FIRE PREVENTION IN IR COACHES

WHAT is FIRE-PROOF wikipedia

• Fireproofing is rendering something (structures, materials, etc.) resistant
to fire, or incombustible; or material for use in making anything fire-proof.[1]
• It is a passive fire protection measure.
• "Fireproof" or "fireproofing" can be used as a noun, verb or adjective; it may
be hyphenated ("fire-proof").
• Applying a certification listed fireproofing system to certain structures allows
them to have a fire-resistance rating.
• The term "fireproofing" may be used in conjunction with standards, as
reflected in common North American construction specifications.

• An item classed as fireproof is resistant in specified

circumstances, and may burn or be rendered inoperable
by fire exceeding the intensity or duration that it is
designed to withstand.
THOUGHT :

▪ Nothing is “Fire Proof”, passenger coaches

can only be made fire retardant to give more time
for safe evacuation from the affected
coach………..

▪ It would be better to have less standards but

standards which are Internationally recognized if
possible , and to evaluate all aspects of Fire risk
for each material deployed in coach ……….
 Possible sources of Fire on coaches
• Inflammable goods carried by passengers
• Lighting of fire/smoking in coaches
• Coal or kerosene stove carried by unauthorized
vendors
• Electrical Equipment and cabling
• Cooking gas in pantry cars
• Generators in power cars
• Locomotive fires
• Miscreant activities and vandalism
Fire can be aided by
• Soft luggage and cloths of passengers
• News papers and magazines
• Linen
• Coach furnishing materials etc.
FIRE SAFETY OBJECTIVES IN TRAINS

▪ Prevent the occurrence of Fire and explosion

▪ Reduce the risk of Life caused by Fire
▪ Reduce the risk of damage caused by fire
▪ Contain, control and suppress fire
▪ Provide adequate and readily accessible means
of escape for passengers
 FIRE SAFETY OBJECTIVES IN TRAINS
Objective Target solution
Prevent the occurrence of Fire and • Regular checking by RPF, train staff
explosion • Vigilance by staff , passengers etc.

Reduce the risk of Life caused by Fire • Early warning

• Early evacuation; (old, divyang etc.)

Reduce the risk of damage caused by • Better material strength to resist fire
fire • Extinguish by self
• Less toxic fumes

Contain, control and suppress fire • Extinguishing aids

• Extinguishing systems

Provide adequate and readily accessible • Escape routes , identification , safety

means of escape for passengers process etc.
 STRATEGY FOR FIRE SAFETY IN COACHES
➢ Prevent fire initiation and propagation
• Prevention of possible fire sources
• Use of Fire retardant material
• Onboard staff to be vigilant during wee hours.

➢ Quick Detection of fire

• Smoke/Fire detectors with alarm system along with automatic braking

➢ Fire Detection and suppression system in Pantry /

Power Cars

➢ Quick and safe evacuation

• Escape routes have been provided through vestibules and after ACP
(Alarm Chain Pulling) / break through doors
• Escape routes should be clearly visible and should be un-obstructed
• Toxic fumes and smoke from coach furnishing material should be as
low as possible.
 FIRE RETARDANT PROPERTIES
OF FURNISHING ITEMS
The coach furnishing material should have properties of:
• Less ignitability.
• Delay/retard/stop propagation of fire so as to increase
evacuation time and to start fire fighting operations.
• Toxicity of released fumes/gases should be as less as possible.
• On burning it should release least fumes/smoke/gases so that
visibility is least affected and should contribute the least to
bring down the level of oxygen in air.
• On burning, it shall not melt and drop and should form a
carboneous char.
• The furnishing materials in coach end area should be able to
withstand the elevated temperature to avoid propagation of
fire from one coach to another coach.
THE FIRE RETARDANCY NORMS
Only flammability test was specified up to year 2004.
– Other properties concerning fire, smoke and toxicity were not
specified i.e. :
• Visibility due to smoke,
• Limiting Oxygen Index &
• Toxicity
• RDSO had taken consultancy from M/s SNCF (National State-owned
Railway Company of France) France in 2004, who submitted their
recommendations in Feb’2005.
• Based on their recommendations FST properties of all the furnishing
materials were streamlined as per UIC norms and specifications for
various furnishing items were developed in 2007-08 and circulated to
PUs & Railways for implementation.
• At present 100% of coaches have been covered confirming to UIC
norms.
UIC-564-2 OR
International Union of Railway Standard
• UIC 564-2 : Regulation relating to fire
protection and fire fighting measures in
passenger carrying railway vehicle or
assimilated vehicles.

