementation of specific actions to prevent fire and/or to reduce its effects (protection)
4.2
Purpose of the fire protection system for rail vehicles
The fire detection and protection system has the purpose of detecting the start of any fire as
quickly as possible and to act toward the suppression of that fire automatically pursuant to what
is provided for by the contents of this document.
The operational objective of the system is that of, in the event of fire, enabling passengers and
personnel to evacuate the areas involved by the fire and reach a safe place, while at the same
time ensuring the possibility for the vehicle to continue its journey pursuant to the current
provisions of the "Running Capability in the Case of Fire" standard.
Fire scenarios to be used for the validation of the systems, and the environment to be taken into
consideration when defining the operation of the system are specified in more detail below.
11
RAILWAY VEHICLES
ANSF
DESIGN, INSTALLATION, VALIDATION AND
MAINTENANCE OF FIRE DETECTION AND FIRE
EXTINGUISHING SYSTEMS FOR RAILWAY
VEHICLES
Rev 4 OF
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GENERAL PRINCIPLES
5
Identification of areas to be protected
This chapter seeks to propose criteria for the definition of the areas to be protected by means of
a fire detection and protection system on board rolling stock.
5.1
Passenger areas
For the purposes of fire protection in passenger areas, what is detailed below shall apply.
Corridors in locomotives are not considered to be passenger areas.
5.1.1 Fire Detection System
Notwithstanding what is provided for by standard EN45545, an automatic fire detection system
shall be part of the equipment in all areas accessible to passengers and/or personnel, and in
particular:

compartments and lounges in passenger coaches

sleeping car compartments

toilets

restaurant cars

service compartments for on-board personnel

gangways and corridors in general

inaccessible baggage compartments

locomotive driver's cabs

multifunctional spaces
Areas accessible only to authorised personnel, which do not contain any equipment requiring
protection as specified in paragraph Error! Reference source not found., separated from
areas accessible to passengers by doors locked by key or by alarm with electrical contacts, may
be without a detection system on the basis of a specific analysis of the risk involved.
5.1.2 Fire protection system
Notwithstanding what is provided for by standard EN45545, an automatic fire extinguishing
system shall be part of the equipment in all of the following areas:

compartments and lounges in passenger coaches

sleeping car compartments

toilets

restaurant cars

service compartments for on-board personnel

gangways and corridors in general

inaccessible baggage compartments and multifunctional spaces
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RAILWAY VEHICLES
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DESIGN, INSTALLATION, VALIDATION AND
MAINTENANCE OF FIRE DETECTION AND FIRE
EXTINGUISHING SYSTEMS FOR RAILWAY
VEHICLES
Rev 4 OF
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GENERAL PRINCIPLES

