Safetysecurityroadwaytunnels PDF

SAFETY & SECURITY IN ROADWAY TUNNELS
FINAL REPORT
Requested by:
American Association of State Highway
and Transportation Officials (AASHTO)
Standing Committee on Highways
Prepared by:
Kathleen Almand
Fire Protection Research Foundation
Quincy, Massachusetts
March 2008
The information contained in this report was prepared as part of NCHRP Project 20-7, Task 230,
National Cooperative Highway Research Program, Transportation Research Board.
ACKNOWLEDGMENT OF SPONSORSHIP
This work was sponsored by one or more of the following as noted:
American Association of State Highway and Transportation Officials, in cooperation
with the Federal Highway Administration, and was conducted in the National
Cooperative Highway Research Program,
Federal Transit Administration and was conducted in the Transit Cooperative
Research Program,
American Association of State Highway and Transportation Officials, in cooperation
with the Federal Motor Carriers Safety Administration, and was conducted in the
Commercial Truck and Bus Safety Synthesis Program,
Federal Aviation Administration and was conducted in the Airport Cooperative
Research Program,
which is administered by the Transportation Research Board of the National Academies.
DISCLAIMER
This is an uncorrected draft as submitted by the research agency. The opinions and
conclusions expressed or implied in the report are those of the research agency. They are
not necessarily those of the Transportation Research Board, the National Academies, or
the program sponsors.
NCHRP 20-7 Task 230

Safety and Security in Roadway Tunnels
BACKGROUND
The AASHTO Subcommittee on Bridges and Structures created the Technical Committee
on Tunnels (T-20) to address increased concerns for safety and security in the U.S. tunnel
inventory. In support of the activities of the T-20 Technical Committee, an FHWAAASHTO sponsored scanning trip was undertaken in late 2005(ref). The focus of the
scan was on equipment, systems, and procedures incorporated into modern underground
and underwater tunnels by leading international engineers and designers. Team members
identified a number of underground transportation system initiatives and practices that
varied from those in the U.S. in some respect. The team recommended that nine of these
initiatives or practices be considered for further study in the United States.
As a next step, the Technical Committee on Tunnels requested and received approval
through the Transportation Research Boards National Cooperative Highway Research
Program to conduct a workshop on research needs for safety and security in roadway
tunnels. Project 20-7 Task 230 was approved in May of 2007. A project panel was
formed to oversee the project and plan the workshop. The Panel met by teleconference
three times in 2007 to develop the agenda, recommend speakers and invited participants.
Panel membership roster is located in Appendix A.
SCOPE
The goal of the workshop was to review the state of the art and develop recommendations
on research needs for improving safety and security in roadway tunnels for consideration
by the Technical Committee on Tunnels.
WORKSHOP
The workshop was held on November 29 and 30, 2007 at the National Academies
Beckman Center in Irvine, CA. There were approximately 65 participants in the
workshop including members of AASHTO T-20 and T-1 Committees, highway agency
representatives and a broad spectrum of members of the highway and fire protection
engineering communities. The NCHRP project panel selected five international speakers
to address the key research areas identified in the AASHTO scan. Three additional
domestic speakers were invited to address the scan, NCHRP Report 525 / TCRP Report
86, Vol. 12: Making Transportation Tunnels Safe and Secure, and a review of world wide
standards for fire safety in roadway tunnels. Significant opportunity for participant input
was provided for in the agenda. The workshop agenda, biographies of the speakers,
speaker presentations and the workshop participant list are found in Appendix A.
RESEARCH NEEDS
Each invited participant was asked to identify research needs from their perspective. In
addition, invited workshop participants were invited to submit research needs ideas prior
to the workshop. Two panel sessions during the workshop generated a great deal of
discussion amongst workshop participants and further generation of suggested research
needs. A list of research needs identified at the workshop by these methods are found in
Appendix A.
The project Panel reviewed and synthesized the information from the workshop and
identified ten key research needs statements for consideration by the AASHTO T-20
Technical Committee on Tunnels. These statements can be found in below. Statements
were developed in the following areas: their order in this list reflects the interest
expressed by participants in the workshop:
1. Effective Fire Suppression
2. Design Fires
3. Develop Requirements for Egress and Emergency Signage
4. Tunnel Operations and First Responders
5. Benchmarking Tunnel Incidents
6. Training and Education
7. Design Basis for Egress Systems
8. Effective Incident Detection
9. Fire and Smoke Ventilation System Design Methods
10. Performance of Structural Materials in Tunnels in Fire Incidents
11. Guidelines for Tunnel Geometric Design for Fire Safety
12. Application of ITS to Emergency Operations in Tunnels
RESEARCH PROBLEMS
RP1. Design Fires for Roadway Tunnels
I.
RESEARCH PROBLEM
Understanding and characterizing the range of fire scenarios that can occur in
roadway tunnels is an important first step in developing design guidance for this
application.
II.
RESEARCH OBJECTIVE
Develop an appropriate basis for the design of fire protection strategies for
tunnels. The project should include the following components:
Research on the effects of different ignition sources on incipient times for fires in
modern vehicles
A risk based approach that provides a design basis for both large and small
incidents and considers the potential for alternatively fueled vehicles
Development of appropriate design parameters that can serve as the basis for the
design of suppression, detection, emergency egress and other systems.
III
BUDGET AND POTENTIAL CO-FUNDING SOURCES - $1,500,000
RP2. Effective Incident Detection

I
RESEARCH PROBLEM
Effective early stage fire detection can reduce the costs of fire incidents and increase
available egress and emergency response times. However, tunnels represent a harsh
environment for conventional fire detection systems.
II
RESEARCH OBJECTIVE
Build on current research to identify effective fire detection systems for tunnel
applications and develop performance and installation criteria (eg spacing). A particular
focus for the research is quick response smoke detection and dual purpose CCTV
systems.
III
BUDGET AND POTENTIAL CO-FUNDING SOURCES - $350,000;
detection system manufacturers
RP3. Effective Fire Suppression

I
RESEARCH PROBLEM
Suppression is an effective strategy to minimize the impact of fires on roadway tunnels.
There is worldwide controversy regarding the appropriate design approach to fire
suppression and its impact on and integration with fire fighting operations.
II
RESEARCH OBJECTIVE
To explore the effectiveness of deluge and water mist suppression systems on selected
design fires. The influence of activation time and ventilation should be explored as
should impacts on tunnel tenability. A comprehensive literature review on recent
worldwide research as well as full scale testing should be undertaken.
III
BUDGET AND POTENTIAL CO-FUNDING SOURCES - $1,500,000, fire
suppression system manufacturers
RP4. Fire and Smoke Ventilation System Design Methods

I
RESEARCH PROBLEM
Ventilation system design for roadway tunnels may be governed by the fire condition;
current design bases are prescriptive in nature
II
RESEARCH OBJECTIVE
Develop a design method for ventilation systems which is based on critical velocity and
accounts for the impact of sensor type and location
III
BUDGET AND POTENTIAL CO-FUNDING SOURCES - $350,000, sensor
manufacturers
RP5. Performance of Structural Materials in Tunnels in Fire Incidents

I
RESEARCH PROBLEM
Tunnels represent a unique and extreme environment for construction materials which
compromises their performance in fire conditions
II
RESEARCH OBJECTIVE
Study the impact of tunnel environments (moisture, design loads, configuration) on the
response of concrete and fire proofing materials in fire incidents. Spalling and stability
should be explored.
III
BUDGET AND POTENTIAL CO-FUNDING SOURCES - $250,000
concrete and fire proofing material manufacturers
RP6. Guidelines for Tunnel Geometric Design for Fire Safety

I
RESEARCH PROBLEM
Tunnel geometry has an impact on the impact of fire incidents in tunnels and should
trigger when fire safety systems are required.
II
RESEARCH OBJECTIVE
Develop guidelines for accident prevention (sight distance, curve radius, shoulder/curb
design) to minimize fire incidence. Develop criteria based on tunnel length, traffic
volume and type to trigger fire safety provisions.
III
RP7. Develop Requirements for Egress and Emergency Signage

I
RESEARCH PROBLEM
Recent worldwide research and applications have developed a significant body of
information on effective egress and emergency signage.
II
RESEARCH OBJECTIVE
Collect information and develop standards for emergency egress and traffic control
signage for tunnels to include the concept of LED lighting for vehicle spacing, egress
signage location, etc.
III
RP8. Application of ITS to Emergency Operations in Tunnels

I
RESEARCH PROBLEM
ITS provides the technology to integrate driver behavior with emergency operations
II
RESEARCH OBJECTIVE
Develop guidelines for the use of ITS to guide tunnel drivers toward safe vehicle spacing,
emergency closure procedures, and other safe behaviors in road tunnel fire incidents
III
RP9. Design Basis for Egress Systems

I
RESEARCH PROBLEM
Human behavior in emergency situations is critical to the design of egress systems.
European studies may not be directly relevant to the performance of the U.S. population.
II
RESEARCH OBJECTIVE
To investigate aspects of egress behavior of the U.S. population to provide an informed
basis for egress design. Issues such as panic response, walking speeds, and attachment to
vehicles should be explored
III
RP10. Tunnel Operations and First Responders

I
RESEARCH PROBLEM
First responders are a critical element in the overall response to fire incidents in tunnels.
Tunnel operators need guidance to integrate emergency response into their emergency
planning procedures.
II
RESEARCH OBJECTIVE
Develop operating protocols for tunnel operators for emergency conditions to include the
roles for and communications between fire responders. Aspects such as ventilation
control, power loss, and response time, and driver behavior scenarios, should be explored
III
BUDGET AND POTENTIAL CO-FUNDING SOURCES - $500,000, U.S.
Fire Administration
RP11. Training and Education
I
RESEARCH PROBLEM
The behavior of truck and passenger vehicle drivers can have a major impact on the
consequence of a fire event in a tunnel
II
RESEARCH OBJECTIVE
Develop targeted training materials for safe behaviors for car and truck drivers. This
should include a formal assessment of the impact of leaflet type education; research on
new education and training methods; and formal training programs for truck drivers,
enforced as a condition of license renewal.
III
BUDGET AND POTENTIAL CO-FUNDING SOURCES - $350,000, AAA
RP12. Benchmarking Tunnel Incidents

I
RESEARCH PROBLEM
A comprehensive understanding of tunnel fire problem is necessary to determine the
allocation of resources and target appropriate research and design guidance.
II
RESEARCH OBJECTIVE
To develop and implement a process to benchmark fire incidents in U.S. tunnels. This
should include an upgrade of the domestic tunnel scan; a study of near miss accidents in
tunnels; a continuation of the international technical exchange, in particular to Asian
countries; and development of a database of lessons learned.
III
LIST OF APPENDIX MATERIAL

Appendix A Workshop Materials
Workshop Agenda
Workshop Participants
Speaker Biographies
Speaker Presentations
Research Needs Identified by Participants and Speakers Prior to Workshop
Appendix A
Workshop Materials
Workshop on Safety and Security in Roadway Tunnels

Meeting of the National Cooperative Highway Research Program (NCHRP)
Project Panel 20-7 Task 230, Safety and Security in Roadway Tunnels: Research for the T-20 Technical
Committee on Tunnels, American Association of State Highway & Transportation Officials (AASHTO)
November 28-29, 2007

The Arnold and Mabel Beckman Center
of the National Academies of Sciences and Engineering
Irvine, California
Please note: Business casual attire is strongly encouraged.
FINAL AGENDA
Presiding: Harry Capers, Chair, NCHRP Project Panel 20-7 Task 230
Wednesday, November 28, 2007
7:45
Gather in hotel lobby to carpool to the Beckman Conference Center.

Maps are available at the hotel front desk.
Beckman Conference Center
National Academies of Sciences & Engineering
100 Academy, Irvine, CA 92617
8:00
Buffet breakfast (provided to all meeting participantsBeckman Conference Center)

Registration (Beckman Conference Center)
9:00
Welcome/Introductions/Workshop Charge
Harry Capers, Chair, NCHRP Panel 20-7 Task 230
AASHTO/FHWA International Scan on Underground Transportation Systems Safety and
Security Summary and Critical Issues
Steve Ernst, Federal Highway Administration
NCHRP Report 525, Vol. 12 / Transit Cooperative Research Program Report 86, Vol. 12:
Making Transportation Tunnels Safe and Secure Research Needs
Chris Hawkins, PB Americas, Inc.
10:00 Break
10:30 Way Finding, Signage and Human Behavior
Gunnar Jenssen, SINTEF, Norwegian Fire Research Laboratory
Fire Growth and Heat Release in Tunnel Incidents
Haukur Ingason, SP, Swedish National Testing and Research Institute
500 Fifth Street, NW
Washington, DC 20001
Phone (202) 334-2934

Fax (202) 334-2003
www.TRB.org
12:30 Lunch Buffet (provided to all meeting participants)

13:30 Incident Detection and Tunnel Ventilation
Peter - Johann Sturm, Graz University of Technology, Austria
14:30 Break
15:30 Risk Management and Safety Concepts for the Oresund Link Immersed Tunnel
Mikael Braestrup, Ramboll, Denmark
16:30 Panel Discussion Research Needs
17:30 Hosted Reception and Dinner (provided to all meeting participants)
Thursday, November 29, 2007

7:15
Gather in hotel lobby to carpool to the Beckman Center.

Maps are available at the hotel front desk.
Beckman Conference Center
National Academies of Sciences & Engineering
100 Academy, Irvine, CA 92617
7:30
Buffet breakfast (provided to all meeting participantsBeckman Conference Center)

Registration (Beckman Conference Center)
8:30
Guidelines and Standards for Roadway Tunnel Safety

William Connell, PB Americas, Inc.
9:30
Panel Discussion Needed Guidelines
10:30 Break
11:00 Summary of Research Needs
Kathleen Almand, Fire Protection Research Foundation
11:30 Concluding Comments, Next Steps for AASHTO Technical Committees
Harry Capers, Chair, NCHRP Panel 20-7 Task 230
12:00 Lunch Buffet (provided to all participants)
13:00 Adjourn
NCHRP Workshop on Safety and Security in Roadway Tunnels, November 28, 29, 2007
Attendees
Kathleen Almand
Moe Amini
Randy Anderson
Melissa Avila
Alexander Bardow
Mikael Braestrup
Harry Capers
Robert Carasitti
Hugh Caspe
Sean Cassady
Nick Chen
Sunghoon Choi
William Connell
Rhonda Cruz
William Davis
Robert DiAngelo
Rachel Diaz
Arnold Dix
Donald Dwyer
Gary English
Steven Ernst
Helmut Ernst
Jason Gamache
Enzo Gardin
Daniel Gemeny
Hossein Ghara
Daniel Gottuk
The Fire Protection Research Foundation

