Ministerie van Verkeer en Waterstaat
Directoraat -Generaal Rijkswaterstaat ~ T Bouwdienst Rijkswaterstaat
Sprinklers in Japanese Road Tunnels
Final Report
Dece ber 2001
Chiyoda Engineering Consultants Co.,Ltd. Bouwdienst Rijkswaterstaat
Directoraat-Generaal Rijkswaterstaat
Ministry of Transport, The Netherlands
Sprinklers in Japanese Road Tunnels
Final Report
December 2001
Chiyoda Engineering Consultants Co.,Ltd. Project Report BFA-10012
SPRINKLERS IN JAPANESE ROAD TUNNELS
By: Rob Stroeks Head Office Teehulcal Department Chiyoda Engineering Consultants Co.,ltd. Tokyo, Japan
Prepared for: Bouwdienst Rijkswaterstaat (RWS) Directoraat-Generaal Rijkswaterstaat Ministry of Transport, The Netherlands
This report is prepared by Chiyoda on request by RWS and is based on information from existing publlshed literature, interviews with personnet of related organizations and site visits. This report is not an official publication by any Japanese authority. The text herein is prepared to represent as goed as possible the customs and experiences with sprinklers in Japanese tunnels. lts contents and wordings are verified with the interviewed organizations, but the following is noted: • in case of discrepancy hetween the original text of Japanese llterature and the (translated or interpreted) English text in this report, the originai Japanese text appëes, • The interviewed or visited organizations are not to be held responslble for any such discrepancies. Contents
Contents i
Acknowledgement. iv
Abbreviations v
1 introduction ...... •...... 1
1 - 1 Background ...... •...... 1
1 - 2 Purpose and outline of investigation ...... •...... 4
2 Japanese Guidelines 5
2 - 1 Introduction 5
2 - 1 - 1 Generai 5
2 1 - 2 Development of guidelines tor road tunnel safety facilities 7
2 - 1 - 3 General description of guidelines and position of sprinklers 10
1) MOUT ...... •...... 10
2) JH 13
3) MEPC 18
4) HEPC 23
2 - 1 - 4 Oevelopments of specifications and guidelines tor sprinklers 24
2 2 Basic desoriptions and purpose of sprinklers 27
1) MOLIT 27
2) JH ; 27
3) MEPC 28
4) HEPC 28
2 3 Specifications 28
2 - 3 1 Basic requlremsnts 28
2 - 3 - 2 Design specifications .....•...... ,.,..28
1) MOLIT 30
2) JH 30 3) MEPC , , 34
4) HEPC , , , 35
2 - 4 Operatien specifications , 35
1) MOLIT , 35
2) JH 36
3) MEPC 38
4) HEPC 39
2 - 4 - 1 Maintenance specifications ,.. 39
1) MOllT,...... •...... 39
2) JH 40
3) MEPC '" 40
4) HEPC 40
3 Quality control , 41
3 - 1 Production stage 41
3 - 2 Operation stage (maintenance) 41
3 - 2 - 1 Description of maintenance 41
3 - 2 - 2 Criteria for replacement I repair 44
3 - 2 - 3 Measurement vehicle for sprinkler maintenance 44
4 Background and experience 47
4 - 1 General 47
4 - 2 From authority point of view ...... •...... 47
4-2-1 Generai , 47
4-2-2 Research and development 47
4-2-3 Quality control. 48 1:: Q.0 a::Cl> 4-2 4 inspeeton ' 48 äi c: ü: 4-2-5 Experience with sprinklers during normal tunnel operatien 49 -0 lii c c: ~ 4 2-6 Experience with sprinklers during tunnel fire '"'" 49 i 0 a:: 4-2-7 Technical issues 50 3l (Il C 5 Examples 54 5 - 1 Sprinkler head 54 1) Rectangular (2 lane) 54 2) Rectangular (2lane + extra width) " 56 3) Horse shoe (2Iane) , , ' , , , ,•...... , 58 4) Horse shoe (2 lane + extra width) 60 5 - 2 Automatic valve ...... •...... •...... 62 5 - 3 Layout 64 APPEN DIX A: Questionnaires 65 A-i Tunnel authority ...... •...... •...~...... •...... 65 A-2 Manufacturer ...... •...... 67 APPENDIX B: .List of fire experiments 69 APPENDIX C: Example of actlvities flow in case of tunnel fire ...... •...... , 71 APPENDIX D:lnspection , , , , , ,., 72 D-1 Introduction , " , , , 72 D-1-1 Outline of tunnel , 72 D-1-2 Outiine of preparaäons tor inspection 75 D-1-3 Outllne of inspeetion ,..,.., , ,."." .. 76 D-2 Report of visit to inspection ,...... •...... ,.., , , 77 D-2-1 Observations 77 APPENDIX E: Early reports on tunnel fire tests , , 86 E-1 Experiment on Fire Safety Facilities of Meishin Expressway Tunnel... , 86 E-2 Report on Road Tunnel Fire Test 90 APPENDIX F Nominal inner diameter , , , 93 Uterature 94 iii AcknowJedgement We herewith express our gratitude to the persennel from the Dutch Ministry of Transport, Pubäc Works and Water Management, especially the Civil Engineering Divi:sion of the Directorate General Rijkswaterstaat, to invite us to carry out the underlying investigation. Their assistance with advlee and comments, as weU as their kind cooperation during the teehnical·meetings has been an indispensable part of this investigation. At the same time we express our gratitude to the personnel from the Japanese organizations that have kindly offered their views and information necessary tor this investigation, especially the Metropolitan Expressway Public Corporation, the Japan Highway Public Corporation and Nohmi Bosai Ltd. iv Abbreviations A Nominal inner diameter of pipes (see further APPENDIX F) Chiyoda Chiyoda Engineering Consultants Co.,Ud. EHRF Expressway Highway Research Foundation of Japan (affiliated to JH) HONSHI Honshu-Shikoku Bridge Public Corporation ITA International Tunneling Association JH Japan Highway Pubüc Corporation JHRI Japan Highway Research Institute JRA Japan Raad Association MEPC MetropoHtan Expressway Public Corporation MOC (former) Ministry of Construction MOUT Ministry of Land Infrastructure and Transport MOT (former) Ministry of Transport Nohmi Nohmi Bosai Ltd. OECD Organisation for Economie Oo-operatlon and Development PIARC Wood Road Association PWRI Public Works Research lnstitute (formerly affiliated to MOC, now independent) RWS Rijkswaterstaat (Dutch Ministry of Transport and Water Management) t:: c.0 cclil 1i'i <: u::- ~<: <: F! 1:1 1 - 1 Background Since many years, the issue of fire safety in road tunnels is being discussed and investigated in The NetherIands. One of the main reasens for thisis theimportance of road tunnels in the transportationof goods through The Netherlands inits function as import harbot for Europe through theharbors of Rotterdamand Amsterdam. Focus is placed on the supply of an infrastructure for transportation with as tew Iimitations aspossible. Within this context road tunnels require special attention in order to aIJowa broad range ofgoods,including dangerous goods, with the highestpossible safety level. The discussiorrabout raad tunnel safety in The Netherlands is also based on the type of tunnels it operatee. Because of the large number of waterwaysin the country, a corresponding large nurnber of crossings exist, and whereas the principal crossing cansists -ot bridge structures, the heavy traffic on these waterways have also lead toa well-established .custom in the construction of tunnels. The very fact that most Dutch tunnels are underwatar tunnels· based on a concrete structure (Iil1ing)increases the impact in case of structural problems (inthe worst case coäapse), and underlineslhe neca$$ity for additional safetyrneasures. A third reasonfor ihe awareness ·about fire·and road tunnel safety is basad on experience with tunnelaccidel'1ts, in The Netherlands andabroad. Sioce two serious tunnelfire accidents occurred in 1999· in .theMonf Blanc Tunl1el (Fl"ance/ltaly) and the· Tauem Tunnel. (Austria) .and Ihe most recent fire accidents in the Gleinalm Tunnel (Austria, August 2001) and the Gotthard Tunnel (Switzerland, October 2001), this discussion is increasinglyattracting attention. One of the items in discussion at the moment about fire safety in road tunnels is the use of sprinklers. At present, sprinklers are intemationally not recommended for road tunnels. For example, the·1999 PIARC Committee on Road··Tunneis states the following recommendations about sprinklers 1: "\11.3.4.3 Recommendations 1: 8. No European country uses sprinklers on a regular basis. In some tunnels in Europe Gl 0: ~ sprinklers have been used 101" special·purposes. In Japan sprinklers ara used in tunnels u:: "m with important length or traffic to cool down vehicles onflte.· In the Umled States only a 1ii c: ~ tew tunnels carrying hazardous cargo have sorne torrn of sprinkler. The reasen why most ~ countries do not use sprinklers in tunnels is that most fires start in the motor room or in I thecompartment, and sprinldersareof na use tillthefire IS open. Sprinklerscanbeused, ~ however, to cool down vehicles, to stop the fire trom spreading to other vehicles (i.e. to ,E !'.! Gl 32 c:: '§. 1 PIARC, Fira and Smoke Control in Road Tunnels, i999, p.229·231 '{J 1 diminish the fire area and property damage) and to stop secondary fires in !ining materiais. Experiences from Japan show that sprinklers are effective in cooling down tne area round the fire, so that fire fighting can be more effective. However,ths use of sprinklers ralses a number of problems, which are summarized in the following points: • Water can cause ..explosion in petrol and other chemica! substances if not oombloed withappropriate additives, • There is a risk that ,the fire is extinguished but flammable gases are still produced and may cause anexplosion, • Vaporized steam can hurt people, • The efficiency is low for fires inside vehicles, • The smoke layer is cooled down and de..stratified, so that it will cover the whole tunnel, • Maintenancecan be costly, • Sprinklers are difficultto handle manually, • Visibilityis reduced. As aconsequence, sprinklers must not be started before all people have evacuated. Based on these tacts, sprinklerscannot be considered as equipment usetul to save lives. They.canonly ba usedtoprotect the tunnelonceevacuation iscompleted. Taking into ElCcountthissxclusively economie aim(protectionof propertyand not safety),sprinklers Elregenerally not·considered as cost..effectiveandare opt. recommendedin·· usual raad tunnels." These recommendations are based on a questionnaire te different countries which was also answered by The Netherlands, as follows 2: ·Sprinkler systemsare not applied in tunnels in tlle Netherlands. The disadvantages are greater than the advantages. In addition the installation and maintenancscosts are high. The most important reasen tor not uslng sprinkler systemsis that the extinguishing function is not cQntrollable. Since the system is eltheron oroffthe amount of water dispended caanot beregulated.ln the case of a liquidfire, this ean result in undesirable situations regardingpotential spread of fire," These PIARC recommendatioos are.still vaHd at present. Accordingly, sprinklers are oot used in mostcountries, exoept far special cases. Ons of tbs onlycountries that have included sprinklers in raad tunneJsafety. standerds is Japan. 2 PIARC, Fira and Smaka Control in Raad Tunnels, 1999, p.227 2 On the other hand, the recent fire accidents in road tunnels and the rapid increase in the numberof new road tunnels have lead to renewed discusslon in The Netherlands about the use of sprinklers as safety measure in. road tunnels. Also in international context, the nuance of recent wordings concerning sprinklers shows slight shifting tendencies: The most.recent.publication concerning road tunnel safety by OECD/PIARC of October 2001 3 states: '\.