driver's cabs, as detailed below in point Error! Reference source not found. below
Notwithstanding what is provided for by this standard, on-board portable fire extinguisher
equipment requirements provided for in current legislation still apply.
Areas accessible only to authorised personnel, which do not contain any equipment requiring
protection as specified in paragraph Error! Reference source not found., separated from
areas accessible to passengers by doors locked by key or by alarm with electrical contacts, may
be without a fire extinguishing system.
5.2
Driver's cabs
a) Driver's cabs in traction vehicles (locomotives) shall be equipped with the minimum
required fire detection system.
Driver's cabs shall in any event be equipped with manual fire extinguishers of the
type and number as provided for by the regulations in force.
b) If there are automatic fire extinguishing devices in the driver's cabs, these shall be
linked to the control desk activation logic so that fire extinguishing is inhibited with
the desk enabled.
Equipment compartments with dedicated automatic fire extinguishing systems may
nevertheless be permitted in driver's cabs, even if the activation of the control desk
disables them, provided that they are separated from the main driver's cabin area.
c) Driver's cabs intended for remote control of vehicles and control cars, which are
contiguous with passenger areas, shall be equipped with both automatic fire
detection and automatic fire extinguishing installations to be activated only in the
event the cab is not manned. If between the driver's cab and the passenger area
there is a fire barrier partition and/or an area protected by an automatic fire
extinguishing installation, the driver's cabs on these vehicles shall be equipped with
the minimum required fire detection system.
5.3
Common conditions for all vehicles
a) Fire detection and/or extinguishing systems (as required) in activated and
unmanned driver's cabs that are a part of the train as a whole shall always remain
active.
Fire detection and/or extinguishing systems (as required) in rear cabs not used for
remote control shall always remain active.
b) The fire detection system in driver's cab vehicles not active in the train as a whole
shall be disabled.
5.4
Equipment compartments
Notwithstanding what is already provided for by the purpose of standard EN 45545, automatic
fire detection and extinguishing systems shall be installed in all equipment compartments of
vehicles as set out in Chapter 1.
For the purposes of equipment compartment fire protection, the following shall apply:
a) Equipment compartments containing electrical or electronic equipment, connected
to the main or secondary transformer vehicle power supply line, shall be equipped
with automatic fire detection and extinguishing systems.
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b) Equipment compartments containing electric motors or heating appliances using
liquid or gaseous fuels shall be equipped with automatic fire detection and
extinguishing systems.
c) Equipment compartments containing electric or electronic equipment powered by
band III voltage as in standard EN 50153, not greater than 400 VAC and 600 VDC,
may be exempted from the need for specific fire protection if a suitable risk analysis
shows that the consequences of a possible fault would not result in fire scenarios
classified as "Type 2 or Type 3" according to EN 50553, taking into account the real
installation situations and the actual possibility of the outbreak of fire. In all other
cases, the compartments shall be protected by an automatic fire detection and
extinguishing system.
d) The following do not require the protection from fire detection and extinguishing
systems:
o
Transformers
o
Rheostats
o
Inductors/capacitors
o
Equipment operating at voltages from band-I to band-III, as in standard EN
50153, located in isolated positions on the vehicle, up to a rated 400 V
(switches, power sockets, push buttons, lighting fixtures, various automatic
systems, ringing devices, kitchen appliances, etc.)
o
Devices that intentionally transform electricity into heat, as long as fitted
with two independent temperature monitoring devices, acting on the power
supplies and capable of disconnecting these automatically: the device
acting at the higher temperature shall ensure permanent disconnection and
may be reset only with maintenance operations.
o
Electric traction and auxiliary motors
o
Compartments/channels containing only cables, without any exposed live
parts
o
Electrical equipment contained in closed metal casings or terminal boxes in
general with an IP55 or higher protection grade
o
Battery powered electronic converters with band III output voltage pursuant
to EN 50153
NOTE: References to the corresponding voltage bands are intended to correspond to
Article 4.1, table 1 of EN 50153.
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6
Fire Protection Requirements for Vehicles
6.1
General operating requirements
The operational logic of the installation shall be such as to ensure its automatic intervention in
the event that potential outbreaks of fire are detected, while at the same time ensuring the least
number of false alarms and unnecessary interventions by the extinguishing system as possible.
Below are some indications to be followed for the definition of fire extinguishing system
intervention logic on board rolling stock. Information Annex C contains two example illustrations
of the operational logic considered acceptable for fire protection equipment on board rolling
stock, for areas where passengers have access and for technical areas, respectively.
6.1.1 Passenger areas
Fire protection systems for passenger and train personnel areas shall contain a detection
system that incorporates the report of an "alert or a pre-alarm" condition, enabling personnel to
establish that there is an actual outbreak of fire and to block compartment ventilation, and an
"alarm" that activates the fire extinguishing system.
The manufacturer shall describe the criteria for activation of the "alert or pre-alarm" and the
"alarm" conditions, and shall define the system logic in such a way as to ensure in any event
that the fire extinguishing system will intervene automatically whenever the "alert or pre-alarm"
conditions evolve to the "alarm" condition, as defined by the manufacturer.
All fixed, automatic fire extinguishing systems should include provision for manual override and
reset using a control not accessible to passengers, in the event of false alarm.
If the "alert or pre-alarm" condition does not evolve towards an "alarm" condition and persists
over time, the system shall provide for its being manually reset by authorised train personnel,
who will return it to its original efficiency, as indicated in the previous paragraph. If the "alert or
pre-alarm" condition does not evolve towards an "alarm" condition, the system may be
automatically reset only if conditions that brought about the event have been resolved. The
automatic system reset logic, as defined by the manufacturer, shall be described in the
authorisation technical file.
System reset operations shall be clearly indicated in the system user manuals.
The system shall also manage "fault and/or out-of-order" conditions, which will differ
systematically from the "alert or pre-alarm" conditions. The system reset, whether manual or
automatic, referred to in paragraph 1 may only be carried out after the "fault and/or out-of-order"
conditions have been restored or after the faulty component has been replaced.
After any recovery, the system shall be returned to its initial condition of effectiveness.
In the event of "alert or pre-alarm" or "fault and/or out-of-order" system conditions that cannot be
reset, causing a situation of deterioration, the manufacturer shall provide information on what
conditions are acceptable for the system to again be efficient and operational.
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In any case, the system shall store any "alert or pre-alarm" or "fault and/or out-of-order" report
notifications in its on-board diagnostics "event log".
6.1.2 Equipment compartments
Unlike in passenger areas, equipment compartments do not require "pre-alarm" and "alarm"
conditions to be signalled, notwithstanding the fact that the manufacturer may still provide for
these in the event that the particular characteristics of the system permit it.
6.2
Alarm and pre-alarm alerts
6.2.1 Alerts in passenger areas
Without prejudice to standard EN 45545, pre-alarm alerts in passenger areas should not
generally be perceivable by passengers.
Inside the toilets there shall be an acoustic alarm and a lighted optical alarm outside, activated
by pre-alarm conditions.
In order to facilitate the verification of any false alarms, on-board personnel shall receive the
pre-alarm alert.
On-board and driver personnel shall receive all alarm condition alerts.
6.2.1.1
Specific conditions for sleeping cars
On-board and attendant personnel in the involved sleeping car and in the adjoining coaches
shall receive pre-alarm condition alerts (see paragraph Error! Reference source not found.
above). An acoustic alarm, loud enough to awaken the passengers, and an optical alarm shall
be activated in the involved sleeping car. (The optical alarm signal shall be repeated outside the
compartment).
The alarm signal shall be activated for the entire sleeping car. An optical alarm and an acoustic
alarm, loud enough to awaken all the passengers in the sleeping car shall be activated and
repeated in adjoining staff and attendant compartments and coaches.
In the event of false alarms, the acoustic signal shall be able to be shut off and reset by onboard personnel. The possibility of automatic reset, as set out in Paragraph 6.1.1 above, shall
not apply to sleeping cars.
In sleeping compartments, there shall be sensor duplication to such a degree that any one
sensor fault can be excluded without compromising system function.
6.2.2 Alerts in equipment areas
As a minimum, driver personnel shall receive alerts from the fire protection systems installed in
equipment compartments.
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6.3
System performance (passenger areas)
The fire extinguishing system shall intervene without any programmed delay when the "alarm"
conditions occur as set out in the definition in paragraph Error! Reference source not found.
above.
The fire protection system, whether for detection or extinguishing, shall successfully undergo
and pass the performance criteria tests set out in these standards.
6.4
Non-functional requirements
The definition, design and implementation of the fire protection system shall provide for the
definition of the system perimeter, i.e. the limitations for applying the RAMS (Reliability,
Availability, Maintainability, Safety) assessment indices, with corresponding documentary
evidence, in compliance with standard EN 50126 and definitions contained therein.
The items excluded from this assessment shall be chosen or designed pursuant to RAMS
requirements and to the relevant specifications, as set out in compliance with applicable
legislation.
The main parameters for system reliability analysis are in the table below:
Parameter
Description
MTBF
The average time between the occurrence of two failures, and the