Caltrans
Caltrans
Tyco Fire and Building Products
Massachusetts Highway Department
Ramboll
Arora and Associates, P.C.
Schirmer Engineering Corporation
HNTB Corp.
HNTB Corporation
Jacobs Engineering
PB Americas, Inc.
PB Americas Inc.
City of Coronado
National Institute of Standards & Technology
U.S. Army Corps of Engineers
National Cooperative Highway Research Program
Counsel at Law
NYSDOT Geotechnical Engineering Bureau
Seattle Fire Department
Federal Highway Administration
Massachusetts Turnpike Authority
National Fire Protection Association
NRC Institute for Research in Construction
Rolf Jensen & Associates, Inc.
Louisiana Department of Transportation
Hughes Associates, Inc.
kalmand@nfpa.org
moe_amini@dot.ca.gov
randy_anderson@dot.ca.gov
Melissa.Avila@tycofp.com
alexander.bardow@mhd.state.ma.us
mwb@ramboll.dk
hcapers@arorapc.com
bob_carasitti@schirmereng.com
hcaspe@hntb.com
scassady@hntb.com
nick.chen@jacobs.com
chois@pbworld.com
connellw@pbworld.com
rcruz@coronado.ca.us
william.davis@nist.gov
robert.m.diangelo@usace.army.mil
rdiaz@nas.edu
counsel@arnolddix.com
ddwyer@dot.state.ny.us
gary.english@seattle.gov
steve.ernst@fhwa.dot.gov
helmut.ernst@masspike.com
jgamache@nfpa.org
enzo.gardin@nrc.gc.ca
dgemeny@rjagroup.com
hosseinghara@dotd.la.gov
dgottuk@haifire.com
NCHRP Workshop on Safety and Security in Roadway Tunnels, November 28, 29, 2007
Attendees
Chris Hawkins
Jeremy Hung
Haukur Ingason
Alex Izett
Jon Jensen
Gunnar Jenssen
Bruce Johnson
Jugesh Kapur
Ahmed Kashef
Paul Liles
Adrian Lloyd
Igor Maevski
Stephen Maher
James Murphy
Prasad Nallapaneni
David Newman
Barton Newton
Thomas Ostrom
Dharam Pal
Shyan-Yung Pan
Stephan Parker
Brian Pearson
Mary Lou Ralls
Kelley Rehm
Jesus Rohena
PB Americas Inc.
PB Americas Inc.
SP Swedish National Testing & Research Institute
Kicking Horse Canyon Project
Kicking Horse Canyon Project
SINTEF
Oregon Department of Transportation
Washington State Department of Transportation
National Research Council of Canada
Georgia Department of Transportation
MicroPack Detection (Americas) LLC
Jacobs Engineering
The National Academy of Sciences
Massachusetts Turnpike Authority
Virginia Department of Transportation
Hatch Mott MacDonald
Caltrans
Caltrans
Port Authority of New York and New Jersey
National Cooperative Highway Research Program
hawkins@pbworld.com
hung@pbworld.com
haukur.ingason@sp.se
alex.izett@uma.aecom.com
starla.weigel@gov.bc.ca
gunnar.d.jenssen@sintef.no
bruce.v.johnson@odot.state.or.us
kapurju@wsdot.wa.gov
ahmed.kashef@nrc.gc.ca
paul.liles@dot.state.ga.us
AdrianLloyd@micropackamericas.com
igor.maevski@jacobs.com
SMAHER@nas.edu
james.murphy@masspike.com
David.Newman@hatchmott.com
barton_newton@dot.ca.gov
tom.ostrom@dot.ca.gov
dpal@panynj.gov
shyanyung@yahoo.com
saparker@nas.edu
Ralls Newman, LLC

AASHTO
ralls-newman@sbcglobal.net
krehm@aashto.org
Jesus.Rohena@fhwa.dot.gov
Prasad.Nallapaneni@VDOT.Virginia.gov
NCHRP Workshop on Safety and Security in Roadway Tunnels , November 28, 29, 2007
Attendees
Blake Rothfuss
Henry Russell
Louis Ruzzi
Michael Salamon
Albert Samano
Peter-Johann Sturm
Kevin Thompson
Ed Walton
Nate Wittasek
Brian Zelenko
Daniel Zerga
Jacobs Associates
Parsons Brinkerhoff Quade & Douglas Inc
Pennsylvania Department of Transportation
Colorado Department of Transportation
TRC Corporation
Graz University of Technology
Caltrans
rothfuss@jacobssf.com
russell@pbworld.com
lruzzi@state.pa.us
michael.salamon@dot.state.co.us
asamano@trcsolutions.com
sturm@vkmb.tugraz.at
kevin.thompson@dot.ca.gov
ArupFire
URS Corporation
ILF Consultants Inc.
nate.wittasek@arup.com
brian_zelenko@urscorp.com
dzerga@ilfoak.com
Research Needs
Identified by Presenters and Participants
Research Needs Identified by Presenters (to date)

Design Fires
Explore fire growth rate as an appropriate design basis
Fire and Incident Detection
Develop a program to encourage development of more effective fire detection systems
Evaluate the effectiveness of current fire detection systems
Develop more effective broad based detection systems
Develop effective automatic incident detection systems and intelligent video
Explore one-button emergency response and automated sensor systems
Fire Suppression
Evaluate the effectiveness of current tunnel fire suppression systems
Develop a program to encourage development of more effective fire suppression systems
Ventilation Systems
Develop advanced coordinated control schemes for ventilation systems
Explore factors (geometric) affecting ventilation in tunnels and hence fan installation
design
Develop means to reliably measure and thus control air velocity
Develop appropriate guidelines for inspection and testing of velocity sensors.
Structural Performance
Evaluate fire effects
Develop ground improvement retrofitting schemes
Blast Effects
Conduct structural blast damage potential analyses
General Design Issues
Develop design criteria for new tunnels
Develop AASHTO tunnel guidelines
Identify retrofit technologies to enhance safety
Build test tunnels or models
Develop design criteria to promote optimal driver/user performance and response to
incidents
Develop information systems for safety systems installation car to car communication,
in-vehicle information, area specific ACC
Egress and Human Factors
Develop intelligent egress systems
Develop escape route signs that are universal and consistent visual, audible, tactile
Explore LED Lighting for edge delineation and safe vehicle distance
Carry out evacuation studies for various emergency scenarios and apply a risk approach
Use transport modeling to simulate evacuation
Research Needs Identified by Presenters (to date), contd
Operation Protocols/First Response

Develop a best practices manual
Identify changes in operation protocols to enhance safety/security
Develop a set of sample emergency response procedures
Develop a tunnel specific inspection manual
Develop guidelines for vehicle inspections
Develop tunnel emergency management guidelines that incorporate human factors
considerations
Develop risk management approaches for tunnel safety inspection and maintenance
Incorporate contingency planning into emergency management approaches
Training and Education
Develop education programs for motorist response to tunnel incidents
Develop programs to educate and inform drivers of varying language, culture, disabilities
Other
Study of past tunnel accidents and incidents
Collaborate with international research initiatives
Research Needs Identified By Participants

Design Fires
Ventilation Effects
Design fires cargo types and associated heat release
Ventilation effects on fire size
Toxic gas production and associated ventilation design
Design fires for todays vehicles in tunnels, effects of ventilation and geometry
Realistic design fires for todays vehicles set in a probabilistic framework
Real time digital recording system for all tunnel and perimeter cameras
Detection and response time for design fires
Effective automatic traffic incident and fire detection systems
Assessment methods for fire detection to include wind and obstacle effects
Effectiveness of linear heat detection for fire incidents
Smoke and flame detection technologies for tunnels
Tunnel fire and smoke detection
Fire Suppression
Tunnel hazard management with fixed fire suppression systems hazards, design criteria,
including shielded fires
Performance standards for fixed fire suppression in tunnels
Interaction of fixed fire suppression systems with tunnel ventilation
Risk based sprinkler requirements
Effectiveness of water mist systems for very large fires from heavy good vehicles
Effectiveness of deluge suppression systems for fire control
Tunnel lining performance in extreme loading conditions (eg heat and blast)
Thermal protection of concrete ceilings, supports, and cables
Design criteria for tunnel liners and other structural elements
Blast Effects
Internal blast and its impacts on tunnels
Blast and explosion protection modeling, materials assessment, design, field testing,
detection, and protection measures against progressive collapse
Risk analysis procedures and selection criteria for target reliability levels, including
structural components and systems consistent with the AASHTO LRFD code
Physical modeling of safety and security aspects
Slope and drainage design for flammable liquid pool fires
Bold type:
More detail provided by participant
Research Needs As Identified by Participants, contd

Human factors during self or limited assisted evacuation
Evacuation
Egress symbols for tunnels
Effective alarm notification to vehicle occupants
Exit spacing in tunnels related to design fires
Human reaction time relative to notification
Emergency egress signage in tunnels
Operation Protocols to Enhance Fire Safety/First Response
Overall fire safety planning
Island perimeter security
Effective pubic communication techniques on tunnel safety procedures
Safety and security protocols for tunnel operators access control, monitoring, and
training of maintenance personnel and first responders
Tunnel hazard assessment for firefighters and first responders
Integrating tunnel safety and security systems with emergency preparedness
plans, procedures, training
Tunnel security procedures for both terrorist related incidents and accidental fire or
explosion
Other Issues
Safe tunnel portal design factors (related to debris)
Adverse wind effects for jet fan design
Geometric design criteria for tunnels of variable length (alignment and collision
issues)
Detailed Research Needs Statements Provided by Participants
Name:
Title/Affiliation:
Email:
Henry A. Russell Jr.

Vice President, Parsons Brinckerhoff Quade & Douglas Inc.,
Chairmen of the International Tunneling Associations(ITA)
Working Group 6 Repair and Maintenance of Underground
Structures
Russell@Pbworld.com
Research Objective: Development of standardized safety and security protocols for

tunnel operators
Brief Description of Proposed Research:
Tunnels in the U.S were all built prior to our concerns about terrorism. In many
cases the security measures utilized within the tunnels are antiquated and the use of stateof-the-art devices for detection if intruders and the identification of authorized personnel
is for the most part inadequate. There needs to be attention made to have specific
guidelines (protocols) adopted for the access procedures to tunnels and secure areas, and
identification of personnel as well as monitoring systems for detection of chemical,
biological and explosive devices and procedures on how to deal with each type of threat.
Standardized Protocols need to be established for the response to events and training
needs identified for first responders. The development of these protocols would need the
close cooperation of NFPA, AASHTO and FHWA in order to be effective and the
development of these protocols and the training of operational personnel a requirement
for federal funding.
Name:
Title/Affiliation:
Email:
Ahmed Kashef
Senior Research Officer, National Research Council of Canada
Ahmed.Kashef@nrc.gc.ca
Title:
Design Fires in Road Tunnels
Research Objective:
The objectives of the proposed research are to:
Investigate passenger vehicle fires in road tunnels;

Determine the effects of various ventilation conditions, tunnel geometry
and environment on vehicle fire characteristics; and,
Provide technical data for developing design fire scenarios of passenger
vehicles for use in developing fire safety guidelines, emergency and risk
management tools for evaluating/selecting tunnel safety systems, as well
as for verifying computer models used for tunnel fire safety designs.

The proposed research will be conducted using both full-scale laboratory fire tests
and computer modeling. The main tasks to achieve the objectives of the study
are:
Collect and analyze statistical data of fire incidents in road tunnels over
the last decade;
Collect and analyze existing data from full-scale fire tests in road tunnels
over the last decade;
Select and develop appropriate fire scenarios for full-scale fire tests;
Conduct full-scale laboratory tunnel fire tests involving passenger vehicle
fires;
Conduct computational modeling as a basis to extend the experimental
data and investigate the effect of tunnel geometry and different ventilation
schemes on vehicle fire characteristics; and
Develop design fire scenarios for tunnel applications.
Name:
Title/Affiliation:
Email:
Blake Rothfuss
Associate/Jacobs Associates
rothfuss@jacombsssf.com
Title:
Tunnel Hazard Assessments For Firefighter And First Responders

When vehicle fires occur in tunnels, firefighting and rescue risks sky rocket.
Depending upon the amount of energy released and its duration, tunnel linings will
deteriorate in a variety of ways. Firefighters should have an established fire attack plan for
tunnel fires which includes structural hazard assessment, geotechnical hazard assessment,
deep penetration operations, additional ventilation requirements, as well as the firefighting
difficulties of working a fire within a tunnel.
Name:
Title/Affiliation:
Email:
Daniel Gottuk, PHD, P.E.

Senior Engineer Hughes Associates, Inc.
dgottuk@haifire.com
Title:
FDS Modeling of Very Large HGV Fires in Tunnels Interacting

With Water Mist Fire Suppression Systems
Research Objective: Improve the understanding of very large fires in tunnels so that
performance expectations and design criteria can be established
for water based suppression systems in tunnels.
Recent fire catastrophes in highway tunnels in Europe have increased pressure on
tunnel agencies to improve fire safety in tunnels. Active fire suppression systems
involving water sprays have been shown to drastically reduce temperatures, limit the
thermal damage to the tunnel, and prevent fire propagation beyond the vehicles of origin.
Improved thermal conditions and reduced fire spread have major benefits for both life
safety and property protection. Full-scale fire testing is used to confirm performance and
establish design criteria for suppression systems. The fire test programs involve large
heavy goods vehicle (HGV) fires. The experience of the fire testing community,
however, is largely based on moderate scale fire tests. Even for moderate scale fires (e.g.
5 to 10 MW) it is difficult to obtain a high degree of repeatability. For very large fires of
the scale used in testing tunnel fire suppression systems, e.g. 50 to 100MW, the
variability of the fires is significantly greater than with smaller scale fires. It is a
challenge to define fire performance measures that realistically evaluate the benefit of the
suppression system in terms that can be measured with any repeatability. Performance
criteria may be set by authorities who assume the fire behaves in a repeatable and logical
manner. The reality of the highly turbulent conditions of a tunnel fire is such that
unanticipated conditions arise that are, it seems, not logical. The apparent illogic may be
explained easily, however, when the dynamics of the turbulent fire are better understood.
Research is needed to analyze existing fire test data, combined with computational fluid
dynamics (CFD) modeling, to assist in understanding the complex dynamics of very large
fires in tunnels. The challenge is to develop and validate FDS to simulate the heat release
rate, flame spread rate, flame height or length, and the heat flux per unit area of very
large fires in tunnels while interacting with finely atomized water sprays. A validated
FDS HGV model will assist in developing global performance criteria for suppression
systems that are not tied to single point measurements of temperature and inappropriate
assumptions about conditions in around the fire. Validated tunnel fire models will also
permit study of the probable performance of suppression systems in tunnels of different
shape, height, width and ventilation features than the limited number of tunnels used for
fire testing. A validated tunnel fire model will also benefit the design of tunnel ventilation
systems for extreme conditions.
Name:
Title/Affiliation:
Email:
Andrzej S. Nowak
Professor, University of Nebraska
anowak2@unl.edu
Title:
Risk Mitigation for Tunnel Systems
Research Objective: Development of risk analysis procedures for tunnels and selection
criteria for the target reliability levels for tunnels, including structural components and
systems.
The research plan will include:
Development of efficient risk analysis procedures that can be used for the assessment of
the actual risk in tunnel structures. The focus will be on the approach at the system level,
using system reliability methods. The work will involve the formulation of limit state
functions, identification of basic parameters, and, in many cases, the development of
advanced procedures for non-linear analysis of structural behavior. A statistical database
will be established for the parameters that determine the performance of the considered
structures. The needs for additional statistical data will be formulated. The procedures
will allow for the development of lifetime reliability profiles, and methodology for
prediction of the remaining life for the considered tunnel structures.
Development of procedures for the selection of rational acceptability criteria for risk, or
the target reliability levels. The approach will be based on the analysis of consequences
of failure to perform as expected and economic analysis (costs). This will be a very
important contribution of the proposed research effort as this is where there is a great
need. The acceptable risk, or target reliability level, can be different depending on
exposure of human life and importance of the tunnel, and the acceptable risk will affect
the structural considerations (selection of the structural systems, components, and
materials).
Development of implementation strategy for risk control to keep risk within acceptable
levels. The format will be consistent with the LRFD
AASHTO Code. The developed reliability analysis procedures will be applied to assess
the risk associated with the selected tunnel systems designed according to the current
AASHTO. The computations will require a statistical database. The results will be
compared with the selected target reliability levels to determine if the current situation
requires changes. The risk control procedures will e developed to ensure that the risk is
at an acceptable level. Sensitivity analysis will be carried out relating the reliability and
various design and other parameters. The sensitivity analysis can require the
development and use of advanced non-linear structural analysis methods.
Name:
Title/Affiliation:
Email:
Sean Cassady
Senior Engineer HNTB Corporation
scassady@hntb.com
Title:
Tunnel Hazard Management with Fixed Fire Suppression Systems
Research Objective: Develop data set of hazard conditions. Identify FFS design
elements and criteria that are most effective at reducing fire
hazards for exposed and shielded fires.
Full scale testing of several different fire configurations within tunnels, liquid fuel
pool, HGV, shielded pool, shielded HGV.
Temperature, humidity and radiation measurements of air. Temperature
measurements at wall (energy flux also), smoke layer observations.
Air velocity measurements.
Fixed fire suppression systems would include overhead std. drop (OSD) water
sprinklers, OSD low exp. foam, oscillating monitor.
Investigate ventilation system operation to degrade effectiveness of suppression
system.
Name:
Title/Affiliation:
Email:
Igor Maevski
Jacobs Fellow, Tunnel Ventilation Principal
igor.maevski@jacobs.com
Title:
Interaction of Fixed Fire Suppression Systems with Tunnel

Ventilation
Research Objective: To find out the efficiency of the fixed fire suppression system
when ventilation system activated.
Most of the long road tunnels are equipped with tunnel ventilation systems that
should operate in fire emergency to control smoke. The longitudinal airflow, created by
fans, will interfere and blow away water particles from the fixed fire suppression system.
The research should focus on recommendations for the design of the fixed fire
suppression system to make it efficient for fire fighting.
Name:
Title/Affiliation:
Email:
Ian Ong
Senior Project Engineer
ian.ong@hatchmott.com
Title:
Wind Effects for Jet Fan Design
Research Objective: Develop global/national standard for adverse wind conditions.