~Automatic extinguishing systems (sprinklers) are not recommended as safety equipment in tunnels because of the hazards they may creats tor people present in the fire and smoke zone. However,they can be used te proteetthe tunnel once evacuation is completed.e The most recent publicaäon concerning road tunnel safety by the UN Economic Commission tor Europe of December 2001 4 states: "Measure 3.06 Automatic fire extinguishing system The technology is not yet sufflciently advanced to be able to recommend the use of built~inautomatic fire extinguishing systems in tunnels. Further industry research is to be conducted· on these systerns and on other new fire~fighting technologiesin order te verify their efficiency and to determine in what cQnditionsthey could be used," (p.37) But atso: "Fixed fire-fight equipment Slnce sprinklers have not been recommended tor the time being, It is important that research into altemative technologies should ba continued." (p. 46) 3 OECD, Safe!y in Tunnels, Transportation i1dangerous goeds through road tunnels, October 2001 , p, 64 4 UN Economie Commission tor Europa, Reoommendations of the grotlg of experts on safety in road tunnels, Final Report, December 2001, p, 37, p. 46 3 1 - 2 Purpose snd outline of investigation As part of the discussion concerning road tunnel sprinklers, the Japanese expertsnee with sprinklers in road tunnels is believed to he of value. For this purpose, the Center for Tunnel Safety of the Dutch Ministry of Transport, Public Works and Water Management (RWS), has requested Chiyoda Engineering Consultants Co. ,Ltd. (Chiyoda) to produce a oomprehensive report that introduces ths developments and present situation about raad tunnel sprinklers in Japan. In order to supply RWS with suitableinformation, It was decided to coneet information on three levels:production, operanon and maintenance. Figure1-1 shows the flow of activities catried out tor thls investigation. Start Writteninormation Writteninformation Attend maintenance - PamphlElts - GuidEllines - Maintenance items - Pictures (MOUT, JH,· ME PC. HEPC) - Maintenance rnethod - Drawings - Reports - Photographs BasicspecffiCatiens - Artk:les - Leaflets Interview Interview(JH,MEPC) Interview - Research & Development - Background (Carried out through MEPC) - Types ofsprinkiers - Fira tests - Maintenance mathod - Design specifIcations - operatien - Experience - Certificationand guarantee - Experienca - Test methods for certification Vis:;iUactory (Not calTÎEldout because IlO sprinkler fabrication during period of invéStigation) - Matarial properties - Verify fabrication method - Ver! uali.. assuranca Report Figure 1-1 Row chart 4 2 Japanese Guidelines 2 - 1 lntroduction General Japan is a highly mountainous country, and the population mainly concentratee in major urban areas along the ooast, the largest six ••being Tokyo Area, Osaka Area, Nagoya, Hiroshima, Kita-Kyushuand Fukuoka (Figure2-1). Tokyo Area (Figure 2-2), Osaka Area (Figure 2-3) and Nagoya (Figure 2-4) alone house about 50% of the total population of 120 miUion. The Tokyo Area (including the prefectarea of Tokyo, Yokohama, Kawasakiand Chiba) expanding around the bay of Tokyo, has a tolal populationofalmost 30 million paaple (27% of naüonal population) on an area of 2 2 around 8,OOOkm (4% of totalland area), giving apopulation density of 3,700 persons/km • For companson, the Randstad in The Nethedands hasa population density of almost 1,000 2 personslkm • Osaka Area (Osaka, Kobe) Hiroshima TokyoArea Kita-Kyush (Thkyo, Yokobama, Fukuoka China, Kawasakil 1 Figure 2-1 Major urban areas in Japan 5 "!!l.S Expresswaysinthe Tokyo Metropolitan. Area ll!*I!ll~Ili!UIJ!l Figure2-2 TokyoArea Figure 2-3 OsakaArea Flg.5~ressway$jn tne l Figure 2-4 Nagoya Area 6 The Japanese highway networkis controlled by a number of public corporatlons, which are associated to the Ministry of Land Infrastructure and Transport (MOUT). Ths MOUT exists since 2000, and isamerger of the formerMinistries of Construction (MOC) and-Transport (MOT). The national.highway network is operated by lhe Japan Highway Public Corporation (JH, establishedin1956), and comprisessome6,740km ofhighways (October 2000). Thecomplexity and the specialcharacteristics of highways in·urban areas havecalled for corresponding treatment, and separateadministrations were established: the Metropolitan Expressway Public Corporaüon (MEPC) for theTokyo·Regionin 1959.and the HanshinExpressway Public Corporation •(HEPC) tor the Osaka Region in 1962. Since theirestäblishment, thetransportatioo ofpassengersand freight over these· urban ·roads has increasedrapidly,and at·presentabout·1. 16 million vehiclesper dav make use of 264km of urbanexpresswaysoperated bythe MEPC, whereas about900,OOO vehiclesper dav make use ofabout22tkm expressways operated by the HEPC. Other authoriMsthat operatetunnels ·include: The Honshu-Shikoku Bridge Authority (HONSHI,in charge of Bridge conneenons between the Main island (Honshu) and the island Shikoku) operates tunnels in the connectionroads betweenitsbridgesand the existing road network. Bifore theMOC sod MOT were merged into the MOUT, a number of harhors tunnels were operated by the MOT. Somelocalgovemmentsoperate raad tunnels. Figure 2-5givl3s an overview ·of the .main Japanese govemmental·bodies that opsrate road tunnels. ------.,------_._------, Local Govemments (relatadto (relstedto former MOC former MO JH , To 0 HarborBureau MEPC Osaka Hamor Bureau HEPC Kobe Hamor Bureau HONSHI NU ata HamorBureau Figure2"5 Overview ofmain. governmental bodiesthat operate road tunnels Oevelopment of guidelines for rcad tunnel safety facllities 5 The highway .