type of failure from Table 2.
MTTR
Average repair time: MTTR includes the time necessary for fault
search, repair or replacement, and subsequent testing.
Table 1: - Reliability Parameter Definitions
The RAMS parameters values shall be defined based on the type of associated fault, which
shall be classified according to the effects it produces on the operation of the fire protection
system, as described in Table 2.
Type of
fault
System fault
mode
Effect on the system
Severe
Total failure
The failure has a severe impact on all
system functions, causing the need for a
backup or to go ahead without the
protection of the system subject to certain
conditions
Major
Critical function
failure
The fault has partial impact on function
causing the need to continue with partial
protection by the system
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Minor
Noncritical/negligible
function failure
The fault affects function without causing
undue disturbances (loss of duplications
or non-essential features for fulfilment of
the function e.g. diagnostic information)
Table 2- Fault type
For faults in the "Severe" and "Major" categories, the system requires prompt diagnostics to
alert vehicle personnel of the failure. For faults in the "Minor" category, it is sufficient that the
system record the event for maintenance staff follow-up.
The system manufacturer shall indicate the different classifications of anticipated system fault
conditions, as indicated in the table above, in the proposed system's Operations Manual.
6.4.1 Reliability
Based on the different identifiable failure modes (and their fault rate), the fire protection system
shall be assigned an appropriate MTBF (Mean Time Between Failures) level.
6.4.2 Availability
The fire protection system implementation criteria shall be such as to ensure the availability
specified for the system.
6.4.3 Maintainability
The criteria for the creation of the fire protection system shall meet the requirements for rapid
and simple maintenance, inspection, overhaul, disconnection, removal and replacement.
The LRUs for each system shall be set out for fault tracking in compliance with the
maintainability requirements provided for.
The applicable preventive and corrective maintenance policy and its impact on MTTR (Mean
Time To Repair) shall be described for each individual LRU (Lowest Replaceable Units) in the
documentation supplied with the system (including any indication for logistical support).
In order to enable application of appropriate maintenance policy, each system installation, or
each module, in the case of modular architecture, shall provide for appropriate system
diagnostics and/or fault warning instrumentation.
6.4.4 Safety
The safety requirements for the fire detection and fire extinguishing systems are as follows:
It shall be proved that the probability of random failure of the fire detection and fire extinguishing
technical systems, limited to the detection system control unit and the extinguishing activation
system, respectively, shall be less than or equal to 10 -6 for each hour of service. For systematic
type faults, CENELEC standard EN 50126 for safety integrity level 2 shall apply.
The definition of the safety requirements for the logic for the systems controlling fire
extinguishing, automatic reset, exclusion after unrecoverable faults and deteriorated conditions
management, shall be based on a risk analysis, to be included in the rolling stock subsystem
authorisation technical file, used to obtain authorisation of the vehicle for service.
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6.4.5 Supplied Documentation
The vendor shall submit commissioning instructions, a blank initial test form and an operational
manual (use and maintenance) for the system.
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7
Specific Requirements for Installation Components and
Subsystems
The technical specifications and the minimum functions that the basic components shall meet
are defined in the paragraphs below:
The fire detection and extinguishing systems' electrical and electronic components shall comply
with standard EN 50155 and other relevant standards, where applicable.
7.1
Detection system components
The fire detection system's components shall comply with the requirements set by the EN 54
series of standards, where applicable. Fire detection systems based on principles other than
those recognised by EN 54 shall be accepted and considered equivalent if:
-
A risk analysis has been carried out arising from the introduction of these new
components in the fire detection system and any safety requirements have been set
out;
-
The new components are shown to comply with the functional requirements set by the
EN 54 series of standards;
-
There are component testing procedures that demonstrate, in any event, that the
parameters to be monitored have been properly verified;
-
The system's ability to pass the validation tests specified in § 11, Regulatory Annex A “Detection systems test methods” is proven by way of real-life testing.
Evidence of the above shall be evaluated by an independent body recognised in the field of rail
transport.
Specifically, the source of fire to be used for validation testing is indicated in §11.7 (et seq.).
Also, for this control unit and its power supply, where applicable, the EN 54 series of standards
shall apply only for functional requirements.
7.1.1 Fire detectors
In passenger areas, a system that detects the presence of smoke in the environment shall be
used. Systems based on principles other than those recognised by the EN 54 series of
standards may be used for this purpose, as long as they meet the conditions set out in the
previous paragraph.
Heat detectors may be installed in toilets in combination with smoke detectors to reach alarm
condition.
Temperature detectors or other temperature sensitive devices able to activate the discharge of
the extinguishing agent automatically shall be used in equipment compartments. Other
technologies in addition to temperature detectors may be acceptable.
Whenever possible, detectors shall be placed in locations where they can be easily inspected.
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7.1.2 Electrical cables and connections
Detection system wiring and interconnection cables, equipped with suitable connectors and
terminals, shall generally be resistant to fire for at least 30 minutes pursuant to standard EN
50200, where applicable.
7.2
Fire-Protection System Components
Fire-protection system components shall comply with all requisites set out by the relevant
applicable technical standards.
In particular:
-
Components for gas extinguishing agent systems shall comply with the requirements
set out by the EN 12094 series of standards, where applicable;
-
Components for aerosol extinguishing systems shall comply with the requirements set
out by UNI/ISO standards 15779, where applicable;
-
Components for “water mist” type systems shall comply with the requirements set out by
the 14972 series of standards, where applicable;
-
Fire-protection system wiring, equipped with suitable connectors and terminals, shall be
resistant to fire for at least 30 minutes pursuant to standard EN 50200, where
applicable.
7.2.1 Extinguishing fluid
In areas where people are present, water shall be used as the extinguishing agent. Where
additives are mixed with water special attention to the choice of additives should be paid with
particular reference to its being non-toxic for people.
For equipment compartments or locations where the presence of persons is not foreseen, fluids
compatible with the materials and installations in the area to be protected may be used. In the
case of gaseous extinguishing agents, only those agents specified in standard EN 15004 or
approved for the area of intended use shall be permitted.
Extinguishing agents used in equipment compartments with live electrical equipment shall pose
no specific compatibility issues with the equipment.
Any extinguishing agent used in equipment compartments shall not be permitted to spread to
passenger areas in concentrations that are hazardous to human health.
7.2.2 Fire extinguishing agent pipelines
Fire extinguishing agent pipelines used for the fire extinguishing system shall be made of nonoxidising materials and compatible with the fluid used. The pipes shall be of a type and size
approved by the manufacturer of the extinguishing system.
The pipe support brackets shall be of a type approved by the manufacturer of the system.
Any hoses used in the extinguisher fluid distribution network shall be resistant to flame for at
least 15 minutes as set out in standard EN ISO 15540.
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8
Design Criteria
The design of the system and all of its components shall comply with all railway industry
standards applicable to the fire protection system including all electrical and electronic systems
and mechanical components.
8.1
Fire Detection and Alarm Generation Systems
The number of detectors and/or sampling points and the system architecture shall be suitable
for the size and characteristics of the areas protected, in relation to the characteristics of the
sensors and complying with the maximum spaces specified in the system validation test.
8.2
Fire Protection System
8.2.1 Time of discharge
The time for water mist system discharge shall be that used in the performance of the system
acceptance tests set out in Annex B and entered in the test report.
For all other extinguishing systems used, the discharge time shall be that specified by the
relevant standards for the individual fire extinguishing system.
8.2.2 Power conditions during discharge
The system shall be sized in view of the actual power supply conditions of the compartment to
be protected during an intervention of the installation.
Reference may be made to discharge conditions for "de-energised" systems only when the
primary power supply interlock has been activated for the compartment to be protected.
8.2.3 Extinguishing fluid
8.2.3.1
Extinguishing fluid characteristics
Only use fluids with characteristics that comply with the provisions contained in paragraph
Error! Reference source not found.
8.2.3.2
Extinguishing fluid supply
Supply of extinguishing agent may be either local or centralised, individual or duplicated.
Individual supply shall be able to ensure the supply of the system for the minimum time set out
in point Error! Reference source not found. above.
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8.2.3.3
Quantity of extinguishing fluid
The amount of extinguishing fluid shall be equal to the amount used during the system test,
correlated to the number of nozzles operating simultaneously with respect to the size of the
nozzles in the installation subjected to the test, notwithstanding their type. The amount so
determined shall be increased by 10%.
In the case of closed-head systems, the amount of fluid used shall be determined by how much
extinguisher fluid is used during the test. The amount so determined shall be correlated to the
smallest nominal apertures in three nozzles and increased based on a 10% safety factor.
8.2.4 Antifreeze protection criteria
The supply of fire extinguishing agent shall include the use of any active or passive thermal