We have numerous projects where we have stumbled due to the community-wide
uncertainties associated with defining external wind conditions. ASHRAE and other
technical publications provide prevailing wind speeds and directions, however these
numbers are consistently challenged. The aim of this research initiative would be to
create a path forward to develop a workable standard.
Name:
Title/Affiliation:
Email:
Robert Carasitti
Schirmer Engineering Massachusetts Stem to Stern Review
Team
bob_carasitti@schirmereng.com
Title:
Design Fire Study
Research Objective: Establish realistic design fire scenarios.

Research needs to be done that entails full scale testing of modern vehicles
coupled with a study of probabilistic events. For example, full scale tests of
ordinary/typical transportation vehicles, cargo and arrangement need to be performed to
determine what fire sizes can be expected. In conjunction with testing, a separate
probabilistic study must be performed to look at the likely scenarios of multiple vehicle
incidents.
Name:
Title/Affiliation:
Email:
Wern-Ping (Nick) Chen

Vice President; Tunnel Design Principal
nick.chen@jacobs.com
Title:
Internal Blast and its Impacts to Tunnels
Research Objective: Data collection for blasting in underground confined space.

Blast data for airblast is clear from several Army/Navy research programs. Most
of the blasting curves for design are based on actual tests; however, underground
confined blast data does not exist, or is not popular or available. The purpose of this
research will fill the gap.
Name:
Title/Affiliation:
Email:
Albert Samano III

Vice President Security and Emergency Preparedness/Consultant
asamano@trcsolutions.com
Title:
Integrating Tunnel Safety and Security Systems with Emergency

Preparedness
Research Objective: Identify the programmatic linkages between tunnel safety and
security systems and emergency preparedness elements such as
plans, procedures, training and exercises.
Research and tunnel emergency preparedness programs in the US and overseas
that addresses both the tunnel safety and security systems and the emergency
preparedness programs that result in an integrated solution involving security and safety
systems along with the emergency operations plans, procedures, public info, training and
exercises for tunnel operations personnel and emergency responders.
Name:
Title/Affiliation:
Email:
Thomas Zimmie
Professor and Acting Head, Civil and Env. Engineering Dept., RPI
zimmit@rpi.edu
Title:
Physical Modeling of Safety and Security Aspects
Research Objective: To improve the safety and security of tunnels by validating and
calibrating procedures, retrofitting schemes, damage, etc.
Utilize geotechnical centrifuge modeling (physical modeling) to investigate
various aspects of tunnel safety and security. The physical models allow one to
investigate conditions that cannot be tested full scale. For example, blast damage,
retrofitting schemes, damage assessment, total failure, etc. The models allow the
calibration and validation of computer models, which can also be utilized for design
purposes. Utilizing RPIs geotechnical centrifuge, we have done and are doing this type
of research now for governmental agencies. (I would be happy to do a presentation at the
workshop on centrifuge modeling.)
Name:
Title/Affiliation:
Email:
Alex Izett
Project Manger, Kicking Horse Canyon Project
alex.izett@uma.aecom.com
Title:
Geometric Design Criteria for Tunnels of Variable Length
Research Objective: To establish design guidelines for geometric engineers involved

with designing highway alignments for short, moderate and long
length tunnels.
There is a wealth of geometric design guidance available to the highway design
engineer to assist in the development of highways in an open-air environment, including
design guidance for highways on grade and on structures. However, there is very little
published information available to the geometric designer to assist in the selection of
appropriate alignment and cross-section elements in a tunnel environment. With all of the
excellent efforts put forward to defining appropriate and necessary tunnel fire, life and
safety elements, it may also be appropriate to develop geometric design guidelines, in
particular focusing on:
- horizontal alignment through a tunnel in the context of the highways alignment
on the approaches to a tunnel;
- vertical alignment through a tunnel, and in particular its effect on commercial
vehicle and bus speeds;
- horizontal alignment and vertical alignment coordination;
- appropriate cross-sectional area, in particular the appropriateness of carrying the
outside and inside shoulder width from outside of the tunnel through the tunnel;
- appropriate sight distance, given that the tunnel walls are an obstruction, and how
this should be considered in the selection of appropriate horizontal alignment and
cross-section;
- appropriate collision modification factors to be used in the evaluation of safety of
a tunnel alignment versus an alternative surface alignment.
Name:
Title/Affiliation:
Email:
Melissa Avila
Project Engineer/Tyco Fire and Building Products
Melissa.Avila@tycofp.com
Title:
Development of Fire Suppression System Objectives in Tunnel

Standards
Research Objective: Develop performance standards for fixed fire suppression systems
in tunnels
Over the past four years, there has been a global interest in the value of fitting
fixed fire suppression systems in tunnels and several research programs have been
conducted to develop baseline data regarding the level of performance that is possible.
However, the lack of a performance standard establishing minimum life safety and asset
protection requirements for these systems has limited the ability of engineers to
incorporate these systems into the overall tunnel design in a manner that accounts for the
benefits these systems provide. Preliminary data suggests that significant potential exists
for cost reducing design tradeoffs when these systems are included, along with significant
potential for cost reductions of the suppression systems themselves if/when a competitive
environment is established. The goal of the proposed research would be to develop
minimum performance standards for tunnel fire suppression systems which could be
included in AASHTO standards, permitting independent product verification bodies (i.e.
Underwriters Laboratories) to develop system test standards and issue certifications for
systems that meet these performance requirements.
Speakers Biographies
Steve Ernst, Senior Bridge Engineer, Safety and Security
Federal Highway Administration, Highway Infrastructure, Office of Bridge
Technology
Steve Ernst is a registered professional engineer in Virginia with a BSCE from the
University of Arkansas and a BS in English from Arkansas State University. He has
worked with the Federal Highway Administration for 23 years, including 9 years as a
bridge designer with Eastern Federal Lands Highway Division and 10 years as a
structural engineer in Federal Highways Office of Bridge Technology. He is currently
responsible for bridge technology programs, including policies, procedures, standards and
practices related to safety and security in bridge structures engineering.
Christopher Hawkins, P.E., Senior Supervising Engineer, PB Americas, Inc.
Chris Hawkins, working as project manager and engineer, he has gained broad
experience in the design and installation of underground life safety systems and
mechanical/electrical support systems. The scope of his work includes highway tunnels,
metropolitan subway systems, railroad tunnels, and water/sewage tunnels. He has
worked on-site for major underground transportation projects in Asia, Europe and the
USA. This experience encompasses new facility work as well as the often challenging
task of rehabilitating existing tunnel facilities. He has held key positions of responsibility
during all phases of underground construction and mining, from conceptual design to
project commissioning. Chris is a graduate of West Virginia University with degrees in
Mining Engineering and a Masters in Business Administration.
Gunnar D. Jenssen, Senior Research Scientist, SINTEF Transport Safety and
Informatics
Mr. Gunnar Deinboll Jenssen obtained his M.Sc. in Psychology 1986, The University of
Trondheim (UNIT). Until 1989 Mr. Jenssen was a Research Fellow at the Institute of
Psychology (UNIT), with research on perception, hormones and learning disabilities. Mr.
Jenssen is presently a Senior Research Scientist at SINTEF Transport Safety and
Informatics and has completed the first part of his PhD on Safety effects of driver support
systems. His main field of competence is: Traffic safety, Tunnel safety human factors
analysis, road-user behaviour and driving simulation.
Haukur Ingason, Senior Research Scientist, SP Swedish National Testing and
Research Institute
Haukur Ingason has nearly twenty years of international experience in fire safety research
and engineering. He is a senior research scientist at SP Fire Technology and part time
Prof. at the Malardalen University in Sweden. He was the initiator and project leader of
the Large Scale Tests performed in Runehamar tunnel 2003.
Peter J. Sturm, Associate Professor, Graz University of Technology, Austria

Born in 1958, Dr. Sturm holds a PhD in mechanical engineering. The Habilitation was
done in the field of environmental engineering with a thesis dealing with road traffic
related air pollution. The current position is head of the section traffic and environment
at the Institute for Internal Combustion Engines and Thermodynamics. A major activity
is in the field of tunnel ventilation and safety, with a focus on road tunnels. He was
involved in the ventilation design for more than 100 road tunnels in Austria and all over
the world. Peter Sturm is member of the Austrian committee for the design guidelines for
tunnel ventilation and safety issues and represents Austria in PIARC technical
committees for safety, ventilation and operation of road tunnels.
Mikael W Braestrup, Senior Engineer, Ramboll
Born in 1945, Mikael W. Braestrup obtained his Ph.D. in structural engineering from the
Technical University of Denmark in 1970. During the period 1992 - 2005 he was
attached to the RAMBLL Department of Bridges, a major assignment being the
preparation of the design basis, with the application of Eurocodes, to the 16 km resund
Link road and rail strait crossing between Denmark and Sweden.
Dr Braestrup is an active member of a number of international associations (IABSE, fib,
ACI), and has served on several Danish code committees. He has authored or co-authored
a substantial number of papers, reports and monographs on concrete plasticity, marine
pipelines, and bridge and tunnel projects.
William G. Connell, Mechanical Projects Manager and Assistant Vice President, PB
Americas, Inc.
Bill Connell has over 30 years of experience working on major transportation
infrastructure projects and is expert in the requirements of fire and life-safety systems for
vehicular, railway, and rapid transit tunnels including ventilation analysis and design, fire
protection and detection system applications, and emergency response coordination and
planning. Bill is also the current Chairman of the Technical Committee for NFPA
Standard 502, Road Tunnel, Bridges and Limited Access Highways.
Kathleen H. Almand, P.E., Executive Director, Fire Protection Research
Foundation
Kathleen Almand is the Executive Director of the Fire Protection Research Foundation,
an affiliate of the National Fire Protection Association. She holds a masters degree in
civil engineering from the University of Ottawa, Canada and is a registered professional
engineer in the State of Maryland and a Fellow of the Society of Fire Protection
Engineers. Prior to joining FPRF in 2004, Kathleen was the Executive Director of the
Society of Fire Protection Engineers and held research and management positions with
the Civil Engineering Research Foundation, the American Iron and Steel Institute, and
the National Academy of Sciences.
Safety and Security

in Roadway Tunnels
International Scan on Underground
Transportation Systems in Europe
Safety, Operations, and Emergency Response
International Technology Scanning Program

NCHRP
National Cooperative
Highway Research Program
American Association of State

Highway and Transportation Officials
SCAN COUNTRIES
Countries visited:
Norway
Denmark
Sweden
France
Switzerland
FHWA:
Steve Ernst, CoCo-Chair
Jesus Rohena
Gary Jakovich
Bay Area Rapid Transit
District (BART):
Tom Margro,
Margro, General
Manager, CA
November 28, 2007

Steve Ernst
UTS TEAM MEMBERS
Also meeting with us

were experts from:
Massachusetts Turnpike
Authority (MTA):
Mike Swanson, Chief
Operating Officer, MA
(rep: IBTTA)
State DOTs:
M.G. Patel, CoCo-Chair, PA
Harry Capers, NJ
Don Dwyer, NY
Wayne Lupton,
Lupton, CO
Industry:
Chris Hawkins, Consultant
Tunnel Design Engineer,
NY
Mary Lou Ralls,
Report Facilitator, TX
Contractor: John ONeill, ATI
UTS Scan Locations Visited

Yellow countries visited
Blue representatives from
these countries joined
the meetings
The Netherlands
Germany
Italy
Austria
September 23 October 9, 2005
Rome
September 23 October 9, 2005
I-5 Tunnel Fire

California 2007
UTS Safety, Operations

& Emergency Response
Focus
Tunnel Systems and Designs
Modes
Fire and blast protection and response, refuge

areas, evacuation planning and passages
Highway tunnels
Passenger rail tunnels
Arrangements of Components
Freight rail tunnels
Maximize effectiveness, assure inspectability

and maintainability, promote cost savings
Focus, contd.
Focus, contd.
Tunnel Operations
Safety and Security Aspects
Incident detection and deterrent technology

Incident response and recovery planning
Planning approaches
Specialized Technologies and Standards

Monitoring or inspecting structural elements
Operating equipment to ensure optimal
performance
Minimize downtime during maintenance or
rehabilitation
Findings
Standards
Manpower roles and responsibilities
Communication techniques
StateState-ofof-thethe-art products and equipment
Education for users
Gotthard Tunnel Fire on October 24, 2001
34 technologies of interest
9 for further consideration
Key:
Innovative design and emergency
management
Used for both natural and manman-made
disasters
Findings - 1
Visual
Audible
Tactile
Escape Route Signs that are Universal and

Consistent Visual, Audible, Tactile
Widespread uniformity promotes understanding.
In an incident, confusion is minimized.
Use of combined senses (visual, audible, tactile)
increases effectiveness.
U.S - National Fire Protection Association codes
should include human factors considerations.
Escape Route
and Signage
Universal and
Consistent Signs
in Mont Blanc Tunnel
Universal and Consistent Signs
Findings - 2
Guidelines for Existing and New Tunnels
Need AASHTO tunnel guidelines
Planning, design, construction, maintenance,
inspection, and operations
Note: AASHTO Subcommittee on Bridges and Structures

created Technical Committee for Tunnels, TT-20
Issues to consider: Emergency pull-out areas and variable message signs
Findings - 3
Tunnel Emergency Management Guidelines
- Human Factors
Behavior hard to predict during emergency.
People are their own first rescuers.
People must react correctly and quickly.
Guidelines must account for this human behavior.
Guidelines should be included in tunnel planning,
Issues to consider: Refuge room requirements
design, and emergency response.
Tunnel Ventilation
Findings - 4
Education for Motorist Response to Tunnel
Incidents
SelfSelf-rescue is best first response in tunnel
incident.
It is important to react quickly and correctly.
Motorists are not clear on needed action.
Findings - 5
Automatic Incident Detection Systems
& Intelligent Video
Automatically detects, tracks, and records
incidents.*
Tells operator to observe event in question.
Allows operator to take appropriate action.
*
Findings - 6
Design Criteria to Promote Optimal
Driver/ User Performance and Response
to Incidents
Designers - be aware of ways to minimize
fire and traffic safety hazards
Evaluate materials and design details
This concept can also be applied to detect other activities and

incidents in areas besides tunnels, from terrorist activities to
accidents, vandalism and other crimes, fires, vehicle breakdowns,
breakdowns,
etc.
A86 East
Tunnel
Uniform &
Consistent Signs
Emergency
alcoves &
shelters
every
656 feet
One-way
Traffic
on Each
Level
Independent
Ventilation
at each level
Full-size Model of One Section of Paris A-86 Motorway Twin Tube
Findings - 7
OneOne-Button Emergency Response &
Automated Sensor Systems
To Take action immediately!
immediately! the operator
must initiate several actions simultaneously.
Press one button
button
Initiates several critical actions
Eliminates operator chance to omit important step
or perform action out of order
Automated sensor systems are helpful in
Several actions are initiated

by moving a yellow line over
the area of a fire incident
determining response, e.g., opacity sensors.
Mont Blanc Tunnel Fire Fighting Truck
Findings - 8
Findings - 9
RiskRisk-Management for Tunnel Safety