• UIC has Head Quarter in Paris France

 Fire properties adopted by IR
Fire property Earlier Upgraded Test Standard
Specified value
Value

Resistance to Spread Minimum Class Class A Respective Appendices

of Flame B of UIC 564-2 OR
Deterioration in Minimum Class Class A Appendix-15 of UIC 564-
visibility due to B 2 OR
smoke

Limiting Oxygen Min Class B Min 35 Appendix- 7 of UIC 564-2

Index (28) OR (IS:13501 or
IS:13360)

Toxicity <1 <1 NCD-1409

Heat Release Rate - HL3 as per EN 45545-2:2013

(MARHE i.e. ISO:5660-1
Maximum Average
Rate of Heat
Emission in KW/m2)
RESISTANCE TO SPREAD OF FLAME

• This feature has been added to ensure that the

material burns slowly, takes longer time & property of
self extinguish when the fire source is removed.
• Following points are noted during the test,
– Length of time of continued burning or glowing after extinction/removal
of flame in 2 seconds, 2 to 10 seconds and more than 10 seconds.
– Fire damaged surface area in cm2
– Release of burning drops or particles
– Whether specimen burn through to upper surface or not
• At present adopted value is Class A when tested as per
respective appendices of UIC: 564-2 OR.
 INVISIBILITY DUE TO SMOKE
• The deterioration in visibility due to smoke is measured by passing
light of known intensity –100 Lux. Criteria is to measure density of
smoke and the total opacity as per the following table:
E4 (Lx) E4>50 20 < E4> 50 E4<20
T(lx min)
T>300 A B B
150 < T , 300 B B C
T < 150 C C C
• Important for évacuation of passagers.
• The adopted value is Minimum Class A when tested as per Appendix-
15 of UIC: 564-2 OR
However passenger’s belongings can generate a lot of
smoke and Railways have no control over these items.
 LIMITING OXYGEN INDEX
• Defined as percentage of oxygen in air required to
maintain fire propagation in test specimen. The value of
index ((Oxygen/(Oxygen + Nitrogen) x 100)) shall be
noted where the specimen ignites. Higher the value,
better the material.
• Minimum requirement is 35 which is equivalent to Class
– A of Appendix – 7 of UIC – 564 –2 OR.
• Incidentally, usual oxygen available in air is 21%.
• The adopted value for all furnishing materials is
Minimum 35 when tested as per IS: 13501.
 Toxicity
• The sample is burned under test conditions by open
flame of 1200 0C temperature. All the gases emitted are
collected and analyzed for their compositions &
concentrations using “dragger tubes”.

• Any compound when burned emits cocktail of gases,

which are harmful to human. The significance of these
gases is increased if area under fire is compact.