protection devices required to avoid the freezing of the fluid under all design operating
conditions.
The system manufacturer shall indicate the system freeze-time limit at the minimum design
temperature and operational conditions required for the purpose.
8.2.5 Fire extinguishing fluid nozzles
The fire extinguishing agent nozzles shall be placed evenly and continuously inside the
protected area, so as to cover the whole area. Spacing and specific installation conditions shall
comply with the results of the validation tests specifically carried out and the official installation
manual drawn up by the manufacturer of those devices.
8.2.6 Extinguisher fluid distribution lines
8.2.6.1
Location and attachment details
System components shall be fixed in compliance with the appropriate reference technical
standards for the fire protection system used and in compliance with the requirements imposed
by the vehicle's construction and operational conditions.
Except for isolated and unavoidable exceptions, all piping shall be secured, to a fixed structure
on the vehicle or to a surface directly attached to a fixed structure.
8.2.6.2
Accessibility
Any equipment used to monitor important system parameters (level switches, manometers, etc.)
shall be located so as to be fully legible without any special operations, or the relevant
measurement shall be displayed in a legible location.
8.2.7 Fire-protection system control unit
Each installation shall be provided with a control unit where the main functions of the system
and its basic operational parameters can be accessed.
A single control unit may be shared by more than one installation.
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8.2.7.1
Supervision of system functions
The control unit shall carry out the following functions as a minimum:
o
Identification of pre-alarm conditions
o
Identification of alarm conditions
o
Supervision of the detection system
o
Supervision of the extinguishing system
o
Gathering of system diagnostics data
8.2.7.2
Management of system functions
The control unit shall automatically perform the following functions as a minimum:
o
Management of extinguishing system operations, where applicable
o
Management of installation deterioration conditions
o
Management of faults (cf. Error! Reference source not found.)
o
Management of periodic system tests
o
Management of system start-up tests
o
Management of duplications, where applicable
8.2.7.3
Interface with the in-vehicle system
The fire protection system control unit shall be able to report any anomaly (fault), pre-alarm,
where applicable, and (fire) alarm to on board personnel and drivers
8.2.8 Interlocks
The control unit shall include a series of interlock functions connected to the other installations
installed on the vehicle, with functions distinguished by the areas protected, pursuant to EN
45545-6 paragraph 5.4.
8.2.8.1
Interlocks for passenger areas
The fire protection system control unit shall perform the following functions:
Pre-alarm conditions:
o
Stop compartment ventilation
Alarm conditions:
o
Permanence of stopped compartment ventilation
o
Closing the inter-circulation doors to act as fire barriers when these are the
"normally open" type
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8.2.8.2
Interlocks for technical areas
The fire protection system control unit shall perform the following functions:
Pre-alarm conditions, as required:
o
Stop ventilation, as required
Alarm conditions:
o
Permanence of stopped ventilation, as required
o
Disconnection of the power supply to the involved compartment, when operationally
feasible
o
Fuel supply cut-off in compartments with internal combustion engines
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9
Fire Protection System Maintenance Criteria
The fire protection equipment referred to in this document is to be maintained following this
scheme:
o
Surveillance operations
o
Scheduled maintenance
o
Verification or "ad hoc repair" operations
9.1
Maintenance operations
System maintenance operations, whether in terms of frequency or performance characteristics,
shall be at least in compliance with the applicable system technical standards.
Maintenance operations are to be performed pursuant to the documentation (checklist)
especially prepared by the supplier of the fire protection system and then shall be recorded to
document the operations completed.
9.2
Verification operations
Verification of the fire protection system, meaning extraordinary maintenance or "ad hoc repair"
of the system, includes all operations specified by relevant legislation, applicable to the system
in question and which are a result of system start-up or initial testing operations
(commissioning).
Verification operations are to be carried out subsequent to the intervention of the system and/or
to an act of vandalism that has damaged significant parts of the system causing its deterioration
as compared to original design conditions and, in any event, if the vehicle has been out of
service for a significant period of time.
9.3
Components subject to functional expiry
System components subject to periodic expiry based on specific standards applicable to those
same components, shall be overhauled pursuant to the applicable regulatory procedures.
Any scheduled or operational expiry of certain system components not governed by specific
regulations shall be stated by the manufacturer. Said components shall be overhauled or
replaced pursuant to the instructions provided by their manufacturer.
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10 Fire Protection Systems Validation Criteria
10.1
Purpose
The purpose of this chapter is to unequivocally define the criteria to be used to demonstrate the
suitability of the fire protection systems installed on board rolling stock.
Validation may occur with tests in the laboratory using “full scale fire tests” and/or simulation
codes for the detection and extinguishing systems and virtual design procedures, based on
what is described in more detail below.
10.2
Validation of fire detection and extinguishing systems
With reference to EN 50553, it has been confirmed that it is possible to demonstrate the
compliance of the fire detection and extinguishing systems to the established requirements by:
-
Compliance demonstrated by real-life testing
-
Compliance, restricted only to the detection system, demonstrated by a system
"assessment" based on fire modelling using the specifications set forth in the
paragraphs below.
10.3
Validation of the fire detection system
Validation activities of the fire detection and alarm alert subsystem shall be aimed at verifying
the proper installation of fire sensors inside protected areas (sensors for flame, smoke, heat,
gas or other environmental parameters directly related to the presence of a potential outbreak of
fire), in order to ensure the active detection of a potential outbreak of fire within specific periods
of time, depending on the type of threat in question. The type and sensitivity of the detectors
installed in a given environment shall be suited to the function of that specific environment and
the type of scenario considered (e.g., the use of only smoke detectors in equipment
compartments containing diesel or liquid fuel is not considered adequate), and the type of test
performed shall be representative of that standard type of threat.
The demonstration of compliance of the detection system by "assessment" using CFD
modelling is also acceptable, provided that this method is validated as further specified below.
10.3.1 Detection systems for passenger areas
Validation testing of the subsystem shall take place within the real environment under running
conditions with the ventilation and air conditioning systems active to simulate real operational
conditions. Therefore, tests should be performed on the first example of the vehicle or,
alternatively, in pre-series or prototype vehicles, when available, or on vehicles with similar
dimensions and environmental characteristics and internal systems, so as to ensure a realistic
appraisal of the actual performance of the installation.
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The smoke detection system in passenger areas and accessible to staff as defined in Chapter
Error! Reference source not found. shall be able to detect the outbreak of fire, in an alarm
condition within 1 minute from the start of the creation of smoke, under every conceivable
operating condition.
Non-exhaustive examples of different operating conditions are:
-
Air conditioning switched on or off
-
Doors or windows open or closed (where applicable)
-
Air conditioning in heating/recirculation/cooling
A large number of single tests may be omitted where specific circumstances and conditions
permit the application of another more restrictive test.
If results generated by the model simulations validated according to the definition in paragraph
Error! Reference source not found. below are available, the manufacturer may carry out the
above tests only under the conditions identified on the basis of the results of the most critical
simulations.
Performance of the validation test procedure of the fire detection system for the passenger
areas is provided in Regulatory Annex A.
10.3.2 Detection systems for technical areas
The functions of the detectors to be installed in technical areas shall be in compliance with the
EN 54 series of standards, at least as concerns their fire detection capabilities.
10.4
Protection/Extinguishing System Validation
10.4.1 Fire protection/extinguishing system for passenger areas
The fire extinguishing system shall be tested in a "mock up" representing the real situation
found on board the railway vehicle to be protected as set out in in Regulatory Annex B.
Once the extinguishing system and its design parameters have been set out, as a result of real
fire tests carried out on mock-ups, testing shall be repeated on a prototype of the railway
vehicle, subject of protection, in the absence of fire. This second test is to ensure that all
significant operational parameters, including for example, discharge pressure, nozzle spacing,
discharge duration and others that may have been defined in the real-fire tests, for the real case
of the railway vehicle to be protected, are actually replicated.
10.4.1.1 Place of performance of the tests
Tests shall be carried out in a laboratory accredited pursuant to ISO 17025 or recognised in
compliance with the cited legislation by a third agency certified by the competent safety
authority pursuant to current legislation.
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10.4.1.2 Test methods
Annexes A and B provide the testing procedures that underpin the fire protection systems
acceptance procedures covered by this standard.
The procedures set out in the Annexes are those considered representative based on the
current state of knowledge and the regulations to date published. Other methods (e.g. using
simulation models) may be developed in the future if considered acceptable by the responsible
authority.
10.4.2 Fire protection/extinguishing system for technical areas
The fire extinguishing system for technical areas shall comply with current regulations; this
includes, by way of non-exhaustive examples, the following technical standards concerning the
most commonly used systems:

"Clean agent" gas systems: UNI EN 15004

Aerosol systems: ISO 15779

CO2 systems: ISO 6183

Water mist systems: CEN/TS 14972
Any other extinguishing systems, not covered by current regulations, require for their potential
validation that their pre-engineering and pre-design stages be tested and validated by a
competent third party agency.
10.5
Use of validated models
The validation process may make use of predictive simulation models, provided that these
models have been developed and validated by real testing as described in this chapter. In this
case, the manufacturer shall provide evidence of the validation carried out, indicating the third
party agency that carried it out, the capacity of the models used to track the fire's real
characteristic parameter trends (temperature, air speed, smoke density, etc.) in appropriate
example cases attributable to actual situations of the railway vehicles in question.
In any event, the formal qualification of an installation shall take place through the performance
of at least one real-life test of the fire detection and alarm system, to be carried out as specified
in paragraph 10.3 above, and one real-life test of the fire extinguishing/suppression system, to
be carried out as specified in paragraph 10.4 above. Validated simulation models may be used
to identify, among all the possible operational configurations and conditions where outbreak of
fire is likely to initiate, those deemed most critical for the operation of the installation, on which
real-life tests will be ensured for the formal certification.
In the absence of validated simulation models that enable identification of the most critical
conditions for the outbreak of a possible fire, the manufacturer must be able to provide evidence
that the system is capable of effectively counteracting the onset of a fire with the characteristics
described in chapter 4 above, whether accidental or arson, exclusively by carrying out real-life
tests.
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11 (Regulatory) Annex A - Detection systems testing procedures
11.1
Smoke detector positioning and architecture test procedure
This test procedure is to ensure that the detection system installed and tested is capable of
detecting a fire pursuant to the specifications.
11.2
Test pass conditions and outcome acceptance requirements
As general prerequisites, the general documentation and specifications listed in the subparagraphs below shall be made available.
For acceptance of the test results, evidence of the functional verification of the system pursuant
to the requirements set out in these technical specifications shall also be provided as well as the
appropriate applicability of the technologies proposed in the specific railway application, and of
the current state of the art.
11.2.1 Vehicle parameters
For the planning and performance of the test, the following information is required about the
vehicle or its area to be subjected to the test:
o Description of the vehicle or its composition (in the case of a train as a whole) and
specifically on the environmental operating conditions.
o Vehicle/train air conditioning/air treatment (ventilation, heating, air conditioning, etc.)
architecture and operational and regulation logic along with air movement inside the area
being tested (input and outlet channel architecture, dynamic or static analyses and CFD
simulations)
o Information about door and window architecture (doors: closed or open under normal
conditions; and windows: whether freely opened or by key or if fixed)
The state of the vehicle and its condition at the time of the test (prototype, pre-series, dynamic
or static test …) shall be documented.
Possible differences between the vehicle being tested and the final vehicle in service (different
air conditioning, doors, design, etc.) shall be identified and assessed for their potential impact
on the test. In the event of unacceptable differences, the test cannot be carried out and shall be
repeated under more representative conditions.
11.2.2 System parameters
For the planning and performance of the test, the following information is required about the
detection system being tested:
o Description of the fire detection system and its operational logic (simple functions,
duplication, operational logic)
o Description of the type(s) of detection equipment used and its anticipated placement in the
vehicle in the area affected by the test
o Evidence of compliance with applicable railway industry requirements, as set out in
paragraph 11.6. Any further specific environmental design requirements shall be taken into
account in this case
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o
Definition of the pre-alarm and alarm conditions that the manufacturer wishes to
demonstrate
11.3
Preparation and performance of the test
Performance of the test shall be defined on the basis of possible fire sources.
In passenger areas, the fire source should be located taking into account possible ignition
locations due to vandalism or negligence; therefore, this position may potentially be in any
location in or on the vehicle.
For this reason, the location of the smoke source shall be identified in those places that:
(a) Are the most problematic for prompt fire detection
b) Are likely places for hidden ignition
c) Are provided or may be used to leave luggage or other objects carried by passengers
In the event that the source of smoke is located in areas likely to jeopardise the integrity of any
part of the rolling stock, appropriate protection measures shall be taken.
11.3.1 Test report
A standard form as indicated in Paragraphs 11.4 and 11.5 shall be used for preparation of the
test reports.
Appropriate documentation (photographs, drawings) shall be included, specifically with regard
to the absolute and relative position of smoke detectors and smoke source.
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11.4
Example of the smoke detection test report format
Project/order number or
name:
Document number:
Annex:
x
(where 1 is the first test and N
is the last)
Parameters
Vehicle type
Single car example
Vehicle identification number (serial, registration,
etc.)
GC Salone example
Vehicle number :
xxxxx
Installation name
Example
manufacturer
series/commercial name
Type of detector
Example name/series/code
Confirmation of the calibration characteristics of
the test equipment/Confirmation of compliance of
the foam sample with the specifications supplied
Example reference to paragraphs 11.7.1.1
or 11.7.2
name/product
Remarks/problems encountered
Requirements met?
Additional tests required?
Yes