Inspection & Maintenance
LightLight-Emitting Diode (LED) Lighting for

Edge Delineation & Safe Vehicle Distance
European use of riskrisk-based methodologies for
Lights identify edge of roadway
Safety inspection time and frequency

Maintenance/rehabilitation scope and timing
Inspect lessless-critical or moremore-durable portions

of system less frequently and concentrate
inspections on more critical or fragile
components.
LED Lights on Outside Roadway Edges

in Grilstad Tunnel in Norway
Blue lights identify safe vehicle spacing

Blue lights are spaced among the edge delineation
lights
More reliable than speedspeed-based guidelines
LED Lights for Edge Delineation and

Vehicle Spacing in Mont Blanc Tunnel
Thank You
NCHRP
International Technology
Scanning Program
Report 525, Vol. 12

Making Transportation Tunnels Safe and Secure
NCHRP Project 2020-67, FY 2005
TCRP Project JJ-10G, FY 2004
Highway, rail, and transit tunnels
Defines tunnel elements: structural

and systems
Making Transportation
Tunnels Safe and Secure
Future Potential Research Issues

Priority
Rank
1.
2.
Future Potential Research
Identifies specific vulnerabilities
Provides a countermeasures.
Future Potential Research Issues
Estimated
Schedule
(months)
Estimated
Cost
($1,000)
Priority
Rank
14
15
Develop a pocket-sized user guide
35
Develop a CD containing the report tables
60
Collaborate with European/Asian research programs
60
Estimated
Schedule
(months)
Estimated
Cost
($1,000)
12
160
Develop a program to encourage development of more effective fire

detection systems
12
120
Develop a program to conduct interactive industry feedback workshops
60
Future Potential Research
Evaluate the effects of fire on the tunnel structure
60
16
Evaluate the effectiveness of current tunnel fire detection systems1
12
200
17
Develop an interactive electronic version of this report
18
360
Summarize and publish a set of lessons learned
60
18
Evaluate the effectiveness of current tunnel fire suppression systems
18
200
12
120
19
Identify retrofit technologies to enhance safety
60
Identify changes in operation protocols to enhance safety
12
120
20
12
120
Develop a set of sample emergency response procedures
12
120
Develop a program to encourage development of more effective fire

suppression systems
Develop a program to conduct a series of interactive owner orientation

workshops
21
Develop a tunnel-specific inspection manual
12
120
10
120
22
Develop advanced coordinated control schemes for ventilation systems
12
120
24
200
23
48
2,000+
systems2
11
Develop more effective broad-based detection
12
Develop ground improvement retrofitting schemes
12
150
24
Conduct structural blast damage potential analyses
12
200
13
Develop requirements for vehicle inspections
90
25
24
400
26
Research issues identified by case studies
Current research by NFPA

Work being done by national labs
Design Target
Model Tunnel
Model Tunnel
Has all the features needed to

protect the public and
employees.
Vs.
Our Tunnel
Model Tunnel
Model Tunnel
Tunnel Designer and Inspectors
Perspective:
Define the features of a Model

Tunnel. (The research end)
Job used to be easier.

100 cfm/ln-ft and 120 ppm
Then
Compare with our Our Tunnel,
be it existing or in design
stage. (The ROI)
Model Tunnel
EuroTAP Tunnel Test 2007

EuroTAP has inspected 152 tunnels in 18
countries over the last 3 years.
314.7 km of tunnel tubes have been
inspected.
One in five (20%) of all tunnels tested
have failed the EuroTAP inspection.
You tell me what is needed

What target to design too
I can design it into the tunnel.
Tunnel Features Research Areas

EuroTAP Checklist
Tunnel Structure
Lighting and power supply
Weighting: 14 percent
Traffic control and traffic surveillance
Communication
Escape and rescue routes
Fire protection
Ventilation
Emergency management
Add Security Systems. Although these often double for safety systems.
Note: Same descriptions used in NFPA 502
http://www.eurotestmobility.net/eurotap.php
Tunnel system
* Number of tubes
* Brightness of tunnel walls
* Width and layout of traffic lanes
* Geometry and layout of emergency lanes / lay-bys and emergency walkways
* Additional measures: Portal design, road surface, tunnel route
Lighting and power supply
* Lighting throughout and adaptation zones
* Power and emergency power supply
Traffic and traffic surveillance
* Congestion in the tunnel
* Restrictions on and/or registration of vehicles carrying hazardous goods
* Measures to close the tunnel: traffic lights, barriers, information displays
* Traffic signs
* Traffic management and control: traffic lights, variable traffic signs, signs
* Visual guidance equipment
* Video surveillance
* Automatic traffic recording and detection of congestion and incidents
* Tunnel control centre
* Additional measures: for instance for heavy goods vehicles and automatic recognition of hazardous goods transports, height checks, speed
limits, monitoring the distance between vehicles and speed
Communication
* Traffic radio
* Loudspeakers
* Emergency phones: distance, marking, insulation against traffic noise, functions
* Tunnel radio
Escape and rescue routes
* Evacuation lighting and escape route signs in the tunnel
* Preventing smoke from penetrating external escape routes, fire resistant doors
* Distance between emergency exits and marking
* External access and access for rescue services
* Additional measures: special lighting for emergency exits, signs showing what to do, barrier-free emergency exits
Fire protection
* Fire protection on the tunnel structure
* Fire resistance of cables
* Drainage system for draining flammable and toxic liquids
* Fire alarm systems: automatic/manual
* Extinguishing systems: arrangement, signs, function
* Time to reach the tunnel, fire brigade training and equipment
* Capacity and efficiency of automatic extinguishing systems
Ventilation
* Normal mode to thin out vehicle emissions
* Control of the longitudinal flow in the tunnel and consideration of this in ventilation control
* Temperature stability of facilities and equipment
* Special fire programmes
* Proof of correct functioning in fire trials and by flow measurements
*Longitudinal ventilation: airflow speed, length of the ventilation section, airflow in the direction of traffic, reversible fans.
* Transverse / semi-transverse ventilation: extraction volume flow, longitudinal flow control, opening / closing the exhaust air outlets can be
controlled
Emergency management
* Regular training for tunnel control centre staff
* Maintenance plan
* Emergency response plans
* Automatic linking of emergency systems
* Measures in the case of accident or fire
* Regular emergency drills
Model Tunnel
Back to the Report:
Making Transportation Tunnels
Safe and Secure
Secure Research
Recommendations.
Report Related
Develop a pocketpocket-sized user guide
Develop a CD containing the report table
Summarize and publish a set of lessons learned

learned
Develop a program to conduct a series of

interactive owner orientation workshops
Develop an interactive electronic version of this

report
Research issues identified by case studies
Develop a program to conduct interactive industry

feedback workshops
Tunnel Structural
development of more effective fire

detection systems
Evaluate the effectiveness of
current tunnel fire detection

systems (Active Research Program)
Develop ground improvement retrofitting

schemes
Conduct structural blast damage potential
analyses
Fire Protection
Fire Protection
Develop a program to encourage
Evaluate the effects of fire on the tunnel

structure
Evaluate the effectiveness of

current tunnel fire suppression
systems
suppression systems
Develop more effective broadbroad-
based detection systems
Tunnel Design
Emergency Management
Develop advanced coordinated
control schemes for ventilation
systems
Develop design criteria for new

tunnels
Identify changes in operation

protocols to enhance
safety/security
Identify retrofit technologies to

enhance safety (for old tunnels)
Develop a set of sample

emergency response procedures
Develop guidelines for vehicle

inspections
General
Conclusion
Simply Put:
1. Today - Assessment of Need
Develop a tunneltunnel-specific inspection manual
Collaborate with European/Asian research programs
2. Next Perform Research

Establish design criteria, specified or performance based
3. Design the Tunnel

4. Repeat
Way Finding, Signage and

Human Factors
Once the future of transport
Gunnar D. Jenssen
Senior Research Scientist
SINTEF Transport Safety and Informatics
NCHRP Workshop on
Irvine California 2828-29 November 2007
Outline
Changed transportation history
Introduction
StateState-ofof-thethe-art
Evacuation strategies NPRA
UPTUN
Human behavior in tunnel fires
Human Response
Safety, Comfort and Escape routes in long tunnels
Lessons Learnt
Misconceptions
Important Safety Factors
Signage
Minimum requirements
Research Needs
Mont Blanc March 24. 1999
Serious lessons learnt from fires in road tunnels
Type of tunnel:
Single tube, twoway traffic, evacuation rooms
Accident cause
Mont Blanc (France(France-Italy) 1999 March 24:

39 persons died
Tauern (Austria) 1999 May 29
:
12 persons died
St. Gotthard (Switzerland) 2001 Oct. 24:
11 persons died
Smoke from a trailer, fire when it stopped (cigarette / 8% steep hill)

Dangerous cargo? .Butter, flour, sugar
Long cue of vehicles, seriousness not realized
Heat release, smoke & fire spread
Engine failure?
Result:
39 fatalities
2 in evac.
evac. room, all on French side
4 of 10 tried to turn, but failed
29 dead were found in their cars, 7 outside
4 rescue vehicles met the smoke, escaped through
a ventilation pipe, 1 died
36 vehicles were destroyed
Tauern May 2. 1999

Tunnel type:
Single tube, twotwo-way traffic, evacuation rooms
St. Gotthard October 24. 2001

Type of tunnel:
Single tube, twotwo-way traffic, evacuation tunnel
Accident cause:
Work in the tunnel created queue
Lorry loaded with paint smashed into the queue
Red light at tunnel entrances neglected
Result:
8 died in collision, 4 died in fire

60 seriously ill of smoke inhalation
40 vehicles and the tunnel roof were destroyed
Some tried to turn, but the smoke was too thick
A man seeking for documents in his car, died
Cause of accident
Collision between two heavy vehicles
Long cue of vehicles, seriousness not realized
Motorists hesitate to leave their vehicles
Result:
11 died,
23 vehicles destroyed,
Roof fell down
Introduction Longer and

deeper tunnels
Reducing travel time
Connecting areas
together
Improving urban
environment
Risk of land slides
Risk of avalanches
Closed roads in
winter
Prevalence of Tunnel Anxiety

Road tunnels (4 Norwegian studies)
15 % feel unpleasant/
unpleasant/are afraid
20 % feel anxious (50 % female)
female)
6-9 % negative
4 % very negative
Long road tunnels (Norway
(Norway))
30 % find it dangerous (20 % male, 40 % female,
female, 45 % elderly)
elderly)
Sub sea tunnels
4-12 % negative i Norway
38 % in Denmark are afraid,
afraid, 5 % refuces to drive through
Supported in Swedish Austrian and Chinese surveys
Anxiety in road tunnels

Accident statistics
versus the feeling of
beeing insecure
Reason for
discomfort/
discomfort/anxiety
Monotony
Absence of daylight
Bad air quality
Unpleasant
associations in sub sea
tunnels
Suveys Conclusion
Long road tunnels and sub sea tunnels
have a considerabe negative effect on

road users feeling of comfort
Thus,
Thus, there is a need for making the
tunnels more safe & attractive to the road

users
The Worlds Longest Road tunnel
Single tube tunnels
Lrdal 24.5km, Single bore, max daily traffic volume 400
Planed escape route /roundabout
Safety, comfort
and
special lighting design
Improved Design
Increaced safety & comfort.
Visible at 2 km distance
Worlds longest road tunnel: Lrdal 24.5km long

Large rock caverns, divides tunnel into four sections
Rock caverns
Source: Per K.. Lund

Civil Architecht
MNAL
4 alternatives tested in a driving simulator

Alt 1:
Basic
Strategies for interior design and

lighting have been a success
Norwegian
Lighting 2001
Scandinavian lighting
award 2002
Alt 2:
Water
Alt 3:
Rock Crystals
Alt 4:
Outdoor experiences
Cavern 1
Cavern 2
Cavern 3
The world longest twin tube tunnel: 2 x 18 km

Qinling Zhongnanshan Tunnel, China
opened for traffic January 2007
Safety and special lighting design

Geology & Rock Mechanics
Traffic Management
Ventilation
Fire safety
Escape routes under the

road
3-D image of tunnel
QZM Tunnel Management center
Courtesy IPORY
Safety measures recommended by SINTEF

Escape routes to paralell tunnel
Every 250m for pedestrians
Every 750m for vehicles
Six rock caverns with special lighting design
Breathing space in Chinese tunnel created by Norwegian artists designers

designers
tested and developed in the SINTEF driving simulator
Designed, placed, and stressstress-measured by SINTEF Rock

Mechanics and SINTEF Transport Safety and Informatics
Xian
Borehole 1
Borehole 2
Ankang
Light emitting Diodes (LED) to increase comfort and

visual guidance
Seen as white with traffic flow and red if you drive against traffic
traffic
UPTUN Human response

Task 3.2: Tunnel user (TNO)
Content of work:
Two driving simulator studies
Video observations of crowd movement
Evacuation in smoke
Evacuation modeling
Innovative evacuation systems
TNO driving simulator study
Results
Investigate effect of EU leaflet on best behavior

40% left engine running
Most people do not use the radio
Most people did not think it was necessary to act
Not bad, did not see panic
Leaving vehicle improves with leaflet and operator (<100%)
First encounter traffic queue, then stop then smoke
1 group natural behavior
1 group read leaflet
1 group leaflet and operator voice
People still need more information
SINTEF truck driving simulator study
SINTEF truck driving simulator study

Results
How do truck drivers behave

in a tunnel fire?
Does the EU leaflet help?
Only 20% stopped safely before the

accident
17% stopped besides the accident
2 % passed at a speed of 3 km/h
(Cars 14% - 49km/h)
5% collision (EU leaflet!)

No difference in risk perception
People underestimate how far they are
inside
Evacuation study and crowd videos
Evacuation study
Goal: improve evacuation models
Benelux evacuation tests (TNO, RWS)

If others do not act, people wait
If they evacuate, they may come back
Information of walking speed and waiting times in
model
Train tests (various countries, TNO)
Effect of luggage, door width and
height of stepping down
Results
Evacuation study
Clearly relevant, audible and visible information
that reduces both the time in car
car and the
hesitation time
time
Most people react and step out of their cars after
an announcement is made
People reacting after the announcement also
spend less time hesitating than those reacting
before the announcement is made
It is clear that the information provided fastens
the evacuation process and provides a guiding
that is needed.
Stage model for Evacuation

UPTUN WP3 Human response
Figure 1: Three stages in peoples emergency behaviour based on observable behaviour

Three stages in peoples emergency behaviour based on observable behaviour
Way finding by
sound and vision
Sound beacon study (TNO, RWS)
New evacuation system (MRSL)

Visual information
Auditory information (sound beacons)
Tactile information
Not dependent on power
Low-cost installation
Temperature sensors
Atmosphere monitoring
Dynamic guidance
Figure 1: Examples
on escapeon
route
signs (Worm,
E., 2005)
Examples
escape
route signs
(Worm, E., 2005)
Misconceptions
Panic Theory
Misconceptions
When we realize the danger
When there is a fire in a tunnel

people panic
Reduced problem solving

Passivity / paralyzed
Not able to receive new information
Strong focus, Rigidity, Sharpened senses
Experience situation as in slow motion

motion
Shift of cognitive mode (acknowledgement of situation
situation)
Panic
Fight or flight
In emergencies we do not act as rational citizens
citizens, but as the SavannahSavannah-human
Actual Observed Behavior in

Tunnel Fires
Initial phase:
Tendency to interpret information in positive
manner (believe the best)
Unrealistic perception of time available
Unrealistic perception of danger
Binding to group & belongings
Misconceptions
Information may scare people
and lead to panic

Tunnel Fires
It should be noted that
UPTUN evacuation
experiments showed:
"dangerous" information
(e.g. explosion danger)
led to orderly evacuation
rather than to panic
This underlines that

-InformationInformationis the antidote to panic
Misconceptions
Minimum required Tunnel
Closing Equipment is
sufficient to stop drivers and
avoid secondary accidents?