~twork of poslwarJapan was. initiated with thefirst 5-year infrastructure planning decidedin 1954, whichalso paved the way for development of rapia motorization, whichwas in line with equallyrapid economic growth. The flrst 5-year planning .included the construction of a number af long rood tunnels, such as the Kanmon Tunnel (L=3,46trn)a.nd the Sasako Tunnel (L=2,953m) in 1958. 5 Japan HighwayResearch Institute (JHRI), "Highway Technology", No. 15, December 1999 (Japanese) 7 A fire accident in ths Suzuka Tunnel in March 1967 called tor urgent introduetion of tunnel safety facilities, and based on a Notification stipulated by the Government in April of the sarne year, the J H publishedits Guidelinesof August 1967,including a classification of tunnels according to tunnel length and traffic volumeand safety facilities per category (Figure 2-6), and including the first stiputations concerning sprinklers (stipulation bytext and notlneluded in the categorization or table). Figure2-7 shows the classification and facilities as stipuiatedin the JH Guideline of June 1979, basedon the technicalievelof the time. A senous fireaccident in the Nihonzaka Tunnel (l=2,045m) in July 1979 (7 fatalities, 173 vehicles burnt out) madeadditional measures necessary, Inthe April 1981 versionof the JH Guidelines an additional turlnel·category was included forlongtunnels with largetraffic volume (I.e. tunnels similar to the Nihonzaka Tunnel), andthenumberof safety facilities was·jncreased trom 4to 13. Also after 1981, guidelines have been published and revised inthe course of time, but the 1981 stipulations are the base of the present guidelines, as further describedin the next sectionsof thischapter. Traffic voluma(veh./hour) Informat Alarm facllitles Eleótrically Automatic ormanual Manl.lal For ABC fires Installad .Manual For ABC fires Installed Manual For ABC firas D E For ABC tiras * A fira: Wood, paper, cioth, etc. S tire: Gasoline, ai!, etc. C fire: Electric apparatus, etc. Tunnellength (m) Figure2-6 Tunnel cateqorlzanon and safety faciUties, JH Guideline August 1967 Design tra.fficvolüme (veh./hour perturmel) c o I 0 o o o o Otherfacilities srnoks lay-by, !TV power Tunnellength (m) Figure2-7 Tunnel categorization and safety facilities, JH Guideline June 1979 8 Authorities that do not operate large number of tunnels have not snpulated their own guidelines, but follow the MOUT guidelines (previous MOC guidelines) and specify the needs in aceordenee with the needsof each tunnel to be built withln the requirements of the MOUT guidelines. Because the outcome is different depending on local conditions, the safety facilities and systems of these tunnels are not described in this report. In order to introduce the present status of regulations concerning tunnel safety facilltles in general and sprinkler facilities in particular, this report focuses on the following guideUnes presently in use in Japan (Flgure 2-8): 1) MOUT Japan Road Association, Guideline and Explanation for the Installation of Safety Facilities in Road Tunnels, 2001 (Japanese) 2) JH JH, Design Principles, Volume 3 (Tunnel), 1998 (Japanese) JH, Design Principles, Volume 7 (Electrical and Equipment), 1990 (Japanese) 3) MEPC MEPC, Guideline for the Installation of Tunnel Safet! Facilities (Concept), 1993 (Japanese) 4) HEPC HEPC, Design Guidelines, Volume 1 Part 7 (Tunnel Safety FaciHties), 1992 (Japanese) HEPC, Design Standard (Tunnel Planning Guideline), 1996 (Japansse) Figure 2..8 Japanéseguidélines concerning tunnersafely facilitiElS(MOLlT, JH, MEPC, HEPC) 9 2 - 1 ,.3 General descripüon of guidelines and position of sprinklers This section introduces the guidelines of MOUT, JH, MEPC and HEPC in general, and alsogives information about the poelnon of sprinkler systems within each guideline as weil as their relation with ether safety facilities. 1) .rJlOlIT The basic guidelines concerning road tunnel safety facilities are prepared by the Japan Road Association (JRA) and officiaUy published by the MOUT. The MOUT notifies the other administrations to follow these basic guidelines. The latest verslon" of these basic guidelines (October 2001) includes thefollowing items: General stipulation The basic rule is stated as: "The installation of safety facilities must ba planned based on consideration of their role in the tunnel disaster prevention as a whoie, and clarification of their purpose and operanon method." Importance is placedon the recognition that safety facilities alone do not construe the total tunnel disaster prevention, but that their specification and operanon are the decisive factors of their functionality, especially in order to supply measures to limit the effects of a tunnel fire. Types of safety facifities The safety facilities aredMded into 4 classes as describedin Table 2-1. 6 Japan RoadAssociation, Guideljne and. explanation for the instailation of safety facilities in rood tunnels. 