Test date:
in part

No


Name/signature:
Rolling stock manufacturer manager
Smoke detection system manufacturer
manager
Expert/technical consultant:
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11.5
Example of a specific report format for documentation of the
smoke-detection test
Project/order number or name:
Document number:
Test number:
Example test No 1
Start time
Example time zero at 17:15
Test purpose
Example pre-analysis of existing vehicle or final assessment
of prototype
Surrounding conditions
Static


Dynamic
Vehicle diagram (plan view) with location of smoke detectors and smoke source
Example illustration




Test objective
Example smoke-detection verification in 2 class zone
Detector type
Example General report ref.
Detector positions
Example refer to diagram above detectors in pos. 1, 2 and 3
Location of smoke source
Example position indicated in the diagram above
Conditions of the air conditioning,
windows, doors, etc.
Example air conditioning max. heat, open doors, etc.
Test
duration
Comments/results
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11.6
Minimum prerequisites to perform smoke detection system
test
1. Technical description of the installation, the functional and safety features shall comply with
the applicable requirements of these standards
2. Description of the parts, technical data sheets, wiring diagrams, system architecture, use
and maintenance manuals of the installation
3.
Evidence of the system's compliance (declaration of conformity or test report by a
recognised third party agency in the railway industry) with generic fire protection standards
and specifically, where applicable:
-
EN 54 "Fire detection and fire alarm systems"
Part 1: Introduction;
Part 7: Smoke detectors – Point detectors using scattered light, transmitted light or
ionisation;
Part 12: Smoke detectors – Line detectors using an optical light beam;
Part 15: Point detectors using a combination of detected fire phenomena (not
published in Italian);
Part 20: Aspirating smoke detector;
Part 27: Duct smoke detectors (not published in Italian);
Evidence of passing the validation tests from the general requirements set out in the
EN 54 series of standards for that function type of sensors,
or compliance with the standard technical specifications cited in point 7.1 and evidence of
passing the specific validation tests provided for by those same specifications.
4. Evidence of suitability for (declaration of conformity or test report by a recognised third
party agency in the railway industry) railway applications, specifically:
-
CEI EN 50121 Part 3-2. Railway applications, underground trains, trams and LRVs Electromagnetic compatibility
CEI EN 50153: Railway applications, underground trains, trams and LRVs - Rolling
Stock - Protective Provisions Relating To Electrical Hazards
CEI EN 50155: Railway applications, underground trains, trams and LRVs - Electronic
equipment used on rolling stock;
CEI EN 61373: Railway applications, underground trains, trams and LRVs - Rolling
stock equipment –. Shock and vibration tests
CEI EN 60068: Environmental Testing
11.7
Source of smoke requirements
The use of a TF4 polyurethane foam system is suggested as a source of smoke, as described
in chapter 11.7.1 below.
Alternatively, a smoke generator machine with heating device may be used, calibrated and
operated pursuant to standard EN 50553.
11.7.1 TF4 Polyurethane foam system
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The polyurethane foam system consists of:
 A 300 × 300 × 40 mm sample of hetero-phase polyolefin based, non-fireproof, Type
TF4 polyurethane foam with a density of 20 kg/m 3;
 A 400 x 400 x 20 mm metal container to hold the sample.
11.7.1.1 Ignition of the sample
The foam sample shall be ignited sequentially at its four corners along the entire thickness of
the corner.
The test time shall start from the moment that the final corner is ignited.
11.7.2.2 Preparation of the sample
The sample shall be conditioned to a balanced temperature and humidity respectively at
232°C and R.H. of 505% and transported in a sealed polyethylene bag.
11.8
Acceptability criteria
The detection system shall reach an alarm condition within the maximum time limit specified in
paragraph 10.3.1.
The pre-alarm condition alert shall precede the alarm.
The detection system shall be subjected to static tests, which are prerequisite to the dynamic
tests. The acceptability criteria of these tests consist of 2 out of 5 non-consecutive positive
outcomes, which are to be confirmed by 2 out of 4 consecutive positive outcomes under
dynamic conditions.
If the system does not undergo prior static tests, acceptability criteria under dynamic running
conditions may be summarised in 3 out of 6 consecutive tests carried out.
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12 (Regulatory) Annex B — Protection/extinguishing systems
tests
12.1
B1: Extinguishing system tests in passenger areas
12.1.1 General information
This test protocol, with several full scale real-life fire tests, is intended to assess the
performance of fixed fire protection systems on board passenger trains. The test protocol
applies to all systems based on water, whether designed with open nozzles and a water mist
action, or with closed, heat-sensitive, sprinkler-type nozzles.
The evaluation procedure is aimed at systems performance assessment in areas reserved for
passengers. It therefore has as its first objective fire extinguishing from the outset, and the
maintenance of “survivability” (tenability in international phrasing) conditions for passengers
during the entire period specified. This test procedure is based on a “survivability” time of at
least 15 minutes from the moment the system takes action, while however measuring
performance parameters for a period of 20 minutes after ignition.
Two main material samples were ignited for use in this protocol:
cushions as set out in other testing procedures such as the IMO
the Joint European document on water mist systems CEN/TS
tends to schematically replicate the contents of a standard piece
potentially repeatable.
a package of expanded foam
Res. MSC 256 (84), and also
14972 and a package which
of luggage, and which is thus
In reality, it is well known that furnishing materials in modern passenger trains are qualitatively
rather advanced with reaction to fire characteristics that are certainly advantageous in terms of
fire danger. However, there still remains the threat from all of the materials and/or luggage that
may be brought on board by passengers. The specification of a scenario with IMO cushions,
like the scenario with simulated ordinary luggage, both constitute, also according to accepted
international practice, a suitable system for the representation of a worst case scenario, which
could reasonably be expected to be taken into account in assessing the effectiveness of a fire
protection system, however, without including situations that are not realistically foreseeable.
12.1.2 Field of Application
The protocol below applies to fire protection systems for rail vehicles under the conditions and
limitations contained in the different cases.
In general the tests carried out according to the protocol described below apply to environments
with dimensions less than or equal to those used in the tests.
Any extension to a larger scale than is implied in the test protocol shall be assessed from time
to time, according to the guidelines provided by the responsible agency for the approval of the
systems.
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12.1.3 PREREQUISITES FOR PERFORMANCE OF THE TESTS
As a general prerequisite, the general and specific documentation listed in the paragraphs
below shall be made available.
Acceptance of the test results is also subject to the provision of evidence of the functional
verification of the system pursuant to the requirements set out in these technical specifications.
12.1.3.1 System parameters
For the planning and performance of the test, the following information is required about the
detection system being tested:
o Description of the system
o Evidence of system compliance with the essential requirements set out in CEN/TS
standard 14972.
12.1.4 Test set up
Below are all conditions that shall be met for the performance of the tests. In particular, this will
involve the test environment, in the broadest sense, of the mock-up to be used for the
simulation of the train, both in a single level and a double-decker version, and of specific
materials to be set on fire in the various tests.
In general, except where otherwise specified, a general tolerance criterion of +/- 5 % shall apply
to the quantities indicated below.
12.1.5 Test environment
Testing shall be conducted in a closed environment, with the following features
12.1.5.1 Minimum dimensions
The minimum geometrical dimensions shall be:
a) In plan view dimensions the ends of the test mock-up shall be at least 1.5 m away from
the perimeter walls of the test area.
b) Minimum height: 5 m
c) Natural ventilation enabling maintenance of the oxygen concentration levels measured
at the start of the test with a fluctuation of no more than  0.5%.
NOTE: in any event if the observed oxygen concentration before the beginning of the test is less than
20.5 %, the test will not be carried out.
12.1.5.2 Environmental characteristics
The environmental conditions shall be as follows:
a) Ambient temperature between 10 and 30° C
b) Relative humidity between 40 and 70%
Note: the tests described in this document shall be carried out indoors, as described above, for
the purposes of formal certification of the fire extinguishing system.
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Any tests not performed in this environment shall therefore only be considered for the purposes
of research and development. Nevertheless, compliance with the environmental standards
listed above is suggested for said tests. In addition, during any informal tests performed outside,
wind speed should not be greater than 5 m/second.
12.1.6 THE RAILWAY VEHICLE MOCK-UP
The passenger train to be equipped with the protection systems shall be simulated in the tests,
with a mock-up, built of non-combustible materials and located inside the test environment set
out initially.
The test volume will be different depending on whether it will be testing an area of a standard
passenger compartment, a standard double-decker carriage or a standard compartment that is
smaller than the passenger compartment above.
Below are the characteristics of each mock-up test volume.
12.1.6.1 Standard passenger compartment
12.1.6.1.1
Dimensions
The standard passenger compartment will be represented by a volume with the
following internal dimensions
a) Length 12 m
b) Width 2.9 m or as specified by the fire extinguishing system sponsor, with a
minimum width of 2.6 m.
c) Height 2.5 m
12.1.6.1.2
Natural ventilation openings
The standard passenger compartment area will be entirely open at its ends.
Basic furnishings
The test area shall be equipped with the following elements made of non-combustible
materials, which shall represent furnishings found on railway cars and which shall hold
the combustible materials to be tested.
a) Site-plan 400 x 400 mm mock-up seats made of 30 x 30 length metal profiles with a
height of 450 mm for the seat surface and 1200 mm for the seat back. (See fig. 1)
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FIG.1 – THE SEAT
b) The seat shall have ITS profiles placed in SUCH a way that it creates small "tub",
which will be finished in 1 mm thick sheet steel.
c) The upper part of the "seat back" shall also be closed in 1 mm thick sheet steel over
its entire height starting from the top.
d) The seats shall be coupled, two by two to make a "pair" of seats with free space of
100 mm between them
e) On the test side at least 4 pairs of facing seats shall be provided with 1600 mm
between their centrelines (see fig. 2)
f) On the other side of the test volume there should be at least two pairs of facing