• This test determines the amount of various toxic gases

emitted during the burning of various material.
 TOXICITY
• IR is presently measuring Toxicity according to NCD 1409. As per EN
45545 toxicity is measured either ‘Smoke Chamber Method’ to EN ISO
5659-2 or ‘Tube Furnace Method’ to NF X 70-100-2.
• In order minimize suffocation, all furnishing items have been
mandated with “Toxicity” less than 1. It will help in safe evacuation of
passengers giving a time of approximately 25 to 30 minutes.
• For assessment of the Toxicity concentration, following gases are
determined: As Per NCD 1409
As Per EN 45545 SN Name of the Gas Toxicity concentrations in ppm
1 Carbon Dioxide (CO2) 100000
Name of the Gas Toxicity concentrations 2 Carbon Monoxide (CO) 4000
in ppm 3 Hydrogen Fluoride (HF) 100
SN
4 Hydrogen chloride (HCl) 500
1 Carbon Dioxide (CO2) 100000
5 Hydrogen Bromide (HBr) 150
2 Carbon Monoxide (CO) 4000
6 Hydrogen Cyanide (HCN) 150
3 Hydrogen Fluride (HF) 100
7 Nitrogen Oxide (NO, NO2) 250
4 Hydrogen chloride (HCl) 500
8 Sulphur Dioxide (SO2) 400
5 Hydrogen Bromide (HBr) 150
9 Formaldehyde (HCHO) 500
6 Hydrogen Cynide (HCN) 150
10 Ammonia (NH3) 750
7 Nitrogen Oxide (NO, NO2) 250
8 Sulphur Dioxide (SO2) 400 11 Acrylonitrile (CH2CHCN) 400
12 Hydrogen Sulphide (H2S) 750
13 Phenol (C6H5OH) 250
14 Phosgene (COCl2) 25
 Determination of heat released criteria
• The heat released is determined with a cone calorimeter test
following the ISO 5660 standard. The material is placed under a
constant radiant heat flux. Gases produced by the combustion are
inhaled in an exhaust hood. The knowledge of the exhaust flow
and of the oxygen concentration of smoke provides the possibility
to calculate the heat release curve versus time for each material.
• The required criteria used is the MARHE (Maximum Average Rate
of Heat Emission), a calculated parameter corresponding to a mix
of the maximum heat released, the total heat released and the
time to maximum. The incident heat flux is chosen according to
the end use of the material; for walls, floors, electro-technical
materials and mechanical pieces, the flux is 50kW/m². For seat
materials, this flux is 25 kW/m². All materials must be tested with
this method.
Cone Calorimeter Test Apparatus
 FIRE RETARDANT FURNISHING MATERIALS USED IN IR COACHES:
Limiting Deterioration of Resistance of Heat
Oxygen Index as visibility due to Spread of Flame as Toxicity as per Release
per IS 13501/IS smoke as per per respective NCD 1409 rate EN
Appendix -15 of
S. Material 13360 part-6 or
UIC 564-2 OR
Appendices of UIC 45545
N. Appendix- 7 of 564-2 OR
UIC 564-2
Earlier Revised value Earlier value Revised value Earlier value Revised value Earlier Revised value
value value

Fire Retardant Curtain Fabric to RDSO Spec C-9911 Min 28 Min 35 Class B Class A Class B Class A <1 <1 R1 (HL3)
1 (Rev.3)
Min 28 Min 35 Class B Class A Class B Class A <1 <1 R21 (HL3)
2 Fire Retardant Upholstery to RDSO Spec C-9901 (Rev2)

Stain Proof fire retardant Upholstery Cloth to RDSO Spec Min 28 Min 35 Class B Class A Class B Class A <1 <1 R21 (HL3)
3 C-K610 (rev1)
Min 28 Min 35 Class B Class A Class B Class A <1 <1 R1 (HL3)
4 NAFTC Roof ceiling to RDSO Spec RDSO/2016/CG-02

Min 28 Min 35 Class B Class A Class B Class A <1 <1 R1 (HL-3)

Wood Based Impregnated Compressed Type-II
5 Laminates for use in Railway Coaches to
Min 28 Min 30 Class B Class A Class B Class B <1 <1 R1 (HL3)
RDSO Spec C-9407 (Rev.3) Type-I

UIC type elastomer flange connections for Min 28 Min 35 Class B Class A Class B Class A <1.5 <1 R1 (HL3)
6 Intercommunication between Passenger coaches to
RDSO Spec RDSO/2007/CG-05
Min 35 Min 35 Class B Class B Class A Class A <1 <1 R-1(HL3)
7 PVC Flooring to RDSO Spec RDSO/2006/CG-12