Tunnel Fires
Real Accident while we were

installing our equipment,
equipment, and the
tunnel was closed
Red flashing stoplights
20% drive past

Smoke in tunnel not enough to change behavior
Barrier for closing tunnel
Signals for closing tunnel
Lessons learnt
Visibility measures in smoke
(Laser versus Humans)
2 m = disorientation
10 m = poor visibility
20 m = moderate visibility
50 m = good visibility
Placement of escape signs

Alternative way finding
Tactile, visual, audible
Misconceptions
Herd effects are purely
negative for evacuation
Actual tunnel evacuation and

crowd observations
We know today more about what is a realistic walking
speed during an evacuation
Misconceptions
Realistic walking speeds are on average

2.6 m/sec (not 1.51.5-2.0 m/sec)
Running starts approx.
approx. 7 m/sec
According to norms for evacuation in tunnels,

the walking speed is set to 1.51.5-2.0 m/sec.
These are, however, norms based on
observations of healthy adults.
Walking speed will depend, among others, on:

Visibility
Crowdedness
Handicap
Age (children, old people)
Delay due to attachment to a group (family, travel companions etc.)
etc.)
Luggage
EU directive
Minimum Required Signage
Signage
Road Signs shall

be used to
designate
Lay-bys
(Pull-off area)
Same sign shall
be used for all
kinds of
emergency exits
EU directive
Minimum Required Signage
Escape routes
Two nearest
emergency exits
shall be signed on
the sidewalls at
distances no more
than 25m
at a height 1.0 to
1.5m above escape
route level, with an
indication of
distances to the exits
Emergency exits
If local conditions show that the above mentioned
provisions are insufficient, short perpendicular escape
gallery or a parallel safety gallery with cross connections
at maximum intervals of 500 m allowing people to escape
on their own should, be constructed.
No shelters unlinked to escape routes shall be built.
Distance between laylay-bys

shall not exceed 1000 m.
Additional provisions for twintwin-tube tunnels
Figure 1: Line Signals (measures in mm) (Statens vegvesen, 2006)
In the event of an incident the other tube is used as

escape and rescue route.
route. Pedestrian crosscross-connections
shall link the tubes at maximum intervals of 500 m.
Every third crosscross-connection shall allow the passage of
emergency service vehicles.
vehicles.
Propagation of smoke of gases from one tube to the
other shall be prevented
kkkkkkkkkkk
kkkkkkkkkkk
kkkkkkkkkkk
kkkkkkkkkkk
Key research needs

1.
State of the art / existing tunnels (US)
2.
Retrospective & Proactive studies
3.
Surveys
Accidents, near miss, effective self rescue
Tunnel experience/fear
Recall & use of safety information / installations
4.
Effective Education & Training
5.
Project specific research:
6.
Innovative solutions
Extremely long, deep (sub(sub-sea), complex city tunnels
Evacuation support/assisted support

z
z
z
z
What can we learn from

incidents?
ITS for tunnel safety:

LED Lights/ tactile/ Acoustic
Stop cars from entering
Detecting dangerous goods/vehicles
What can we learn from:

A near death experience
experience
Fire in a bus in a sub sea tunnel (10% incl.)
Chatastrophes
Accidents
Near miss - incidents
Phase 1:
Bus driver tried to extinguish, unsuccessful
Luggage was brought forward
Walked out of the tunnel with their luggage
Passengers got lift by passing vehicles
Phase 2:
Some passengers stayed with driver
Control center alarmed (by mobile phone)
Phase 3:
Safe Travel
Firemen entered contrary to orders from chief

Fire extinguished
Unfortunately all went well, no experience

30.000 m2 highly inflammable PE insulation
Reasearch on education & Training

Challenge lies in handling
variation among involved
road users
Variation across:
language,
age,
sex,
culture,
Mobility
Project spesific research

Longer
Deeper
More complex,
complex, more traffic
OnOn-off ramps, Junctions.
Junctions. roundabouts
Challenge lies in educating & informing

drivers
10
ITS for tunnel safety
Advanced driver support

towards CoCo-operative systems
Area specific ACC

Car to car communication
In vehicle info
OnOn-board
systems +
Car-to-infrastructure
CarCar-toto-car
Communication
Communication +
E/E Architechitechture Com. systems

CANCAN-bus
Frequency
Digital maps
Protocols
Sensors
ACC
Com. systems
Frequency
Protocol
Services
Responsability
Cost sharing
Increased safety and comfort with LED
Project spesific research
Stockholm ring
Wayfinding signage and human Factors

Extremly:
Extremly:
Long
Deep
Complex,
Complex, high density city tunnels
Design of tunnel OnOn-off ramps, Junctions.
Junctions.
roundabouts
11
Fire Growth and Heat Release in Tunnel Incidents
Reported from the Eurotunnel fire 1996 [Liew et al

1998]
NV
Etot
HRRmax
tmax
td
V
Prof. Haukur Ingason

SP Fire Technology (www.sp.se)
Malardalen University (www.mdh.se)
10 HGV
2200 GJ
370 MW
1h
2.5 h
Ventilation controlled
NCHRP 20-7 Task 230

Workshop on Safety and Security in Roadway Tunnels
November 28, 29, 2007
Beckman Center, Irvine California
Estimation of the Tauern fire 1999
NV
Etot
HRRmax
tmax
td
F
Newhall Pass Tunnel October 12, 2007
16 HGV
4000 4500 GJ
300 - 400 MW
2-3 h
7 10 h
Fuel controlled
Large fires in road tunnels
Frejus tunnel fire France-Italy 2005

17:47:38
Accident, year
Vehicle type
Tunnel cross
-section
(m2)
Estimated
Etot
Estimated peak
HRR
(GJ)
(MW)
Estimated
time to peak
HRR
Estimated
fire duration
Conseil Gnral des Ponts et Chausses

1er mars 2006
Bureau dEnqutes sur les Accidents
de Transport Terrestre
Affaire nBEATT-2005-006
17:48:24
Number of
fatalities
Road tunnels
Channel
tunnel, 1996
10 HGV
45
2200
370
1h
2.5 (3.4) h
Mont Blanc,
1999
15 HGV, 9
cars *
50
5000-7000
300-380
2-3 h
9-13 h
39
Tauern, 1999
16 HGV, 24
cars
45
4000-4500
300-400
2-3 h
7-10 h
12
St Gotthard,
2001
13 HGV, 10
cars
41
>200
3-4
11
Frejus tunnel,
2005
4 HGV, 3 fire
fighting
vehicles
50
>200
<6
17:48:30
17:49:18
Frejus tunnel fire France Italy 2005
17:53:55
Fire in vehicles (video)
Runehamar tests 2003 (video)
We have learned that
17:52:42
it is the vehicles that burns and not the tunnel
people do not behave as we engineers would like

them to do
more vehicles are involved than we designed the

tunnels for
we must consider the fire growth rate and not

only MWs
semi-trailers load cabins must be built in noncombustible material
fire spreads by ventilation
fire departments get into problems
18:05:00
Tests performed by SP
HRR from large vehicles

EUREKA 499 - HGV
EUREKA 499 - simulated truck load
Benelux - 36 wood pallets - 0 m/s - (T8)
Benelux - 36 wood pallets - 4-6 m/s - (T9)
Benelux - 36 wood pallets - 6 m/s - (T10)
Benelux - 72 wood pallets - 1-2 m/s - (T14)
Runehamar - wood and plastic pallets (T1)
Runehamar - Wood pallets - mattrasses (T2)
Runehamar - furnitures and fixtures (T3)
Runehamar - cartons and PS cups (T4)
250
Heat Release Rate (MW)
17:50:55
200
150
100
50
0
0
10
20
30
40
50
60
Time (min)
Fire that jumps between vehicles
Influence of wind on maximum heat release rate
250
q"max (kW/m )
200
150
100
50
0
0.00
0.20
0.40
0.60
0.80
1.00
1.20
uc (m/s)
Wood crib A
Wood crib B
Free burn
Model scale tests at SP , see SP Report 2005:49
Influence of wind on fire growth rate
Time Temperature curves - RWS, HC, ISO
140
1400
1200
100
80
Gastemperatur [ C]
60
1000
Q/ t (kW/min)
120
40
20
0
0.00
0.20
0.40
0.60
0.80
1.00
1.20
800
TISO 834
THydrocarbon
600
TRWS
400
uc (m/s)
200
0
0
Model scale tests at SP, see SP Report 2005:49
20
40
60
80
100
120
Tid [min]
Relation between Q, u, and A
Tests with Water Mist system
Maximum ceiling temperatures

Longitudinal flow
Ceilingtemperature
(o C)
1600
1400
1200
1000
800
600
400
200
0
0
Q/u A (MW /m /s)

Low severity:
T = 900(1 e
5Q
)
uA
Medium severity:
T = 1100(1 e
5Q
)
uA
Memorial
Zwenberg
Other liquid fires
HGV
Model tests SP 2002
Model tests SP 2005
Modeltests FOI SP
Runehamar T1
Runehamar T2
Runehamar T3
Runehamar T4
low
medium
high
High severity:
T = 1350(1 e
5Q
)
uA
Conclusions
Why L-surF?
What is L-surF?
L-surF Services
Products and Services
Mainly HGV involved in large fires
L-surF Services
Fire can spread over 100 m creating fires over 300 MWs
Fire growth rate influenced by ventilation
Ventilation assists in fighting fires
Water spray systems prevent fire spread
European distributed (virtual)

large scale facility
for underground safety and security
A unique expertise
thanks to the diversity and complementarity of the partner organisations
New interesting SP Report
Comparison and Review of Safety Design Guidelines for Road Tunnels

Hak Kuen Kim
Anders Lnnermark
Haukur Ingason
www.sp.se -> in english -> publications -> extended search
SP Report 2007:08
AASHTO/NCHRP 20-7 Task 230

Workshop on Safety and Security in Roadway Tunnels,
Nov. 2007, Beckman Center, Irvine CA
Content
Ventilation
Systems
Design
Incident Detection and Tunnel

Ventilation
guidelines
Control
Incident detection
Manual
Automatic
Interaction
Peter J. Sturm (sturm@vkmb.tugraz.at)

Institute for Internal Combustion and Thermodynamics
Problems with ventilation control in tunnels

Conclusions
Institute for Internal Combustion Engines and Thermodynamics
Tunnel ventilation why?
(heat detectors, CCTV)

with ventilation control
Ventilation systems
Aim of ventilation
Longitudinal Ventilation
provide
sufficient air quality for a safe usage of the

tunnel (normal operation)
improve the safety during fire events
National and international guidelines define the type

of ventilation as a function of tunnel length and
traffic volume
PIARC
guidelines (recommendations)
guidelines (obligations)
national
Source: PIARC 07
Photo: W. Stroppa
Ventilation systems
Ventilation systems
Longitudinal with (massive) point extraction
Source: PIARC 07
Semi transverse ventilation (air injection)

Not for fire situations
Source: PIARC 07
Ventilation systems
Ventilation systems
Semi transverse ventilation in incident mode (air

extraction)
Full transverse ventilation
Source: PIARC 07
System selection
System selection - unidirectional traffic
Criteria
Source: PIARC 07
Traffic volume
Tunnel length
Risk (share of heavy goods vehicles, hazardous goods, congestions)
Selection has to be confirmed by a risk assessment
EU guideline
Mechanical ventilation for tunnels with more than 2.000 Veh/day

and a length > 1 km
Transverse ventilation (semi or full) for tunnels with more than 2.000
Veh/day and a length > 3 km
Require remote controlled dampers for smoke extraction
System selection - bidirectional traffic
Requirements on mechanical equipment

g
Jet fans
Temperature: 400 C over 2 hours (A), in Germany
only in cases of tunnels with high risk
Material: Stainless steel with very high quality
Cables: Fire resistant 90 min
Axial fans (transverse systems)

Fans and all equipment in the exhaust air duct
400C over 120 min
Material: all parts in connection with exhaust air
stainless steel with very high quality
Ventilation control
Ventilation control
g
Tunnel
Ventilation
Ventilation philosophy
Sensors (detection and control)
Control mechanism (software)
Normal operation
Monitoring of carbon monoxide (tracer for health
concerns)
Control of visibility or light extinction (accident
prevention)
Control of NOx (NO2) in case of portal or shaft
locations in critical regions (environmental
concerns)
Fire case
Support of self rescue possibilities (phase 1)
Support of external rescue forces (phase 2)
Drnsteintunnel Wachau;
transverse ventilation 1958
Drnsteintunnel/Wachau Querlftung 1958
Axial fans (200 m/s, 800 kW)
Control scheme
Situation inside the

tunnel
Concentration (CO, NOx)

Visibility
Traffic volume
Air velocity
Re
ac
tio
Comparison with
target value
Action
No
{ Control of fans
ok?
T. Waltl
incident ventilation
Ventilation control
Fire case
Normal operation (CO, visibility)

normal operation
FIRE
localization of the fire
allocation to the right fire control section
freezing the current ventilator status
turning off the ventilator with priority 0
true
true
actual value
CO < 25 ppm
actual value
visibility
< 3,5x10-3 m-1
true
selection of the
flow sensor
sensor OK
actual value
air volicity
< 10 m/s
false
next lower priority

number of the
flow sensors
true
false
re-opening the tunnel
false
k < 7x10-3 m-1

with decreasing
tendency
true
CO < 90 ppm
with decreasing
tendency
true
controller
defines the amount of
jet fans to reach
k ~ 3,5x10-3 m-1
false
controller
jet fans in the
opposite direction
controller
defines the amount
of necessary
jet fans
tunnel is
closed
false
false
false
controller
jet fans to reach
CO ~ 30 ppm
true
determination of the flow direction

(depending on the prevailing flow)
actual flow velocity

is in the range
of the set value for the
flow velocity
(chapter 4.6)
false
tunnel still closed
CO 150 ppm
as 1 minute
average
true
false
k 12x10-3 m-1
as 10 minute
average
false
CO 100 ppm
as 10 minute
average
prevailing flow in
direction Villavicencio
depending on the
determined
flow direction
closure of the tunnel

priority and direction defaults for the fire ventilation
(table 4-4 to table 4-5)
Main criterion Velocity of the air/smoke

Too high self-rescue possibilities restricted
Too slow big backlayering may restrict self

rescue possibilities
g
g
Movement of the smoke in driving direction

maximum velocity of air
A: 1,5 m/s to 2 m/s (RVS 09.02.31)
D: critical velocity ~ 3m/s (RABT)
CH: 3 m/s (ASTRA)
Priorities for fans (A)
Movement of the smoke in driving direction

maximum velocity of air
A: 1,0 to 1,5 m/s (RVS 09.02.31)
D: 1,5 m/s (RABT)
CH: 1,5 m/s (ASTRA)
Ventilation philosophy; longitudinal

ventilation, unidirectional traffic
Ventilation philosophy; bidirectional traffic or

unidirectional and congestion
g
prevailing flow in
direction Bogot
priority and direction defaults for the fire ventilation

(table 4-2 and table 4-3)
Ventilation philosophy during the self rescue

phase
g
keep status
false
true
true
true
Priorities for fans
Ventilation philosophy, PIARC draft 2007

Case Traffic prior to incident
A
Unidirectional traffic
without traffic
congestion
B
Unidirectional traffic
with traffic congestion
Bidirectional traffic
Principle for longitudinal ventilation

Flow velocities in direction of traffic to prevent or at
least minimize backlayering of smoke
Relatively low flow velocities (e.g 1.2+/-0.2 m/s)in
direction of traffic in order to minimize flow spread
upstream, to allow smoke stratification, to support
dilution of toxic gases and to enable people to
escape.
Relatively low flow velocities should be maintained,
avoiding flow reversal unless circumstances dictate
otherwise (for example fires near portals), to allow
smoke stratification, and to enable people to escape
in both directions.
Transverse ventilation
Required information
Exhaust Air Duct
Ab l u f t k a n a l 4
Ab l u f t k a n a l 3
Street Tunnel
Normal operation
Fire case
In tunnel air quality (CO, visibility, air speed)
V long towards the fire