2001 (Japanese) 10 The cornmunieatlen I alarm facllities are meant to notify tunnel authorities, Fire Brigade and poëce about a fire or ether emergency, and to inform other raad users inside andoutsidethe tunnel about theemergency. Fireextinguishingactivities include initial fire fighting by raad users and detaûed fire fighting by the Fire Brigade. Thefire-extinguish facilities in the tunnel are in principle forthe purposeof initial fire fighting. The evacuation guidance tacilities are tor the purpose to provideguidance tor safe evacuation oftunnelusersin case ofemergency. The other facifities are for the purpose to support the above facilities. In. addition, .tunnels are. supplied with uninterruptible power supply, pipes for water supply, andin some cases coolingequipment in ventUationduct. (in case the ducts areusedtor smoke extraction.in case of fire, the extraetorsneed to beprotected from high temperatures). Installationof safety facilities The safety tacilities to be installedina specific tunnel are based on a cateqonzation Qttunnels. Thefinalcategory of a tunnel is decided case by case, based on inwstigation andevaluation of a number of factors, The principle factors are the length andthe traffic volume (i.e. the expected number of vehicles per day per tube 20 years after opening to traffic) of that tunnel, as given in Figure2-9. Traffic volume (vehicles per day per tube) I. 3!J.!lQO I AA 1 l>I·L-~O·IW :.:000 -1 . Ct;'Q/El 15.000 • le.ooo'~I ,(.000 Uloo D c 1.000 100 2.000 3.000 5.000 IO.oeo Tunnellength (m) Figure 2..9 Categorization of tunnels (MOUT) In case the design velocity of the tunnel is high or in case the tunnel contains a longitudinal curve affecting the visual environment, the category of that tunnel is 11 mostly lnoreased by one step. Other factors to deelde the category of a tunnel include the tunnel width, ventilation method, bl- or uni·directional traffic, control system. lt is desirabie to take into consideration the expected frequency of tunnel tires (and where possible the magnitude), and to decide the final safety facilities accordingty. In case of two conseeunve tunnels shortly after each other, the total length of both tunnels can be used to decide the tunnel category. For tunnels with tass than 4,000 vehicles I day (per tube), the tunnel length isthe decisive factor because the risk of damage byfire increases. Tunnels shorter than 1OOmare not subject tocategorization. In case of tunnels withatrafflc volüme higher than 40,000 vehicles I day, the category is based on specialinvestigation; but basically the categoryof the40,000 vah./day levetis used (100 Table 2-2 Class B C D Communication/ I 0 0 alarm facilities 0 0 0 0 Fire-extinguish 0 facilities Evacuation 0 guidance facilities Other facilities 0 fJ. 0 IJ. 0 I.i 0 I.i 0 IJ. 11 Water sprinklers are not.regarded as equipment tor fire extinguish For example, fire detectors are to be designed in such a way that a O.5m2 pan fire is detected within 30 seconds. 12 Operatien of safety faciiities In order to guarantee prompt and accurateoperation of the tunnel safety faciiities in case of fire or other emergency, lt is necessary that the tunnel operator is weil aware of their necesshy, tunenon and purpose, and that hls activities improve the initial fire fight conditlens and the evacuenon environment. Forthis purpose, an operanon manual is produced, inciuding the system and metbod of emergency communication, flow of activities in case of fire or ether emergency, eperation of safety faciUties, contents and method of information to tunnel users, verification method of communication messages. Inaddition,emergency practices (training) are catried out regularly (in principle 1 time per year for tunnels Ionger than 1,OOOmor tunnels with large traffic volume), including praenee of alarm. receipt and emergency communication, operanon of emergency facilities, dispatch of persennel from tunnel authority, fire extinguish and rssoue ·actMties. Furthermore, information to road users about tunnel safety and safety facilities is important. Dummy safety facilities tor practica are placed at parking areas in front of large-scale tunnels, leaflets· are dlstributed with exptanation about purpose and use of safety facilities, andinformation panels andposters are installed. The guideline also describesthe operation ·of ventilation for smoke extraction, sprinklers,communication facilities andlighting. The sprinkler operanon is further described in Chapter 2-4. Repair and maintenanee of safety facilities In order to guarantee accurate functionality of safety facilities, it is necessary to carry out regular lnspecäons and maintenance works. 2) JH Based on the basic requirements concerning tunnel safety facilities snpulated in the MOUT (at the time still MOC) guideHnes, the JH hasissued its guidefines (Design Principles), and relevant stipulations. egncerningsprinklers aregiven in Volume 3.(Tunnels) and Volume 7 (Electrical and MechanicalEguipment, Part 16-1.Tunnel Emergency Facilities). Volume 3 (Tunnels) consets of the foUowing items: Generalstipulation 7 The range of this guideline is definedas "Tunnels with two traffic lanes on highways for motorizedvehicles that are constructed and maintained by the JH". In can also be applied tor tunnels with three trafficlanes, under the conditionthat the special characteristics of such tunnels are taken intoconsideration. 