Vinyl Coated Upholstery Fabric to RDSO Spec Min 28 Min 32 Class B Class A Class B Class B <1 <1 R21 (HL3)
8 RDSO/2007/CG-07

Decorative Thermosetting Resin Bonded Laminated Min 28 Min 32 Class B Class A Class B Class B <1 <1 R1 (HL2)
9 Sheet to RDSO specification no. C- K514
Min 28 Min 30 Class B Class A Class B Class B <1 <1 R1 (HL3)
10 Prelaminated shaded comreg to RDSO Spec C-K513

Densified Thermal Bonded Polyester Block to RDSO Spec Min 28 Min 30 Class A Class A Class B Class B <1 <1 R21 (HL3)
11 C-K607.
FRP Windows, Guides, Window Sills & Cross Members of Min 28 Min 35 Class B Class A Class B Class A <1.5 <1 R1 (HL3)
12 BG Main Line & EMU Coaches
 Fire Detectors and Alarm
Heat Detectors: It gives an alarm when the
detected temperature exceeds a fixed limits.
Normally this will be between 54 -78 0C.

Ionization Smoke Detector: It work on

ionization principles and senses invisible
smoke particles and detects fire at incipient
stage
 Fire Detectors and Alarm
Optical Smoke Detectors: It uses light source to
determine obscuration or light scatter caused by smoke
particles entering the chamber. More advanced stage is
to use laser beams for detection of fire.

Photo Thermal Detector: In this type of detector the

status of the optical (smoke detecting) chamber is
monitored and compared with the heat sensing
element. The alarm signal is sent when the comparison
indicates a fire situation. The system is able to
discriminate between smoke and other aerosol
particles to avoid false alarms.
 Fire Detectors and Alarm
Flame Detectors: Infrared Detectors responds through
electromagnetic radiations resulting from burning of
carbon and hydrogen material and to the flame flicker
frequencies. Units to be immune false alarm caused by
solar rays.

Linear Heat Detector: These type of line heat detectors

includes pressurized tubing, cables that contains die-
electric materials, fibre optic cables and other system
linear heat detection may be found on cable trays and
environments.
PIPE LAYOUT – 3 Tier & 2 Tier AC Coaches
PIPE LAYOUT – AC FIRST CLASS
PIPE LAYOUT – PANTRY CAR
 SMOKE THRESHOLD SETTINGS FOR AC COACHES
1. The System is designed for multi-level alarm.

2. The System’s design also allow user to program & logic these levels as
per requirements.

3. The system designed to show smoke level reading in % Ob/m

(percent Obscuration/meter) as well as in % Ob/ft (percent
obscuration/foot)

Threshold Settings for

AC Coaches
Stage Alarm Threshold Delay Period
(% obs/m) (Sec.)

1 Alert 0.35±0.05 20
2 Action 0.6±0.05 30
3 Fire 1.6±0.05 45
Quick Detection of Smoke/Fire in Coaches
AUTOMETIC SMOKE/FIRE DETECTION WITH ALARM SYSTEM IN LHB RAJDHANI
COACHES
PRINCIPAL OF WORKING:
Air is drawn into the pipe network through the sampling points from a close
surrounding and onward to a very sensitive smoke detector consisting of an
aspirator, detection chamber, dual stage filter and necessary networking card. The
negative pressure of an aspirator send ambient air to a detection chamber where
scattering of light occurs and detection of smoke took place.