3,8 km
1,2 km
3,8 km
1,2 km
Detection of the alarm

Localization of the event
Air velocity at the time of detection
Traffic situation at the time of detection
Target velocity depending on traffic situation and
location of incident
T. Waltl
Required information
g
Manual detection (emergency case)
Two major problems
Detection of the location of the incident

Location influences the
selection of fans (priority order) in longitudinal
ventilated tunnels
selection of damper(s) to be opened in transverse
ventilated tunnels
Quality of the velocity signal
must give the average velocity over the tunnel cross
section
and must be accurate
alarm goes to the control

center
confirmation
and activation by
Extinguisher
operator
g
y
en c
er g n
m
E of utto
No exact description
b
the incident location
Problem
Manual detection
g
From inside tunnel

Reaction:
Ph
on
e
Automatic detection
In control center via video detection
Reaction: activation by operator

in case of CCTV confirmation of alarm and
activation of procedures
Linear heat detectors

reliable for stationary sources
alarm triggered by a linear heat detector activates
automatically the alarm procedures
System requirement: Pre-alarm after 60 s, alarm
after 90 s ( 120 s resp. 150 s if air velocity > 3m/s)
Smoke detection
e.g. visibility meters (RABT (D) requires
opacimeters every 300 m)
problem: smoke moves with the air, capturing of
source not easy
in most cases no automatic start of emergency
procedures
manual confirmation by operator required
Automatic detection
g
Ventilation control
Video detection (CCTV)

Very quick
Detection of abnormal situations possible
problems with moving smoke (location?)
In order to detect the location of a stationary source,
minimum distance between cameras ~ 50 to 70 m
Tunnel
Ventilation system
Methodology (philosophy)
Detection
Software (controller)
Controller
g
Requirements for sensor for air velocity
Aim of the controller is to achieve the target value as soon

as possible and keep it stable
g
g
Velocity
Velocity value as average over cross section

Required accuracy +/- 0,3 m/s
Short response (t90) time and time resolution in
the Hz range
Proper positioning of sensors
Bindermichl east bore, problem oscillation

LG_2 (Hitzdraht)
Longitudinal ventilation, simple on/off switches

Big fans (1600 N thrust)
of fans
Referenzmessgert LG_2 (USA)
Test B Zone 7 orig. activation from fire extinguisher
acting against meteorological conditions
6.0
3.00
5.5
5.0
Sensor signal ???
Problem: sensors too slow and influenced by fans
Actual velocity
No. of activated fans
2.00
4.5
4.0
1.00
BOG
3.0
0.00
10:06:58
2.5
10:09:50
10:12:43
10:15:36
10:18:29
10:21:22
10:24:14
2.0
-1.00
1.5
Target
value
m/s
Geschwindigkeit [m/s]
3.5
1.0
-2.00
0.5
0.0
reaction of air inside

tunnel time shifted
-3.00
-0.5
-1.0
-4.00
Target velocity band
-1.5
Alarm off
V/CIO
Alarm on
-2.0
-5.00
-2.5
-3.0
17:20
-6.00
17:25
17:30
17:35
17:40
17:45
17:50
17:55
18:0
activation of
fans too quick
Longitudinal ventilation, simple on/off

switches of fans
m/s
0.00
14:15:22
14:16:48
14:18:14
14:19:41
14:21:07
14:22:34
14:24:00
14:25:26
14:26:53
Ruine Gsting
455 m
14:28:19
RAACH
Lftungsabschnitt
Lftungsabschnitt
Lftungsabschnitt
ABLUFT
WEST-Rhre
Neubau
3,8 k m
1,2 k m
3,8 km
Lftungsabschnitt
Lftungsabschnitt
-2.00
Alarm off
NORD
763 m
640 m
Lfterstation Raach
Frstenstand
Notausfahrt Sd
Schacht Sd 90m
Fire location
Velocity sensor
SD
BOG
2.00
Kaverne Sd
VELAIRE PROMEDIO
No. of activated fans
upper target velocity
lower targer velocity
4.00
TUNNELZENTRALE
Tunnelmeisterei Webling
6.00
Notausfahrt Nord
Kaverne Nord
Schacht Nord 240m
Effect of false signal from vel. sensor
Test D Zone 7 (15s floating average)
1
ZULUFT
1,2 km
-4.00
V/CIO
-6.00
-8.00
ZULUFT
Alarm on
OST-Rhre
Bestand
G A JW 1
ABLUFT
G AJW 1
Big fans (1600 N thrust)

acting against meteorological conditions
Problem analysis
g
False sensor signal
Too much air from

downward the fire
Only fresh air was
extracted
Betriebstation
RAACH
KARVERNE NORD
KARVERNE SD
Problems with software bugs and

errors in addressing fans
g
Longitudinal
ventilated tunnel
2nd fire alarm
wrong fans used
Smoke movement longitudinal ventilated

tunnel

tunnel

tunnel

tunnel
Main problems found
A7 - UFT Bindermichl
Traffic signs
Controller not adjusted for the tunnel and its

specific situation
Wrong or misplaced velocity sensors

Fans can not use the full thrust because of
misplacement, influences by other equipment, too
short distances between fans, etc.
Unpredictable influences from additional on/off
ramps inside tunnel, open cross passages (for
vehicles), open egress doors,
Fans
16
10
12
10
12
14
LG_2
LG_NP
14
Exit Muldenstrae
Fire
location
18
LG_1
LG_SP
Bindermichl incident ventilation, east bore
North portal
Fans all 100 m

Huge number of traffic signs
variable cross sections
additional on/off ramps inside tunnel
Exit
Ramps Muldenstrae
Muldenstrae
South portal
Extreme width
Highway with connecting ramps
Air velocity sensor
16
I
G
Driving direction
Anemometer
Jet fan
Fire detection section
18
Without ramps Muldenstrae ca. 50% less fans required

Bindermichl incident ventilation, west bore
Fire test
~4%
~1%
SL15_1
SL13_1
B C
SL11_1
A1 (Wien/Salzburg)
Auffahrt
SL17_2
Ausfahrt
SL17_2
SL15_2
SL9_1
LGSP
At higher heat release

rates
Fire location
Muldenstrae
SL17_1
SL7_1
SL11_2
SL3_1
SL9_2
LGNP
SL7_2
SL5_2
SL3_2
SL1_2
Velocity in fire
zone
Control value
Ventilator
SL1_1
LGBG2
LGBG1
SL13_2
SL5_1
LGBG2
LGNP
Istwert
Fans with reduced

efficiency
Fans with good efficiency
bergeordnete
Brandzone
Fire location
3.5
3.0
2.5
2.0
1.5
1.0
0.5
0.0
Brandbeginn .
Brandtasse
Prag
Strmungsgeschwindigkeit [m/s]
LGBG2 Strmungsmessgert4.0
-0.5
-1.0
-1.5
Flow reversal
16:40
16:39
16:38
16:37
16:36
16:35
16:34
16:33
16:32
16:31
16:30
16:29
16:28
16:27
16:26
16:25
16:24
16:23
16:22
16:21
16:20
16:19
16:18
16:17
16:16
16:15
-2.0
Zeit [hh:mm]
Traffic needs vs. tunnel design
Measures to avoid influences from false air
Conclusions
Conclusions
Consideration of fire case requires a high technical

standard in ventilation and ventilation control
Complex ventilation control requires a high standard
for sensors and detection
Automatic (feed back) control of ventilation system
is necessary, manual control only in simple
longitudinal ventilated tunnels possible
Development (adjustment) of the controler requires
time and test possibilities in the tunnel without any
traffic
System proof (hot smoke) is necessary before

opening the tunnel
Checks on a regular basis for all elements of the
system imperative (not only maintenance)
Improved technology results in increased safety
standards BUT an increased risk in case of a
malfunction of one part of the system (detection,
sensor, software)
Research needed (not only research)

g
Detection
Reliable and quick smoke detection
Detection of moving fire sources
CCTV (problem of position and distance between
cameras)
Control system vs. human behavior

Implementation of unexpected situations into the
control scheme (e.g. open doors of big cross
passages, inclusion of more sensor information)
Research needed (not only research)

g
Requirements on equipment in tunnels
Test protocols for tunnels in operation

Currently most tests are done only during the
commissioning/approval of the tunnel (i.e. once in
the lifetime of the tunnel)
Equipment tests (not maintenance)
Function tests (incident procedures)
Leakage tests (transverse ventilated tunnels) (false
ceiling, dampers,)
Emergency lighting
Human behavior
Thank you for your attention

City tunnels
Thank you for your attention

10
Fire test, south tube direction Prag
Fire test
Velocity sensors
Istwert fr Regelung
U im Abschnitt A
Control value
LGO
5.0
Strmungsgeschwindigkeit [m/s]
Fire location
Brandbeginn/fire
4.5
4.0
Detektion/detection
3.5
Adjusted to the different

cross sections
3.0
2.5
2.0
1.5
1.0
velocity in fire section
0.5
18:30
18:29
18:28
18:27
18:26
18:25
18:24
18:23
18:22
18:21
18:20
18:19
18:18
0.0
Fire test
Fire test
Influence of ribs
11
Risk Management and

Safety Concept for the
resund Link Immersed
Tunnel
Risk Management and Safety Concept for the

resund Link Immersed Tunnel
Introduction
Danish Strait Crossings
The resund Link Tunnel
- Contracting
- Risk Analysis
- Safety Features
- Construction
- Operation
Mikael W Braestrup, M Sc, Ph D

Senior Engineer, Ramboll, Denmark
mwb@ramboll.com
Location Map
Slide 2
Location Map
Denmark
5.5 million
43000 km2
Slide 3
Denmark
Slide 4
Transport Infrastructure
Sweden
Denmark
Copenhagen
Jutland
Funen
Germany
Zealand
Slide 5
Slide 6
Slide 7
Slide 8
Slide 9
Slide 10
Railway Bridges
Madsnedssund 1884
Vildsund 1874
Slide 11
Slide 12
Railway Bridges
The Danish Straits: Lilleblt, Storeblt, resund

Skagerak
North Sea
Madsnedssund 1884
Kattegat
Jutland
resund
Copenhagen
Lilleblt
Storeblt
(Great Belt)
Baltic Sea
Slide 13
Storeblt The Great Divider
Slide 14
Storeblt The Great Divider
Slide 15
Lilleblt The Cultural Barrier
Slide 16
resund The Economic Lifeline
Skagerak
North Sea
Skagerak
North Sea
Kattegat
Kattegat
Jutland
Lilleblt
Elsinore
Storeblt
(Great Belt)
resund
resund
Copenhagen
Copenhagen
Lilleblt
Baltic Sea
Slide 17
Storeblt
(Great Belt)
Baltic Sea
Slide 18
The Danish Straits: Lilleblt, Storeblt, resund
Lilleblt Bridges 1935, 1970
Skagerak
North Sea
New Bridge 1970
Kattegat
1775
resund
Copenhagen
Lilleblt
Storeblt
(Great Belt)
Railway Bridge 1935
Baltic Sea
Slide 19
Danish Strait Crossings: Lilleblt, Storeblt
Slide 20
Storeblt Fixed Link 1997, 1998)

West Bridge (6.6 km)
New Sprog (1.2 km2)
East Tunnel (8 km)
East Bridge (6.7 km)
18 km (Coast-Coast)
EUR 4000 Million
Slide 21
Danish Strait Crossings: Lilleblt, Storeblt,

resund and Femer Blt
Storeblt Link 1997, 1998
Slide 22
Danish Strait Crossings: Road Tunnels ?
resund Link 2000
Femer Blt Link 2018?
Slide 23
Slide 24
Danish Road Tunnels: Limfjorden
Danish Road Tunnels: Limfjorden, Guldborgsund
Aalborg
Limfjorden 1969
Guldborgsund 1988
Limfjorden 1969
Slide 25
Danish Road Tunnels: Limfjorden, Guldborgsund, resund
Slide 26
resund Fixed Link (1993 2000)

Dual Track
Railway
resund 2000
Limfjorden 1969
Four Lane
Motorway
Guldborgsund 1988
Slide 27
resund Fixed Link - Location
Slide 28
Castle Elsinore
Slide 29
Slide 30
resund Fixed Link (1993 2000)
Castle Elsinore
Dual Track
Railway
3 trains/hr
Four Lane
Motorway
AADT
19000
resund Region
16000
commuters
3.5 million people
5 universities
High tech enterprises
International airport
Slide 31
Slide 32
resund Fixed Link - Organisation
resund Fixed Link - Organisation
Toll Funding
Toll Funding
EUR 3000 million
Danish Landworks
Coast Coast
Swedish Landworks
Slide 33
resund Link Coast - Coast (1995 2000)
Slide 34
resund Tunnel
Peninsula (0.9 km2)

resund Tunnel (3.8 km)
Peberholm (1.3 km2, 4.0 km)
resund Bridge (7.8 km)
Immersed tube concrete

No external membrane
16 km (Coast-Coast)
EUR 2000 Million Slide 35
Slide 36
resund Tunnel
resund Tunnel


Gravel bed foundation
Longitudinal ventilation
Smoke-free escape gallery
Slide 37
Slide 38
Contract Philosophy
Contract Philosophy
1992:
1992:
June 1993:
June 1993:
Owner resundskonsortiet:
Design & Construct Contracts
Owner resundskonsortiet:
Design & Construct Contracts
House Consultants:
Functional Tender Designs
House Consultants (LC) :

Functional Tender Designs
Four contracts (two combined)
D & R Contract
Tunnel trench
Navigational channel
Peninsula & Island construction
Work harbours & trenches
Compensation dredging
Slide 39
Compensation Dredging Baltic Sea
Slide 40
Compensation Dredging
Worlds largest body of

brackish water.
Marine life dependent on
inflow of salt and
oxygenated water.
Blockage could have
severe consequences
for Baltic fisheries.
Government decision:
Zero blockage.
Slide 41
Slide 42
Storeblt
Leonardo da Vinci
Storeblt
Leonardo da Vinci
resund
Trial dredging
Slide 43
Slide 44
Contracting
No blockage
Max 5 %
sediment spill
March 1991:
Intergovernmental Treaty
Summer 1991:
Ratification
Storeblt
Leonardo da Vinci
June 2004:
Construction Permit
July 1995: Contracts:
D & R (EUR 300 Million)
Tunnel (EUR 700 Million)
November 1995: Contract:
Bridges (EUR 1000 Million)
resund
Trial dredging
Slide 45
Design Documents
Slide 46
Design Documents
Slide 47
Slide 48
Risk Management
Risk Management
Slide 49
Risk Acceptance Criteria
Slide 50
Risk Acceptance Criteria
ALARP
Fire Scenarios (Road)

Car
Truck
Heptane
LPG
Operational Risk Analysis Report
ALARP: As Low As Reasonably Possible
Slide 51
Risk Mitigation
(Being updated 2007)
Slide 52
Risk Mitigation
Design Event
Frequency corresponding to characteristic

load value
Slide 53
Slide 54
Technical Design Basis
Safety Requirements - KKSURR

Coast Coast, Safety, Accidents, Rescue and Clearance
DB-GN: Design Basis - General

DB-EN: Design Basis Environmental
DB-CS: Design Basis Civil and
Structural
Design demands
DB-GE: Design Basis - Geotechnical

Risk Analysis
DB-ME: Design Basis Mechanical

and Electrical
KKSUR
DB-RA: Design Basis Railway

Works and Installations
(advisory group)
Safety Concept
DB-SA: Design Basis - Safety
KKSURR Report
Design Basis Safety
Target Safety Index = 4.7

Slide 55
Safety Requirements
Slide 56
Tunnel Construction - Dredging
Safety Features:
Escape Route
Fire Protection
Fire Fighting
Ventilation
Drainage
Power Supply
SCADA
Bucket Dredger Chicago