seats provided, making a central corridor at least 500 mm wide available.
g) The seats shall be located at least 50 mm from the side walls
h) The side wall, on the ignition side shall be covered with 3 mm (three-layer) plywood
panelling for its entire height and at a width of 3.2 m centred on the location of the
central pair of seats. The plywood shall comply with standard EN 636-1 G, with a
density of 550-700 Kg/m3 and shall have been stored for not less than 72 hours at
20 ± 5° C and at a relative humidity of 50% +/- 10%. To verify the suitability of the
aforementioned plywood for the set up in question, its ignition time should not
exceed 5 seconds and the time that the flame reaches the line at 350 mm shall not
exceed 100 seconds (parameters measured pursuant to IMO Res.A.653 (16)).
i) The central pair of seats shall be positioned so that the axis of the central seats, at
the seat back, is at the centre of the volume.
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FIG. 2 – THE TEST VOLUME
12.1.6.1.3
Luggage rack
Above the seats, on both sides, a luggage rack shall be built of 15 mm long metal or
iron tubes at the dimensions given (see fig. 3):
a) Width 0.60 m
b) Located at 1.90 m above the floor
c) Length 3.2 m (like the plywood panel)
d) Cross bar spacing: 200 mm
FIG. 3 – LUGGAGE RACK
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12.1.6.2 Standard double-decker coach
12.1.6.2.1
Dimensions
The standard double-decker coach area will be represented by a mock-up having the
following internal dimensions
a) Length 12 m
b) Width 2.9 m or as specified by the fire extinguishing system sponsor, with a
minimum width of 2.6 m.
c) Internal height 1.9 m for the lower deck and for the upper deck, with the
thickness of the intermediate floor of not more than 100 mm and a total not
exceeding 4 m
FIG. 4 – DOUBLE-DECKER
COMPARTMENT
The upper and lower decks are connected by an opening in the separation floor with the
following characteristics:
d) Length 2.5 m
e) Distance from perimeter walls not more than 100 mm
12.1.6.2.2
Partially closed on the lower level
Adjoining the opening that links the two floors, there shall be a vertical wall, at the lower
level, completely closing off the lower level span, leaving a passage with these
dimensions:
a) Width 1 m
b) Height equal to the height of the lower deck ceiling
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12.1.6.2.3
Natural ventilation openings
The double-decker coach area shall have its end adjacent to the opening of the
connection to the upper deck completely closed with the opposite end completely open.
12.1.6.2.4
Furnishings
The furnishings are identical to those set out for the standard passenger compartment
above with the single exception that the seats are positioned starting from the partially
closed vertical wall of the lower deck and are set out in a row (fig. 5).
FIG.5
The side wall on the side closed by the vertical panel will also be clad in 3 mm thick
plywood for a length of 2 m from the vertical panel for its entire height.
12.1.6.2.5
Luggage rack
Above the seats, on both sides of the side walls, a luggage rack shall be built of 15 mm
long metal or iron tubes at the dimensions given
e) Width 0.40 m
f) Located at 1.70 m above the floor
g) Length 2 m (like the plywood panel)
h) Cross bar spacing: 200 mm
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12.1.6.3 Standard compartment
12.1.6.3.1
Dimensions
The standard compartment will be represented by a mock-up with the following
dimensions:
a. Length 2.5 m
b. Width 2.5 m
c. Height 2.5 m
12.1.6.3.2
Natural ventilation openings
The standard compartment will have just one 2 x 0.8 m service door to be kept open during the
tests.
12.1.7 The combustible material
Below are the quantities and characteristics of the combustible materials to be used for the
tests.
12.1.7.1 Configuration of test with IMO cushions
The configuration of combustible materials used for all the test scenarios shall be as follows,
depending on the test configuration
12.1.7.1.1
Standard passenger compartment configuration
In this case, the furnishings materials shall be distributed as follows:
a) The combustible material to be used for these tests is composed of standard polyester foam
cushions (“IMO foam”), which shall meet the specifications and be qualified prior to the tests
as described in IMO RES.A.800 (19).
b) All of the cushions shall be 0.40 x 0.40 × 0.1 m.
c) The cushions shall be placed on the mock-up seat surfaces and as backrests.
d) The seat to be set on fire will have an additional cushion on the seat for a total of 3
cushions. (fig. 6)
e) Cushions shall be placed on the luggage rack as on the seats, with a space of 0.4 m
between them and 50 mm from the side wall on the axis of the central seats to be set on fire
(fig. 7)
f) All materials used shall be conditioned for at least 72 hours at 20 ± 5° C and relative
humidity of 50% ± 10% for at least 72 hours prior to the test.
g) All mock-up seats shall be provided with cushions on the seats and the seat backs.
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FIG.6 – SEATS TO BE SET ON FIRE
FIG.7
12.1.7.1.2
Double-decker configuration
In the case of double-decker configuration, the same points above apply except for the load on
the luggage rack, which shall be made up of 0.4 x 0.2 x 0.1 m "half-cushions" arranged on the
rack lengthwise 0.4 m apart and centred on the seat back to be set on fire and 50 mm from the
wall.
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12.1.7.1.3
Standard compartment configuration
In the case of the standard compartment, the manufacturer may specify the type of
configuration to test by choosing between:
-
Configuration with seats
Configuration with bunk beds
The system tested in the bed configuration is also valid for the seating configuration. Toilets are
within the "seat" scenario.
The seating configuration provides for a row of three seats, along each side of the
compartment, using the same seating as set out in the passenger compartment configuration.
The facing seats shall be placed in the direction of the wall at 100 mm from the side wall where
the door is inserted. Luggage racks shall be installed above the seats in the same manner as
set out in the passenger compartment configuration.
The bunk bed configuration shall be equipped with three beds on each side of the compartment.
The beds will be 2.0 × 0.7 m and will be made in the same way as the seating used in the
passenger compartment configuration. The beds shall be placed on 10 cm thick mattresses with
characteristics as in IMO A 800
12.1.7.2 Test configuration with "luggage"
In this case, it is necessary to distinguish the combustible material that makes up the
furnishings from the materials making up the test package.
12.1.7.2.1
Furnishings materials
a) The combustible material to be used for testing with simulated luggage shall be made up of
standard railway industry furnishings, pursuant to standard UNI 11170, as described in the
table below:
Main sub- Individual
assembly
component
Product characteristics
Positioning
Wall
Wall covering
Wall
Ceiling
Light fixtures
Curtain
Curtain
2 mm plastic laminate
Compliant with standard UNI CEI 11170
PART 3.
Proposed risk level - LR2
2 mm polycarbonate
Compliant with standard UNI CEI 11170
PART 3.
Proposed risk level - LR2
100 % Polyester (decide whether to indicate
g/m2)
Compliant with standard UNI CEI 11170
PART 3.
Risk level LR2
Ceiling
Vertical,
suspended –
spread out to
cover glass
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Floor
Seat
NOTE
Rubber
covering
Thickness 3 mm
Compliant with standard UNI CEI 11170
PART 3.
Risk level LR2
Structure made of nonUNI CEI 11170 part 3 point
combustible material, as
5.3.1
defined above. Seat
upholstery consisting of
only 0.4 x 0.4 x 0.1m
Supported
on the ground
Resting on the
rubber covering
Standard UNI/CEI 11170 will be replaced by the recently published standard EN 45545-2.
b) In this configuration, there is no material on the luggage racks, which will be covered by 40
x 40 cm metal plates, 40 cm apart from each other
c) In this configuration, only the two seats being ignited will have the cushions in compliance
with the guidelines referred to above, while on the other seats it will be possible to leave out
the cushions, or use different ones.
12.1.7.2.2
Test material package
The combustible material representing luggage consists of a 5-sided metal container, open on
top, containing standard materials capable of reproducing the essential characteristics of
ordinary luggage.
Its main characteristics are: (fig. 8)
a) Dimensions: 0.55 x 0.35 x 0.30 m
b) Materials used: 28 x 6 mm nominal diagonal size rhomboid metal mesh, reinforced with 20
mm metal corners
c) Four internal compartments (three vertical partitions for it entire height) made of the same
aforementioned wire
FIG. 8
COT.
CARTA
COTTON
PAPER
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POLIAMMIDE
POLYAMIDE
d) 20 mm metal feet
e) Total content weight 4 kg, including: 1.5 Kg of newspaper, 2.5 kg of standard cotton fabric
(weight 0.2 g/m2), 0.2 kg of standard polyamide fabric, arranged so that the polyamide and
paper are in the two central sectors and the cotton is at both ends. The newspaper shall be
placed in a vertical position.
f) The mock-up luggage shall be placed under the test seat, aligned with the outside wall of
the test volume extending towards the adjacent seat. (fig. 9)
FIG.9
dettaglio
Detail
12.1.8 Conditions for performance of the test
The tests shall be performed with the fire protection system installed in compliance with the
manufacturer's Design and Installation Manual provided for that specific system, which shall be
referred to in the test report, which will set the system installation parameters and operating
conditions.
12.1.8.1 Ignition source
Ignition shall always occur using industrial strength ethyl alcohol.
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a) 50 ml of this, poured into their centres, shall be used for the ignition of IMO cushions.
b) 100 ml shall be used for the ignition of the mock-up luggage, pouring it evenly on its
contents.
12.1.8.2 The fire extinguishing system
The fire extinguishing system shall be fully configured.
a) Water mist systems shall be installed in compliance with the manufacturer's instructions
so that all the required nozzles are in that area.
b) Systems with automatic heat-activated nozzles (sprinkler-type) shall be installed so that
all the required sprinkler heads are in that area.
The fire protection system shall be installed as specified by the manufacturer.
The manufacturer shall provide a comprehensive diagram of the system to be tested including
its dimensions and features and the specific components to be used in the test.
12.1.8.3 Nozzle spacing
Nozzle spacing shall be at the maximum specified by the manufacturer with the nozzles set out
as follows, under the conditions of at least two sub-tests: with one "under a nozzle" and one
"between two nozzles".
a) Nozzle spacing at P is to be centred on the seat back to be tested in the event that the
nozzles are in a central position;
b) Nozzles are to be positioned so that the seat back to be tested is ¼ P from the closest
nozzle and ¾ P from the most distant nozzle for the side-nozzle configuration. In such
cases, the P-spacing is understood as the maximum distance between two nozzles on
the same side. The manufacturer may choose the test with the reference distance taken
on the same side as the seat to be ignited or on the opposite side. However, this
reference side shall remain the same for the first and the second tests.
c) The test shall be repeated for each configuration, having shifted all the nozzles by ½ P
For the compartment configuration, where only one nozzle is used, the conditions above do not
apply.
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FIG.10
FIG.11
12.1.8.4 Activation time
The system activation time shall be set uniquely for each test
a) Activation time of 60 seconds from ignition for water mist activation systems