7 JH, Design Principles, Volume 3 (Tunnel) Part (4) (Tunnel safety facilities), 1998 (Japanese), p, 1-3 13 The types of safety facilities described in this guideline are bassd on the guidelines by MOUT. Figure 2-10 shows the structure of tunnel disaster prevention, consisting of measures to prevent the occurrence of disaster and measure to prevent damage in case of disaster. Smooth traffic .Prevent disaster occurrenee Restriction of Disaster dangerol.ls preventionin 900ds roae! tunnels Increase drivers' awareness lnstall adequate Prevent safety aggravation of faciHties damagein case disaster has oceurred Maintain safety facilities sufficiently Dperate safety facilities accurately I E.g. fife fight I Figure 2-10 Structure of tunnel disaster prevention (JH) Standard tor the installation ofsafety facilities8 This section describes thetypes of safety faciiities, the tunnerclassification, and the types/specifications ot safety facilîtiesper tunnel classificatien. The typeseUaoiUties and the classification of tunnels is thesame asstipulatedby the MOUTguideJines. In the deelsion of the tunnel category, theestimatedtraffic volumeafter 10 years is used. lnthe dedsien of items thatinfluence· the· tunnelstrucl:ure· (e.g. inspection routes,main Water pipes etc.), the estimatedtraffic volume after 20 years is used. In case ot stage cönstructien or expansIDnotthe raad network in the vicinïty of the tunnel, the traffic volume per tunnel may changeconsiderably (impiying higher or 8 JH, Design Principles, Volume 3 (Tunnel) Part (4) (Tunnel safety facilities), 1998 (Japanese), p. 4-27 14 lower safety category of that tunnel), and after the tunnel is realized and opened to traffic, the traffic volumes of more points of time in between are considered, and the tunnel category and safety equipment is revlewed every 5 years, based on traffic volumes 10 years after that. Only for sprinklers, the review is based on traffio volume 5years after the time of review (in order to limit installatlon costs), Figure 2-11 shows afiow of the conslderatlons in case of stage construction. rne typesfspecifications of safety facilitiesper tunnel classification is more elaborate but still based on the MOUT guideHnes, as described in Table 2-3. Also the required specifications per safety facility are more detailed, as further describedin Section 2-2 and 2.•3. Provisional stage (2 traffic lanes) Estlmatetraffic volume after10 yea Estimate traffic volume after 10 yaars Tunnel conditions Decide tunnel category Decide aboutspnnklers based on estimated traffic volume ·aTter5 yaars Decide scala of aquipment Review avery 5 yaars Figure 2-11 Flow tor stage construction 15 Table 2-3 Safety facilities per tunnel category (JH) Classification .SétV· facility AA C D Ramarks I 0 0 0 0 o Not in D-Class tunnels With I telepoone L<- 200m Push button 0 0 0 0 Fire detector 0 0 Not!n tunnels Without ventllation svstem Attunnelentrance Emergency 0 0 I 0 0 Not necessaryin tunnels alarm , o With l<- 200m equipmem In tunnel 0 a Necessaryin A-Class I. tunnelsWith L>- 3,OOOm Fire extinguisher 0 0 0 0 o Flre hydrant TQbeinstailed in B-Claas o 0 li tunnels witn L>- 1,ooom Emergency Emergencvexit light Tc be instalied in tunnels with eYscuation routes guidance Guide board (Al Tobe instalIed in tunnels withevacuation routes panel Emergencv exit sian To be instaUed in tunnels withevacuation routes Guide board (8) To be instalIed in tunnels o o o wlthoutElvacuation routes Smoke - Evacuation routes instaliedin tutll1$1s withl>- 750m extraetor, - Srnoke extraction installedin tunnel$withL;>- 1,5OOm evacuatlon - Instal! evacuation routes inAA-Glass tunnels and in route A-Glass tunnels Witn l >- 3,ooom, with bi-directional traffic andlong" udinal ventilation ... Water supply Tobe instalied in B"Class hydrant o o tUllI'"IéisWith L >- 1,ooom (\'Ia..teroortsnearpgrtaJ). Leaky teader Coaxlal cable o Necessaryin A~ system tui'iflels With l >- 3,Ooom Entrancelexit telephone o o • Radio (re-) Necessary in A-Class broadcast o tunnels with l >- 3,Ooom Loudspeaker InstalIed in tunnels with radio (rlil-broadcasting equipment) svstem Watèr Necessa.ry in bi-directional sprinkler o A-GlasStunneis witn l >= 3iOOOmandmore than 4,000 vehiclesjdav Monitoring Tvpe A (200rninterval) Ihstallecl in tunnels with sprinklers equipment TypeS (at lay-by) Necessary in A-Claas tunnels With l >- 3,OOOm Emergency Installed in tunnels with L >- 200m lighting equipment Emergency Generator Instalied in tunnels with L >- 500m power supply Uninterruptible power Installed in tunnels with L >- 200m suoolv 0: must be installed, li: instalied if deemed necessary System of safety facilities 9 This secton describes the required organization of safety facHities in the tunnel, and related facilities in the machine room at the tunnel portat, the tunnel control room and the regional traffie control room. 9 JH, Design Principles. Volume:3 (Tunnel) Part (4) (Tunnel safety facilities), 1998 (Japanese). p. 28-29 16 Volume 7 Part 16·1 (Tunnel Emergency Faeilities) consets of the following items: General stipulation 10 In addition to similar general stipulations as stated in Volume 3 of the JH Design Principles, Volume 7 states that the safety facilities of road tunnels should be based on a planning, with basic steps as given in Figure2~ 12. Verify planning parameters DéCide tunnel classificatien Deeide scale of safetyfacilities Investigate spacing and posltlon of installation Investigate detailed planning Figure 2·12 Flow for planning of tunnel safety facilities The planning parameters to be veri.fied for the planning of tunnel safety facilities include the foilowing items: a) Tunnellength, alignment, dimensions ti) Expected. traffic volume (at time of opening te treffie, 5 years - 10 years - 20 years afteropening) t: lie) Planned .Iocation, dimensions, landscape and geological conditions of (1 ~ machinery room and water basin iJ: i d) Water souroe tor fire fight equipment <: ~ e) Temperature and humidity in vieinity ot tunnel J 1) Planning of relatsd equipment !c.. ..!!l .5 ~ ~ ~ 10 JH, Design Principles, Volume 7, Part 16·1 (Tunnel Emergency Facilities), 1990 (Japanese), p.1-2 17 Safety facilities 11 This section gives requirements, basic drawings and other details tor the design of safety facUities,including: a) Communication facifities b) Fire fight facilities (including sprinklers) e) Drainage facilities (inciuding