7 million m3
Slide 57
Kastrup Peninsula
Slide 58
Cutter Suction Dredger castor
Peberholm
Slide 59
Slide 60
10
Tunnel
Tunnel Element Fabrication

8 Segments (22 m)
2800 m3
30 hrs
Immersed Length
3510 m
20 Elements
175 m
Element
Size
56000 t
175 m
Slide 61
Slide 62
Tunnel Element Installation
Tunnel Element Immersion
Slide 63
Slide 64
Tunnel Element Immersion
Tunnel Operation - Traffic
Number of vehicles/day
30.000
25.000
20.000
Great Belt
15.000
resund
resund Budget
10.000
Ferries,
Great Belt
5.000
0
19
98
19
99
20
00
20
01
20
02
20
03
20
04
20
05
20
06
Production Rate:
1 element (175 m) per month
Year
Slide 65
Traffic Development 2005-06

Storeblt 9 %
resund 16 %
Motorways 2.4 %
Slide 66
11
Tunnel Operation Traffic Development
Tunnel Operation - Accidents
20.000
16000 Commuters (2006)
18.000
6000 by car
14.000
+ 18%
+ 16%
16.000
Nos/vehicle km x 10x8
+ 15%
+ 14%
12.000
10000 by train
Rate of accidents involving serious injury (total fixed link)
+ 16%
10.000
+ 10%
8.000
6.000
Reasons for travelling by passenger

car across resund
4,9
4.000
2.000
3,8
2001
2002
2003
2004
2005
2006
3,6
2007
3,2
3
2001
Holidays
11%
Holidays
19%
Business
29%
2006
Business
25%
Short-breaks
12%
Short-breaks
10%
Holidays
7%
2,8
2,5
2015
Business
22%
2,4
2
1,7
1,6
1
Short-breaks
19%
Leisure
19%
Commuting
5%
Leisure
22%
1998
Commuting
30%
Leisure
28%
Commuting
42%
1999
2000
2001
resund Link
0
2002
0
2003
Great Belt
2004
0
2005
0,9
0
2006
One incident in
2000, 2001,2004
(and 2007), none in
the tunnel
Average Danish motorw ays
Slide 67
Tunnel Operation - Accidents
Slide 68
Escape Route
Rate of accidents involving serious injury (total fixed link)
- One incident in 2000, 2001,2004 (and 2007), none in the tunnel
Low accident rate:

Efficient O&M procedures
Traffic information systems
Systematic monitoring of traffic
and weather conditions
Preventive road service activities
Continuous evaluation and
improvements
Nos/vehicle km x 10x8
6
4,9
3,8
3,6
3,2
2,8
2,5
2,4
2
1,7
1,6
0
1998
1999
2000
resund Link
2001
0
2002
Great Belt
0
2003
2004
0
2005
No emergency lane
Escape doors at 88 m
Escape doors never locked
Escape gallery not used
0,9
0
2006
Average Danish motorw ays
Slide 69
Slide 70
Traffic Management
Escape Route
Evacuation Strategy
Drivers shall evacute to the opposite motorway tunnel,

through the technical gallery
Swing Boom
North motorway
South motorway
North rail track
Stop Boom
South rail track
Slide 71
Slide 72
12
Traffic Management
Traffic Management
DK
Tunnel
SE
Stop boom A5.2
Motorway north
Swing boom B3.2
Swing boom B4.3
Stop boom A1.1
Stop boom A5.1
Tunnel
Motorway south
Swing boom B4.3

Swing boom B3.3
Tunnel
Slide 73
Slide 74
Traffic Management
CCTV (Closed Circuit TV)
Closing the Link
Vehicle Lane Regulations
Speed Regulations
Warning signs
Information signs
High Control
Stop boom A5.1

Swing boom B4.2
Motorway south
Stop boom A1.2
Tunnel
SE
Stop boom A5.2
Swing boom B3.2

Stop boom A1.1
Swing boom B4.2
Swing boom B3.3
Stop boom A1.2
DK
Motorway north
Ventilation
Traffic Monitoring and Control
Each jet fan has a nominal thrust

of 780 N. The nominal motor power is 33 kW at a voltage of 690 V
Design velocity: approx 5 m/s
Approx. velocity using the concept: 2-3 m/s
All jet fans in the ventilation system are maintained once a year
Every months each jet fan is motioned to check the function and
need for further maintenance
Slide 75
Slide 76
Ventilation Concept
Safety Management
10
11
12
13
14
15
16
17
18
19
20
53
54
55
56
57
67
68
69
70
71
74
75
76
77
78
90
91
92
93
95
North Railway NR
South Railway SR
Starter panel
North Motorway NM
Escape Gallery/
Escape door no.
South Motorway SM
DK
Blow out of affected tube (suction)

Blow into evacuation tube (overpressure)
Immediate start-up (no time delay)
SE
Other safety measures
Other Safety Measures
Trafficdirection
90 km/h in the tunnel

No taking over for trucks
Restrictions for Dangerous goods
Detection for stopped vehicles in the tunnel
Yearly safety assessment on organization, installations,
strategies and plans, education and training
(manager, emergency authorities and drivers)
Slide 77
Slide 78
13
Safety Management
Escape Doors
Dangerous Goods
on Road
Dangerous
Goods
Application:
Transport of dangerous goods is allowed between 11pm
and 6 am 7 days a week.
Vehicles that do not require marking in accordance with
ADR regulations are not considered to be hazardous goods
and are therefore not subject to restrictions.
Transports of class 1.1 and 1.5 explosives are restricted to
a freight load at 1 ton per vehicle and trailer.
Slide 79
Fire Protection
Slide 80
Fire Fighting
No sprinklers
Automatic Fire Alarm and Fire Fighting Systems in technical rooms
(Gas extinguishing, Water Spray and Foam ext.)
Pressurised Fire Hydrants
Fire Push Buttons in
Emergency Panels
Powder extinguishers
21 mm Fendolite MII (cementitious material with vermiculite aggregate)

applied to outer walls above New Jersey barrier, roof, and internal walls
1 m below haunches
Slide 81
Emergency Panels
Slide 82
Power and Communication

Normal Power Supply from Denmark or Sweden
Emergency
Power Supply UPS
Power Supply
Additional diesel generator
(installed 2007)
Mobile telephony GSM / DCS
FM radio
Emergency Phones
Radio Communication for rescue services
Slide 83
Slide 84
14
Alarm and Rescue
Full Scale Exercises
Computer Based Alarm System
MCs for the Rescue Services

Infra read cameras
Helmet-microphones
Casualty radios
Water tank vehicles
PAPRIKA
Tunnel
- Motorway
Full scale
Exercises
16 May, 2000
OREGANO
Bridge - Railway
22 May, 2000
CHILI
Tunnel Railway
29 May, 2000
ROSMARIN
Bridge Motorway
78 February, 2001
LAVENDEL
Tunnel - Motorway
6 October, 2004
Slide 85
Slide 86
Slide 87
Major Maintenance Activities

Escape Doors:
Firewater:
Water Spray:
Power:
Lighting:
Slide 88
resund Bridge
Opening mechanism replaced (easy operation)

Mains pipe replaced (water hammer burst)
Fire hydrants replaced (easy operation)
System compartmentalised (easy maintenance)
Piping replaced (corrosion)
Diesel generator installed (security of supply)
Light fixtures replaced (operational wear)
Slide 89
Slide 90
15
Regulations, Standards & Guidelines
Bill Connell
Presentation Outline
Parsons
Parsons Brinckerhoff
Brinckerhoff
NCHRP 2020-7 Task 230

Workshop on Safety and Security in
Roadway Tunnels
Regulations, Standards and

Guidelines
November 28 - 29, 2007
Problem Statement
We dont have one of

these !!
>>>
Chairman - NFPA Technical

Committee
Document Definition
Issuing Entities
NFPA 502 - Road Tunnels Bridges and

Other Limited Access Highways -
Key Documents
A Comparison
Conclusions
Irvine, California
Document Definition
Issuing Entities
Regulation - a document containing specific

mandatory requirements adopted and enforced by a
legal government entity.
Standard - a document containing mandatory
language, usually produced by a technical entity
such as an association or society. These documents
by themselves have no legal standing except where
they have been adopted by or on behalf of a
government agency by legislative action.
Guideline - a document providing recommended
practices in the design, construction, installation,
and operation for the fire life safety and fire
protection systems in road tunnels. These
documents have been typically prepared by
technical associations as well as some
governmental agencies..
UNECE - Transport Division

European Union Commission
PIARC
NFPA
ASHRAE
ITA
Individual Nations
European Union
Commission
United Nations Economic

and Social Council
Inland Transport
Division
Recommendations of the
Group of Experts on
Safety in Road Tunnels
Final Report 2001
PIARC Technical Committees
Directive 2004/54/EC -
Minimum Safety
Requirements for Tunnels
in the TransTrans-European
Road Network - 2004
NFPA 502
Standard for Road
Tunnels, Bridges and
Other Limited Access
Highways - 2008
Operational
Human Factors of Safety
Pollution, Ventilation, Environment
Communication Systems
Dangerous Goods Transport
Fire and Smoke Control -1999
International Tunneling
Association
ASHRAE
National Fire Protection

Association
Technical Committee on Road

Tunnel Operation (C5)
Technical
Committee TC 5.09
Applications Handbook
Chapter 13 - Enclosed
Vehicular Facilities
Maintenance and
Repair (WG6) Guidelines for Structural
Fire Resistance for Road
Tunnels - 2004
Regulations, Standards and Guidelines
Individual Nations
Comparison of Documents
Regulation Document EU Directive
Australia Australasian Fire Authorities Council
Netherlands Recommendations Ventilation of
Three specific documents will be compared:
Austria Design Guidelines Tunnel Ventilation, RVS
Norway Norwegian Design GuideRoad Tunnels,
Regulation
Regulation (EU Directive)
Standard - (NFPA 502)
Guideline - (PIARC 1999)
Fire Safety Guidelines for Road Tunnels 2001

9261:9262, Austria, 1997
Croatia Regulations on technical Standards and

Conditions for Design and Construction of
Tunnels on Roads, Croatia, 1991
Czech Republic Design of road tunnels,
Standard SN 73 7507 Road tunnel equipment

technical specifications - Guideline TP 98
France Inter-Ministry Circular No. 2000-63Safety
Road Tunnels, RWS Bouwdienst, Steunpunt

Tunnelveiligheid, 2005
Public Roads Administration, Norway, 1990
Nordic Countries Ventilation of Road Tunnels,
Sub-Committee 61, Nordisk Vejteknisk Forbund

(NVF), Report No. 6, 1993
Sweden Tunnel 2004General Technical
Specification for new tunnels and upgrading of

old tunnels, Swedish National Road
Administration, Pub. 2004,124, Sweden 2004
in the Tunnels of the National Highways

Network, Ministry of the Establishment,
Transport and Housing, France, 2000
Switzerland Ventilation for Road Tunnels, Swiss
Germany Forschungsgesellschaft fr Strassen-
United Kingdom Design Manual for Roads and
and Verkehrswesen, Richtlinien fuer Ausstattung

und Betrieb von Strassentunneln (RABT),
Germany, 2006
Japan National Safety Standard of Emergency

Facilities on Road Tunnel, Japan Road
Association, Japan, 2001
Federal Roads Authority (FEDRO),
Bridges, Part 9, BD 78/99, Design of Road

Tunnels, 1999
United States Road Tunnel Design Guidelines,

Federal Highway Administration, FHWA-IF05-023, 2004
Directive 2004/54/EC of The European

Parliament and of the Council on Minimum
Safety Requirements for Tunnels in the TransTransEuropean Road Network
Network
Standard for Road Tunnels, Bridges and Other
Limited Access Highways
Highways
Fire and Smoke Control in Road Tunnels
Tunnels
Directive 2004/54/EC Developed by the

European Parliament and
the Council as the listing of
minimum safety requirements
for all tunnels belonging to the
trans-European road network.
The directive as adopted
is dated 29 April 2004.
The EU Directive introduction states in part that:

International bodies such as the World Road
Association and the UNECE have for a long time
been making invaluable recommendations to help
improve and harmonise safety equipment and traffic
rules in road tunnels. However, as these
recommendations are not binding, their full potential
can only be maximized if the requirements they
identify are made mandatory through legislation.
legislation.
As such, the EU Directive establishes specific

minimum requirements for fire protection
and fire safety systems requirements for all
tunnels on the trans-European road network
that equal or exceed 500 meters in length.
SUMMARY
SUMMARY OF
OF MINIMUM
MINIMUM REQUIREMENTS
REQUIREMENTS
Traffic
Traffic
22 000
000 Traffic
Traffic >
> 22 000
000
vehicles
vehicles per
per lane
lane vehicles
vehicles per
per lane
lane Additional
Additional conditions
conditions for
for implementation
implementation to
to be
be mandatory,
mandatory,
500
500--11 000
000m>
m>11 000
000 500
500 -- 11 000
000 11 000
000 -- 33 000
000 m
m
>
> 33 000
000 m
m
Standard Document NFPA 502

Standard for Road Tunnels,
Bridges and Other Limited
Access Highways
NFPA 502, Standard for Road
Tunnels, Bridges and Other Limited
Access Highways establishes
minimum fire and fire life safety
requirements for road tunnels,
bridges and other roadways where
access by emergency responders is
physically limited. 2008 Edition
NFPA 502
Standard for
Road Tunnels, Bridges,
and Other Limited
Access Highways
2008 Edition

Guideline Document PIARC 1999
"Fire and Smoke
Control in Road
Tunnels"
A technical guideline
published in 1999 in
conjunction with the
XXIst World Road
Congress in Kuala
Lumpur.
The 2008 edition of NFPA 502 includes revisions that further

clarify the categorization of road tunnels and provides broad
reconsideration of the requirements and recommendations for
the following areas:
Application of fixed water-based fire suppression systems

Protection of structure and structural elements
Maintaining a tenable environment
Transport of regulated and unregulated cargos
The 2008 Edition of

NFPA 502 has added
Table 7.2, Road
Tunnel Protection
Reference, which
clearly defines the
minimum Fire Life
Safety elements
required based on
tunnel length
Several other modifications have been made throughout the

Standard that are intended to capture the latest thinking on the
best practices for fire and life safety provisions. Annex
material has been added and expanded to share relevant
information and source material related to specific provisions.

This 1999 report was prepared by the PIARC Technical Committee
C5 (now C3.3) and its Working Group 6 as an effort to present a
statestate-ofof-thethe-art
art assessment on the issues and methodologies for
fire and smoke control in road tunnels. It was intended for those
those
interested in road tunnel planning, design, construction, operation
operation
and safety including owners, consultants, operators, researchers,
researchers,
regulators and emergency responders. The document provides an
overview on the key issues related to fire emergencies in road
tunnels and offers background information and recommendations
on the means and methods to provide reasonably efficient and
costcost-effective systems to protect against fire and smoke in road
tunnels. For each subject addressed, references for obtaining
further technical detail are provided.
This report has become one of the best selling
selling publications in
PIARC history and went into its second printing in 2004.