b) Pre-activation time of 60 seconds from ignition with automatic heat-activation sprinkler
systems
12.1.8.5 Instrumentation
The following measuring apparatus shall be set up to record the data during each test:
a) Thermocouples to measure the temperature at both the ceiling level and at 1.6 metres
from the floor and at least 4 type-K thermocouples spaced 1 m horizontally from the
point of ignition, on both sides – the thermocouples shall be protected from direct
contact with the water
b) Pressure transducers at the delivery system, with at least one pressure transducer near
the most hydraulically distant nozzle
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c) Sampling point for gas sampling to measure O 2 concentrations at 1.6 metres above the
floor and 1 m away horizontally from the point of ignition
d) Sampling point for sampling of other gases (CO, CO2 and HCN) to measure their
concentration at 1.6 metres above the floor and 2 m away horizontally from the point of
ignition The sampled gas shall be routed to:
an FT-IR spectrophotometer for determination of CO2, CO and HCN
In the case of a double-decker coach, the measurements shall be extended to the upper part of
the mock-up carriage, by placing a second gas sampling point for the spectrophotometer, in a
central position 1.6 metres above the floor of the upper deck and approximately 1 m from the
connection space between the lower and upper parts.
12.1.8.6 Measurements
The parameters measured shall be recorded for the whole duration of the test, set at 20
minutes.
a) The fire source shall be ignited 60 seconds after the start of the data recording to
determine baseline levels.
b) Temperature levels shall be recorded at 1 second intervals; each group of 10 readings
is averaged to provide a final temperature reading (to prevent measurement fluctuation
peaks).
c) Gas concentrations shall be read every 15 seconds.
d) Visibility levels are read every 30 seconds
12.1.8.7 Visibility test
Below is a summary of the main points of the proposed smoke opacity testing method.
Method:
Optical path set up
Distance from fire
Height of the point of measurement
Measurement equipment
Acceptability threshold value
Instrumental method
The Cross-axis path has a nominal length of 3 m
5m
1.6 m
Pursuant to EN 61034 -1/2
Not less than 70% transmittance for the entire test
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Measuring
device:
5m
Position
the fire
of
Visibility measurement: standard conditions
12.1.9 TEST PROCEDURE
The tests shall be carried out independently of the type of system installed.
Ignition shall be achieved by alcohol ignition, and the system will be activated after the specified
activation time.
12.1.9.1 Free combustion test
For each test configuration, at least one free combustion test shall be carried out recording all
the parameters, in order to characterise the laboratory and the measurement system.
12.1.9.2 Test schedule
For each configuration tested at least two tests shall be conducted: one defined as a test fire
"under a nozzle" and one defined as a test fire “between two nozzles” with spacing as indicated
above.
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12.1.10
RESULTS
The results are to be collected and evaluated as follows:
12.1.10.1 Collection of results
During the tests, the following levels are to be recorded:
Parameter
T - max
Time for T - max
CO max.
Time for CO max
CO2 max
Time for CO2 max
HCN max.
Time for HCN max.
O2 min
Time for O2 min
"Heat" test
X
X
N/A
N/A
N/A
N/A
N/A
N/A
X
X
"Baggage" test
X
X
X
X
X
X
X
X
X
X
Where X means that the level is to be measured and N/A that the measurement is not required.
12.1.10.2 Results assessment
From a qualitative point of view, the main objective of the fire protection system is to stop the
fire from spreading and to reduce it as far as possible (suppression). The temperatures and
parameters measured during the test shall remain within survivability limits (“tenability”) within
the test volume for the entire duration of the test.
During the entire test, the following parameters shall be complied with:
Parameter
T - max
CO max.
CO2 max
HCN max.
O2 min
"Heat" test
65 °C
N/A
N/A
N/A
15% Vol.
"Baggage" test
65 °C
1400 ppm
6% Vol.
55 mg/m3
15% Vol.
where X means that the level is to be measured and N/A that the measurement is not required.
Proofs of extinguishing, as indicated in point 12.1.9.2, are unique and shall confirm that all
recorded parameters remain within the levels in the table above.
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12.1.11
Test report
After the tests have been completed, the assigned laboratory shall draft a test report,
summarising all the tests performed and their results.
The test report shall refer to the system that the manufacturer brought to the test and the
characteristics of its components and its functions.
The test report shall contain a clear assessment of the capacity of the system to achieve the
acceptability criteria as described above.
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(Information) Annex C - Examples of operational logic
Examples of operational logic considered acceptable for fire protection systems for use on
board rolling stock.
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Fire-protection
equipment in
STANDBY mode
Was the pre-alarm
threshold exceeded?
NO
Local forced
ventilation
blocked
Local
ventilation
blocked (via TCMS?)
YES
system in PREALARM alert
YES
PRE-ALARM alert to onboard personnel
Note 1: in the event that there are no on-board
personnel, the system can remain in this state until
the train reaches a maintenance station
Note 2: in the event that the same sensor gives
repeated false alarms, the system can
automatically disconnect it until arrival at the next
maintenance station
Was the prealarm condition
resolved?
NO
Was the alarm
threshold
exceeded?
NO
HVAC and POWER blocked,
emergency lamps on
YES
System in ALARM
state
Intercommunication
doors closed
"ALARM" alerted to
drivers and on-board
personnel
Option 1: "water mist" system
Water mist discharge
system (“Water mist” fire
extinguishing technology)
Option 2: “sprinkler” system
Does the localised
heat break a
sprinkler bulb?
NO
activation of water mist
fire extinguishing system
YES
Example 1 Flow chart of fire protection system intervention logic in passenger areas
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Fire-protection
equipment in
STANDBY mode
Was the alarm
threshold exceeded?
N
Y
Block POWER
system in ALARM
status
Intercommunication
doors closed
"ALARM" alerted to
drivers and on-board
personnel
Fire-protection system discharge
in the technical area
Example 2 Flow chart of fire protection system intervention logic in equipment compartments
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13 (Information) Annex D - fire modelling
13.1
Preface
This sets out the numerical simulation process for the design and validation of fire detection
systems and fire extinguishing systems installed on board rolling stock using "standardised" fire
sources. It is especially necessary that a particular simulation model be considered "validated"
before it is used as a tool for the design and validation of a given system installed on board.
13.2
Modelling sources of ignition
Purpose: Development of a simulation process enabling the creation of a prediction model,
based on analytical models and/or numerical and/or other methods, that ensure the
representation of the geometric/physical behaviour of "standardised" fire sources in relation to:
a. Position of the ignition
b. Ignition power (i.e., effect/efficacy on/of nearby materials/components on the basis of
their intrinsic energy);
c. detection of the ignition source (detection capability, expressed in terms of time required
to detect the geometric point )
d. Interaction with the external system (i.e. geometric/physical interaction with the
system/structure components nearby the ignition point)
The modelling of sources of ignition shall be developed in order to study and analyse
the process of detection and subsequent extinguishing of "standardised" ignition
sources by systems specified for the purpose from their very design and validation
stages.
13.3
Modelling of the
environment
rolling stock and the
surrounding
Purpose: Creation of a representative model of the standard geometries, layout and airconditioning of railway and tramway rolling stock using a digital fire simulation code capable of
numerically simulating the environment where the fire breaks out (e.g. tunnel, station, etc.)
13.4
Representation of the surrounding and operating conditions
of the transport system
Purpose: Implementation of representative models of the surrounding and operating conditions
(e.g. presence of forced ventilation, speed of the vehicle, presence of air-conditioning systems,
etc.) in the CFD numerical code selected for digital simulation
13.5
Numerical simulations for the characterisation/analysis of
the "standardised" ignition sources
Purpose: Determination, by numerical simulation, of the level of criticality for the detection of
each individual "standardised" ignition source based on their positions, their power and intrinsic
energy (fire load) and their hazard ratings, etc.
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13.6
Numerical modelling of fire detection and fire extinguishing
devices
Purpose: Implementation of representative models of fire detection and fire extinguishing
systems used on railway vehicles in the CFD numerical code selected for digital simulation of
the development and evolution of the fire in question, representative of the "standardised"
ignition source studied.
13.7
Numerical simulations of the complete system
Purpose: Numerical simulations of the complete "vehicle + fire detection and fire extinguishing
devices" system under the fire scenario conditions defined by the specific "standardised"
ignition source developed for analysis of the effectiveness of the devices and of the risk
reduction.
The numerical model of the complete system shall contain a detailed representation of both the
physical system and the surrounding environmental conditions, to correctly represent the
dynamics of all of the heat transfer mechanisms, bearing upon a specific fire phenomenon of
caused by one of the specific "standardised" ignition sources. The calculation domain shall be
set out and assessed based on the ability of the model to contain and therefore represent all of
the significant phenomena of the problem in terms of the specific case and describe the results
in relation to the outcomes due to the presence of fire detection and extinguishing devices. For
example, in the case of heat detection systems, the calculated temperature distributions must
be determined based on the position of those same systems, in order to verify their possible
activation and as a result, the time interval between the ignition of the source and the actual
moment of their activation.
13.8
Numerical simulation validation procedures and codes
Purpose: Validation, through laboratory tests at different dimension scales (from small to full
scale), of the code, simulation models, detection and extinguishing systems and virtual design
procedures.
The validation of calculation models and simulation procedures has the purpose of ensuring the
reliability of the results obtained to enable design choices to be carried out, in relation to the
design, installation, validation and maintenance of the fire detection and fire extinguishing
systems for railway vehicles, to be assessed in terms of effectiveness and results. Numerical
simulation of fire phenomena on board rolling stock, in response to "standardised" ignition
sources, shall provide reliable quantitative and qualitative information to enable the estimation
of the effectiveness and the assessment of the degree of reliability of fire detection and fire
extinguishing systems installed, as well as a compliance assessment as a "full scale" pilot test.
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