Dual stage filter

Air Inlet Port

Detection chamber

Aspirator

Networking card

32
 Schematic Layout of Sampling Pipe Network in a LHB Rajdhani Coach
End Cap
Heat Activated Sampling Point

O PASSENGER AREA

O
Sampling Point drop out
GANG WAY R

W
Sampling Pipe
A

Y Sampling Point at return air grill

Lavatory

Air inlet
Strobe
Hotte
r

Detector

33
 SMOKE AND FIRE DETECTION
SYSTEMS
FEATURES LIMITATIONS
• Highly sensitive • Exact location of the fire event
• Can give very early warning. with in a coach is not possible.
• More response time available • Suitable for controlled
for rescue and other counter environment i.e. for AC
measures. coaches only.
• Four programmable levels of • Not suitable for the fire caused
alarms . due to Miscreant and
• Central monitor in pantry car/ vandalism activities in the
SLR which can give status of coach.
all coaches. • Not suitable for fire in coach
• Less probability of false due to highly flammable liquid,
alarms. gas or other explosive
materials.
• Self diagnostics of any fault
within the system
4/26/2022 34
Limitations of Fire Detection Systems India Specific

• Mixed trains – Air conditioned and non AC

• Open coaches have varying inside temperatures –
as caused by the weather
• Seasonal variation – 10C to 500C – defeats
temperature based detectors – false
positives/negatives defy solution.
• Smoke gets blown away in open (non-AC)
coaches – detection is late.
• Air conditioned coaches have controlled
environment, but need a different scale of
sensitivity of equipment
Specifications issued by RDSO to PUs/Railways for
detection of fire on board at incipient stage of fire and fire
fighting arrangements
SN Spec No. Description Status

1. RDSO/2008/ Schedule of technical requirement for design, Railways/PUs

CG-04 (Rev.- supply, installation, commissioning & are procuring
5) maintenance of aspiration type automatic the system
Smoke / Fire detection with alarm system for
Indian Railway AC coaches

2. RDSO/2013/ Schedule of technical requirement for Design, Zonal Railways

CG-06 (Rev.- Supply, Installation, Commissioning & /PUs are
2) Maintenance of Automatic Smoke / Fire procuring the
detection cum Manual Suppression System for system.
Pantry Car & Generator Cum Brake Van of
Indian Railway Coaches (ICF and LHB Design)
(Tentative for Trial)
 OTHER MEASURES TAKEN BY RDSO

• With the introduction of International PU foam, provision of

‘Fire Barrier Cloth’ have been proposed in these coaches.

• In order to avoid insertion of material in the ceiling, alternate

material GFRE having improved fire retardant properties and
sufficient strength to restrict insertion of garbage have been
proposed to Rly Bd.

• Modification of body side doors has been done by

eliminating Bottom latch.

• Specification for Fire Retardant Linen has been developed

and has been sent to Rly Bd.
OTHER MEASURE STEPS TAKEN FOR SAFETY
AGAINST FIRE: QUICK & SAFE EVACUATION

Provision of Bi-directional swing door:

• Bi-directional swing door openable on both
sides (compartment doors) to facilitate
passengers exit

Provision of fluorescent signage:

• During emergency, it helps passengers for
safe evacuation even in low light.
EMERGENCY EXITS
To enable safe escape of passengers from a fire affected
coach provision of emergency windows of size 1220MM x
610MM for AC coaches & 590 MMx610MM for non-AC
coaches have been provided as under:
S. N. Type of Coach No. of Emergency Exit/
Emergency Windows
1. GS Coach 4
2. SCN coach 4
3. ACCN coach 4
4. ACCW coach 4
5. FAC all coupe
 Multi-faceted approach on Fire Protection
of Rail Transport
• Vehicle design
• Material control
• Fire Detection System
• Innovative Suppression system
• Evacuation to be improved further
• Fire barriers and doors
• Redefining Role of On Board staff
• Limiting soft luggage
• Awareness among passengers
 The Road Ahead
• Up-gradation of specifications of coach
furnishing materials used in IR coaches to
European specification EN45545-2:2013

• Setting of fire labs at RDSO/ZR/PU/Training

Institutes with facilities to test the materials
as per International norms

• Development of comprehensive fire safety

plans for Indian Railways.
THANKS