Table of
Contents for this
guideline
document, the
technical report
titled:
Fire and Smoke
Control in Road
Tunnels
Tunnels
(PIARC 1999)
Comparison of Requirements
Comparison Water Supply Requirements
Water Supply System

Fire Detection System
Emergency Exits
Emergency Ventilation System
Hydrants/Hose Connections
Portable Fire Extinguishers
Fixed Fire Fighting System
EU Directive
Application Criterion
Required in all tunnels longer than 500 meters
NFPA 502
Comparison Emergency Exit Requirements
Application Criteria
and
Tunnel Traffic is greater than 2,000 vpl (vehicles per lane)
Required Spacing
Spacing shall not exceed 300 meters. Cross-passageways spaced at
200m permitted in lieu of emergency exits
PIARC 1999
Recommended
Recommended Spacing
Spacing should be 100 meters to 200 meters
PIARC 1999
Recommended
EU Directive
Required in all tunnels longer than 500 meters.
Incident detection may be used in place.
NFPA 502
Two means required one must be manual.
PIARC 1999
Recommends either automatic detection or
surveillance
Recommended Capacity
1,000 L/min at 0.5 mPa
Comparison Emergency Ventilation

Requirements
Comparison Hydrant/Hose Valve

Requirements
Required Spacing
Spacing shall not exceed 500 meters
NFPA 502
Required Capacity
I hour at 1,920 L/min
EU Directive
Required Capacity
Not Addressed
Comparison Fire Detection Requirements
EU Directive
Emergency ventilation required when:
Tunnel length is 1,000 meters or greater
and
Tunnel Traffic is greater than 2,000 vehicles/lane/day
* 240 m when the maximum distance from any point within the tunnel
to a point of safety exceeds 120 m
Required Spacing
NFPA 502
Emergency ventilation required
Tunnel length is 300 meters* or greater
PIARC 1999
Emergency ventilation recommended
No specific application criteria specified
EU Directive
NFPA 502
Required Spacing
Spacing shall not exceed 85 meters*
PIARC 1999
Recommended
Recommended Spacing
*No location on the protected roadway shall be more than 45 m from the hydrant
Comparison Portable Fire Extinguishers
Comparison Fixed Fire Fighting System
EU Directive
Required Spacing
Existing tunnels - spacing shall not exceed 250 meters
New tunnels - spacing shall not exceed 150 meters
Required in all tunnels longer that 300 meters*
Required Spacing
Recommended
Recommended Spacing
Not addressed
NFPA 502
PIARC 1999
EU Directive
NFPA 502
Permitted but not mandatory
PIARC 1999
Optional
SUMMARY STATEMENT
Reference Table
A tabular reference
to the fire
protection and life
safety system
requirements
contained in each
of the three
documents
compared.
Comparison Table
The application of fixed fire fighting systems to road

tunnels is still evolving. These systems are not yet
universally accepted as a legitimate fire protection and
fire safety system in road tunnels by the industry.
It may be summarized that each of the document types examined:
Do not uniformly recognize nor address the same fire and life safety
safety
hazards, issues and concerns unique to road tunnels.
Provide differing - albeit typically small differences - in the setting or

suggesting of requirements for many of the fire safety systems and
and
features.
None of these documents are considered incorrect - as each have

each been developed from a different vantage point.
Standard and Regulation documents are developed to set a

minimum level of fire safety making it incumbent on the AHJ,
engineers and tunnel operators to ensure a safe facility design.
Guideline documents provide a invaluable compendium of

information that allows the AHJ, engineers and road tunnel
operators to make fire and life safety design decisions based on
best industry knowledge and generally accepted practices.
A tabular
comparison of the
fire and life safety
system
requirements of
the three different
documents
examined.
The Thematic Network FIT Fire

Fire in Tunnels
Tunnels
Technical Report Part 2

Fire
Fire Safe Design
Design

Fixed Fire Fighting Systems
Thank you
for your
Kind Attention
PIARC Position (1999)

sprinklers (FFFS) are generally not
considered as costcost-effective and are
not recommended in usual road
tunnels.
tunnels.
NFPA Position (2004)

the use of sprinklers (FFFS) in road
tunnels generally is not
recommended.
recommended.

Future Issues NFPA 502
National Regulations
The 2007 Edition of NFPA 502 is

currently being prepared and
should be available to the industry
in the fall of 2007.
Austria
Australia
France
Germany
Italy
Japan
Netherlands
Norway
Sweden
United Kingdom
United States
Regulations, Standards and Guidelines
International Organizations
NFPA
NFPA 502, Standard for Road Tunnels, Bridges,

and Other Limited Access Highways, National Fire Protection
Association, Quincy, MA, 2004
PIARC
Fire and Smoke Control in Road Tunnels,

World Road Association (PIARC), Paris, 1999
European Union
Directive 2004/54/EC of the European

Parliament and of the Council on minimum safety requirements
for tunnels in the transtrans-European road network, 2004
United Nations
Economic Council, Economic Commission

for Europe, Inland Transport Committee, Recommendations of
the Group of Experts on Safety in Road Tunnels, 10 December
2001

Comparison Critical Systems

Future Issues
Fire Detection System

Portable Fire Extinguishers
Water Supply System
Standpipe
Hydrants/Hose Connections
Fire Department Connections
Fixed Fire Fighting System
Drainage System
Communications System
Emergency Exits
Emergency Ventilation System
Structure resistance to fire
The two most significant future issues

most likely to be considered by both the
PIARC and NFPA Technical Committees
related to road tunnels the issue of the
installation of automatic fire fighting
systems (FFFS) in road tunnels and the
determination of the proper size of the
vehicle fire to be employed in the road
tunnel safety design process.
Impact on tunnel ventilation from alternate field vehicles such as hydrogen fueled cars.
Detection system (still not reliable)
Effect of fire protection system on tunnel ventilation (still not
not clear about it)
Human factor in evacuation.
Integration of BCR with tunnel ventilation
Possible implementing one hour fire rating for cargo containers

- Research Needs
Kathleen H. Almand, P.E.
Executive Director
Fire Protection Research Foundation
Background
Research Needs
Presenters
Participants
Panel Sessions
General workshop discussion
Design Fires
Explore fire growth rate as an appropriate
design basis
Ventilation Effects
Design fires cargo types and associated heat
release
Ventilation effects on fire size
Toxic gas production and associated ventilation
design
Design fires for todays vehicles in tunnels,
effects of ventilation and geometry
Realistic design fires for todays vehicles set in a
probabilistic framework
FHWA/AASHTO Scan
AASHTO T-20 Committee
Foundation/NFPA Involvement
NCHRP 20-7 Task 230 Project
Panel Planning
Research Needs Topics
Design Fires
Fire Suppression
Ventilation Systems
Blast Effects
Other
Design Fires, at wkshp

Conduct research on the effects of different
ignitions sources on incipent times of modern
vehicles
Develop a Critical Fire Spread Parameter
Research alternate fuel loads in tunnels
Develop design approaches that focus on the
elephants
Research fire growth rate as a design
parameter explore effects of commodity
Develop design relationships between heat
release rate, energy, ceiling temperatures and
velocity
Use scale modeling as a first order research
tool

Develop a program to encourage development
of more effective fire detection systems
Evaluate the effectiveness of current fire
detection systems
Develop more effective broad based detection
systems
Develop effective automatic incident detection
systems and intelligent video
Explore one-button emergency response and
automated sensor systems
Real time digital recording system for all tunnel
and perimeter cameras
Fire and Incident Detection, at wkshp

Develop methods to detect
dangerous goods on vehicles
Develop new quick response smoke
detection technologies
Develop positioning guidelines for
CCTV systems
Fire and Incident Detection, contd

Detection and response time for design fires
Effective automatic traffic incident and fire
detection systems
Assessment methods for fire detection to
include wind and obstacle effects
Effectiveness of linear heat detection for fire
incidents
Smoke and flame detection technologies for
tunnels
Tunnel fire and smoke detection
Fire Suppression
Evaluate the effectiveness of current
tunnel fire suppression systems
suppression systems
Tunnel hazard management with fixed
fire suppression systems hazards,
design criteria, including shielded fires
Performance standards for fixed fire
suppression in tunnels
Fire Suppression, contd
Fire Suppression, at wkshp
Interaction of fixed fire suppression

systems with tunnel ventilation
Risk based sprinkler requirements
Effectiveness of water mist systems
for very large fires from heavy
goods vehicles
Effectiveness of deluge suppression
systems for fire control
Research and conduct full scale fire tests

with deluge, mist, and other types of
sprinkler systems.; include effects of
ventilation on effectiveness
Develop new cost effective purpose built
systems for tunnels
Focus on sprinkler performance
objectives and test methods
Ventilation Systems
Ventilation Systems, at wkshp
Develop advanced coordinated control

schemes for ventilation systems
Explore factors (geometric) affecting
ventilation in tunnels and hence fan
installation design
Develop means to reliably measure and
thus control air velocity
Develop appropriate guidelines for
inspection and testing of velocity sensors
Develop a design method based on

critical velocity how impacted by
sensor type and location
Structural Performance, at wkshp
Tunnel lining performance in extreme

loading conditions (eg heat and blast)
Thermal protection of concrete ceilings,
supports, and cables
Design criteria for tunnel liners and other
structural elements
Evaluate fire effects
Develop ground improvement retrofitting
schemes
Blast Effects
Research concrete spalling in

tunnel fires
Research effects of humidity on
structural fire proofing
Develop post fire damage
assessment models
Blast Effects, at wkshp
Internal blast and its impacts on tunnels

Blast and explosion protection modeling,
materials assessment, design, field
testing, detection, and protection
measures against progressive collapse
Conduct structural blast damage
potential analyses

Develop AASHTO tunnel guidelines
Identify retrofit technologies to enhance
safety
Develop design criteria to promote
optimal driver/user performance and
response to incidents
General Design Issues, contd

Develop information systems for safety systems
installation car to car communication, invehicle information, area specific ACC
Risk analysis procedures and selection criteria
for target reliability levels, including structural
components and systems consistent with the
AASHTO LRFD code
Physical modeling of safety and security aspects
Slope and drainage design for flammable liquid
pool fires
General Design Issues, at wkshp
Develop guidelines for accident

prevention such as sight distance, curve
radius, shoulder/curb design
Develop criteria based on length, traffic
volume and type to trigger fire safety
provisions
Use trade offs to improve cost
effectiveness of various fire safety
systems

Develop escape route signs that are universal
and consistent visual, audible, tactile
Explore LED Lighting for edge delineation and
safe vehicle distance
Carry out evacuation studies for various
emergency scenarios and apply a risk approach
Use transport modeling to simulate evacuation
Human factors during self or limited assisted
evacuation
Egress and Human Factors, contd
Egress and Human Factors, at wkshp
Evacuation
Egress symbols for tunnels
Effective alarm notification to vehicle
occupants
Exit spacing in tunnels related to design
fires
Human reaction time relative to
notification
Emergency egress signage in tunnels
Investigate the use of blue LED

lights as a spacing mechanism
Conduct survey on U.S. feelings of
anxiety in tunnel situations
Conduct research on U.S.
walking/egress speeds
Research LED lights as indicators
for emergency exiting
Egress and Human Factors, at wkshp

Update the manual on uniform traffic
devices with modern egress signage
concepts
Explore application of ITS to egress
safe vehicle spacing, tunnel closure,
information to drivers,
Develop design guidance on refuge
areas
Explore the relationship between fire
growth and exit distances

contd
Develop tunnel emergency management

guidelines that incorporate human factors
considerations
Develop risk management approaches
for tunnel safety inspection and
maintenance
Incorporate contingency planning into
emergency management approaches
Overall fire safety planning
Island perimeter security

at wkshp
Research ways to implement the use of
professional drivers monitoring tunnels
Develop a Critical Response Time for fire
brigade
Research possibility and outcomes of power
loss
Develop operating protocols for the roles for and
communications between first responders and
tunnel operators
Explore interaction of fire fighting and ventilation
fan operation

Identify changes in operation protocols to
enhance safety/security
Develop a set of sample emergency
response procedures
Develop a tunnel specific inspection
manual
Develop guidelines for vehicle
inspections

contd
Effective pubic communication techniques on

tunnel safety procedures
Safety and security protocols for tunnel
operators access control, monitoring, and
training of maintenance personnel and first
responders
Tunnel hazard assessment for firefighters and
first responders
Integrating tunnel safety and security systems
with emergency preparedness plans,
procedures, training
Tunnel security procedures for both terrorist
related incidents and accidental fire or explosion

Develop education programs for
motorist response to tunnel
incidents
Develop programs to educate and
inform drivers of varying language,
culture, disabilities
Training and Education, at wkshp
Other
Conduct survey on U.S. leaflet/education test

results
Research new education and training methods
for drivers
Develop training protocols on sensor operation
and response to unique human behaviors for
tunnel operators
Develop and enforce training programs for truck
drivers as a condition of license to drive in
tunnels
Use tunnels for first responder and operator
training
Study of past tunnel accidents and

incidents
Collaborate with international research
initiatives
Safe tunnel portal design factors (related
to debris)
Adverse wind effects for jet fan design
Geometric design criteria for tunnels of
variable length (alignment and collision
issues)
Other, at wkshp
Next Steps
Study near miss accidents in tunnels

Continue the international technical exchange
Develop a database of lessons learned
Address the issue of security in the release of
information on tunnels
Form a series of working groups to implement
results
Facilitate the adoption of innovation case
study implementation
Geometrics for road tunnel safety
Scan N.A. road tunnels
Review and prioritization by

AASHTO T-20
Research Needs Statements
Final TRB Report
Presentation at ISTSS, March 13,
2008, Stockholm, Sweden

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SAFETY & SECURITY IN ROADWAY TUNNELS

NCHRP 20-7 Task 230

BUDGET AND POTENTIAL CO-FUNDING SOURCES - $1,500,000

RP2. Effective Incident Detection

RP3. Effective Fire Suppression

RP4. Fire and Smoke Ventilation System Design Methods

RP5. Performance of Structural Materials in Tunnels in Fire Incidents

RP6. Guidelines for Tunnel Geometric Design for Fire Safety

BUDGET AND POTENTIAL CO-FUNDING SOURCES - $250,000

RP7. Develop Requirements for Egress and Emergency Signage

BUDGET AND POTENTIAL CO-FUNDING SOURCES - $250,000

RP8. Application of ITS to Emergency Operations in Tunnels

BUDGET AND POTENTIAL CO-FUNDING SOURCES - $350,000

RP9. Design Basis for Egress Systems

BUDGET AND POTENTIAL CO-FUNDING SOURCES - $500,000

RP10. Tunnel Operations and First Responders

RP11. Training and Education

BUDGET AND POTENTIAL CO-FUNDING SOURCES - $350,000, AAA

RP12. Benchmarking Tunnel Incidents

BUDGET AND POTENTIAL CO-FUNDING SOURCES - $250,000

LIST OF APPENDIX MATERIAL

Workshop on Safety and Security in Roadway Tunnels

November 28-29, 2007

Gather in hotel lobby to carpool to the Beckman Conference Center.

Buffet breakfast (provided to all meeting participantsBeckman Conference Center)

Phone (202) 334-2934

12:30 Lunch Buffet (provided to all meeting participants)

Thursday, November 29, 2007

Gather in hotel lobby to carpool to the Beckman Center.

Buffet breakfast (provided to all meeting participantsBeckman Conference Center)

Guidelines and Standards for Roadway Tunnel Safety

Panel Discussion Needed Guidelines

The Fire Protection Research Foundation

Ralls Newman, LLC

Research Needs Identified by Presenters (to date)

Research Needs Identified by Presenters (to date), contd

Operation Protocols/First Response

Research Needs Identified By Participants

More detail provided by participant

Research Needs As Identified by Participants, contd

Detailed Research Needs Statements Provided by Participants

Henry A. Russell Jr.

Research Objective: Development of standardized safety and security protocols for

Design Fires in Road Tunnels

The objectives of the proposed research are to:

Investigate passenger vehicle fires in road tunnels;

Brief Description of Proposed Research:

Tunnel Hazard Assessments For Firefighter And First Responders

Brief Description of Proposed Research:

Daniel Gottuk, PHD, P.E.

FDS Modeling of Very Large HGV Fires in Tunnels Interacting

Risk Mitigation for Tunnel Systems

Tunnel Hazard Management with Fixed Fire Suppression Systems

Interaction of Fixed Fire Suppression Systems with Tunnel

Wind Effects for Jet Fan Design

Research Objective: Develop global/national standard for adverse wind conditions.

Design Fire Study

Research Objective: Establish realistic design fire scenarios.

Wern-Ping (Nick) Chen

Internal Blast and its Impacts to Tunnels

Research Objective: Data collection for blasting in underground confined space.

Albert Samano III

Integrating Tunnel Safety and Security Systems with Emergency