stipulations tor sprinklers) d) Water supply facilitles (including water supply tor sprinklers) e) Anti-freezefacHities (includlng stipulations tor sprinklers) 1) Operanon facilities (including stipulations tor sprinklers) g) Power supply faeilitles and wires (ineluding stipulations for sprinklers) h) Emergencyexit Design examples ter safetyfacilities design12 This sectiongives examples of design calculations for safety faemties, including: a) Tunnellayout b) Requiredwater volume e) Size·of pipes d) Power output e)Ete. 3) MepC Based on the basic requirements concerning tunnel safety faeiUtles stipulated in the MOUT (at the time still MOC) guidelines, the MEPC has issued its guidelines. The most recent official guidelines are published in February1982 13. ·ln February 1993, a concept for renewed guidelines has been prepared by the MEPC 14. Even though this concept has not been published as official guideline, the MEPC actuallyfollows the stipulation stated herein, andit is this concept that is used in underlying report. It consiste of the foUowing items: General stipulation The purpose of the guideline (concept) is defined as to stipulate principies and policies necessary tor the installafIOn of safetyfacilities in tunnels located on the roads operated by theMEPC. lts range is tunnels and similar structures located on the roads operated by ths MEPC. This secton also includes the classification of tunnels. For tunnels with a traffic volume lower than 40,000 vehieles per day per direction, the classifIcation is the 11 JH, Design Principles, Volume 7, Part 16-1 (Tunnel Emergency Facilities), 1990 (Japanese), p.3-53 12 JH, Design Principles, Vofume 7, Part 16-1 (Tunnel Emergency Facilities), 1990 (Japanese), p.54-66 13 MEPC, Guideline for the instaliation of tunnel safety facilities, February 1982 18 same as the one stipulated in the MOUT Guideiines. For tunnels with a traffic volume higher than 40,000 vehicles per dav (per traffie direction) the ctassitlcanon is asshown in Table 2-4. Tne safety facilities tor eaeh tunnel c1assis as given in Table 2-5. Table 2-4 MEPC tunnelelassification for traffic volume> 40,000 I dav Classification Tunnellength AA Longer than 1,DOOm A Between 300and 1,000m B Be'tW$en100.and 300rn Table 2-5 Safety facUities per tunnel category (MEPC) ...... Faoillty . AA A B c D Remarks Emergency telephone 00 00 00 00 ~ (ij Push button 00 00 00 00 I c: Fire detector 00 0 IJ. 0 "'" 'I: Entrance for reecue vehicle 0 0 8- ! rf 00: must be installed, 0: installed if deemed necessary, 4l: only in special cases 1ii ~ Installation of safety facilities This secnon gives details and design principles of the required safety facilities, including information and alarm, fire tight, escape and guidance, other equipment, oommen equipment (water supply, pipes, electrical wires) 14 MEPC, Guideline for the installation of tunnel safety facilities (Concept), February 1993 19 Operatien of safetyfacilities This section statee that the eperation should be such mat the information in case of tunnelfire and ether tunnel accldents, the type of accident and its location can ba ehecked, and that suitable measures ean be implemented immediately. It further statee that the operanon must be based on consideration of the situation in the tunnel, end the operanon method musree laid down beforehand. The major part of this section is dedicated to details and flow charts for the operanon of the differenfgroupsof safety facUities. Maintenance of safety facilities This secnon states that the safety facilities are to be inspected and maintained in order to enable sufficient their functionalityin case of tunnel fire and ether tunnel accidents. It further statesthat the inspection and maintenance are to be based on appücable regulations (see further Chapter 3), and that the inspectlon and maintenance method is to be defined beforehand, in sound consideration of the safety of workers who carry out the inspection and maintenance. Tabte 2-6 shows the present tunnels of MEPC and their safety facUities. Figure 2-13 shows the location of these tunnels in the Tokyo MetropoHtan Area. 20 Table 2·6 MEPC tunnels and their safety facilities 15,16 I Communlèàtlonsl Warnlng Evacuat. -;: o~ Fire-flghting equipmént Others !m equipment facilIties ~E fI! al I~ig tG. ûi' î =- as ë l!' 115 _0~c 2 Route -.!:'I", W ~ J :;! •• ï=~ ilNo Tunnel name g. ,," ~. I 8'§ I'!! 0:1 r'" ;~ name ii 1IIl.•. = 0"1.1 1Il f l jr. ! '1 Î -l\)"'o ~'i I J 1/1 1° =:: !:s Q. .3 •• e'" Jl ë JI .. 4.1m15._ > 'ö !f&g •• i "2:! ~ t4.1 $:I I a:! •... ~~ ::I ~1 ·é g :e Jlll l'.L ii: w (::: 2:! j I 11 ::> l.li: Q,.li: ,. ~.- ii: ~ w i "c fhj -" iIS 1 Shiodom$ ~) 2.1962 270 143,210 12 22 2 12 12 o 18 0 20 • 2 likura Inner 7.1967 106 123,930 9 • 1 5 2 o - . 93 • -~ . ----- 3 Kasumlgaseki Circula.r9.1964 780 126,220 16 62 2 o 30 30 o 2 0430225 ,,* 4 Chlyoda..... RouteS.1964 1,9()0* 183,990~ 40 117 2 69 69 o 6 o 61 0 70 280 5 Kital'lomaru 8.1964 160 37,600 4 .. 3 8 Ö - • • • 6 Yaesu*** rrilèsuOre. Rt.' 2.1973 1,400 23,530 61 116 2 71 61 o 14 0450290 ** e I 7 Haneda...... Route 1 8.1964 300 99,660 10 24 2 10 10 2 o 15 0 6Q_.--..: ~ 8 Aoyama Route 3 10.1964 98 109930 . o . . . . Fj 9 Akasaka 8.1964 520 106,000 43 2 025027· 10 Shinanomachi Route 4 8.1964 110 106,000 2 o - . - . 11 Yoyogl 8.1964 96 2,920 • - 4 . o - . . . 12 Tamagawa.....· 12.1994 2,170 73540 46 90 190 2 o 176 88 o 66 0460350 ** 13 Kuko-Minami Bay Shore 12.1994 250 69,8a06 10 20 2' o 18 • o 6 - • - 14 Kuko·Kits...... Route 9.1993..~...... :!~ 75,730 42 60 118 '4 (5 U6 56 o 18 o 34 0 175 ** :!.~_l'okyo Port*** 8.1976 1,325 123350 56 116 114 '5 (5 120 58 o 47 o 22 0 200 130 16 Higashi-Yokohama 3.1978 107 74,290 2 4 1 4 4 o 5 - 90 . 1::: 17 Sakuragich()..... Yokohane 3.1978 339 8- 74290 7 14 28 1 11 11 2 o 13 0 . &. III 18 Hanazono' Route 1 3.1978 206 74,290 4 17 1 13 9 o 5 • 90 • ~ 19 Hanazonoba$hi 2,1984 47() 52010 14 30 54 ~ 22 18 o 5 o 20 0 270 ~ lifc:: '----.20 Minaml-KaruiZll\wa.. ..•. .•..•.. Mitsuzawa. . 3.1978...... t38. . 61,120 6 7 2 5 5 o 3· . ~ ~ 21 Mltsu~awaRoutEl2 3.1978 445/347 61,120 10 16 32 2 19 17 2 o 12 0 80 • ~ 22 Nagata KaribaRoute~ 3.1990 187 5,100 6 7 2 L 8 - o 6 - . - ~ 23 KawasakiFairway Ba.yShore 12.1994 1,964 72,170 36 60 173 2 o 157 79 o 62 0430360 ** 124 Namlki Route 7.1999 590 2.760 12 24 49 2 o 46 24 o 2 0210337 •.•. I *Totalofthreebi-directjonaltubes(seefurtherAPPENDIXD) .••.Combinedwithfireextinguisher ~i *- Transportatlonofdangerousgoods(explosives,toxicsubstances,substancesdevelopingflarnmablesoncontactwithwateror air)areprohibitedor restricted ,5 i '2 15 MEPC,"MEX MetropolitanExpresswayPublicOorporanon"(pamphlet),2000 'e: 16 MEPC,Data book 2001, 2001 (Japanese) f/i 21 OmlyaRoule MIUt'a Yono SAITAMA r• •PREFECTURE \ \ I i CHIBA PREFECTURE Tokyo Métropolitan Area legend Expressways in Service Expressways Under Construction Exp~ys ÁwailingCity PlanningDecisiOllI Route name I!!lTunnel (Table 2-6) As of theená of April 2000 Lecaäon of MEPC tunnels 22 4) HEPC Based on the basic requirements conceming tunnel safety facilities stipulated in the MOUT (at the time still MOC) guidelines, the HEPC has issued itsguidelines. Stipulations about tunnel safety facilities, including sprinklers, are given in Volume 1 (Planning) Part 7 (Tunnel safety facilities) of the HEPC Design Guideline 17. This officially published version of this guideline usedin this report is of 1992. In 1996 a concept version 18 for renewal was prepared, whichis in actual use by the HEPC but which has not been officially pubHshed. Bath guidelines consist of the follewing items: General stipulation This section defines that the guideline describes the principles conceming the installation of safety facilitiesfor tunnels öperated by the HEPC, and that il'westigation are necessary tor structures similar to tunnels (shelters, semi-shelters etc.) InstaUationof tunnel safety facilities Thissection gives the tunnel classification, which is the same as the one stipulated by the MOUT, with the additien thaUurmels withsharp curves er tunnels with a steep longitudinal gradient are preferably to be ohosen oneclass .higher than the MOUT classification. In order to provide communication means, prevent dangerous situations and aggravation of an ooourred accident, each tunnel is te be fumished with safety facilities as stated in Table 2-7. 1:: ~ Cl: äi c:: ü: '", äis .= ~ ..,i ,5 i 17 HEPC, Design Guidelines, Volume 1 Part 7 (Tunnel Safety Facilities), 1992 '§. 18 HEPC, Design Guidelines (Concept), Volume 1 Part 7 (Tunnel Safety Facilities), 1996 !'l 23 Table 2-7 Safety facilities per tunnel category (HEPC) Facillty A Ramarks i EmElrgency telephone ~ 00 00 iii B+*i "C Push button 00 00 00 00 «II:: I:: Fll'e detector 00 0 ..•.0 til E Emergancy alarm equipment 00 00 00 00 ,·S I,!: Traffic light l::. 11 :Ê Fire extinguisher 00 00 00 00 ~t» e i.I: Fire hydrant (hose) 00 00 0 -(I) Evacuation route 00 0 0 (1)0 0.1:: ~.-«1-8 Emergency guidance panel 00 00 00 W5 Smoke extractlon 11 11 Water supply hydrant 00 00 0 Sprinkler 00 -e Q) Leaky 1eeder system 00 00 I 0 11 0.E '3 0- Radio (re-) broaëcast 00 0 •...Cl) Cl) Loudspeaker system A A 5 I Monitoring equipment 00 ti ti Others ti ti ti 00: must ba installed, 0: installed in certain cases, ti: installed i1necessary Types of tunnel safety facilities This section describes the basic functions of each safety facility, necessàry to gain immediate information about a tunnel incident, take necessary measures and prevent aggravation of damage. Design of tunnel safety facilities This section gives further details and requirements tor each safety facility. For example, fife detectors are to be installed in consideration of the sprinkler sections. Developments of specitications and guidelines tor sprinklers Table 2-8 shows an overview of the developments in speciäeations and guidelines about sprinklers tor road tunnels 19. It also gives basic information about the expenments that have been carrled out tor these developments. 19 Based on information received frorn MEPC 24 Table 2-8(a) Developments in speclûcanons and guidelines Vear --.!F~ir~st~~~!...- 1965 ' Head: 1961-1961: The Fire Brigade Research Department carnes out a fire experiment in a seale model tunnel, and supplies basic information about the conditions Spray Volume: 6 liter per minute per m2 for the introduction of water sprinklers \ I Spray Area: 250 - 300 m2 (or 35 - 45m long eecnon) Water pressure: 3.0 kgf/cm2 Head: Standard spray volume: 6 liter per minute per m2 Water pressure: 3.0 kgf I cm2 Sprinkler method: Double side sprinkler Type: Spiral type Pitch: 4m Automatic valve: Diameter: 100 A (-100mm) 20 Opening method: Opening through preesure drop Pitch ("'section length): 36m 1969: Experiment is carried out in Nihonzaka Tunnel, in order to provide underlying information about the cooling effect by sprinklers, and to verify the smoke Pilot valve: flow condltions. Opening method: 2-direction, 2- poeltion switch type Valvetype: Opening through electrical excitation; etosure through demagnetization 1972 Head: I Kanmon Tunnel 1972: Experiment about spray method with single side sprinkler method is camed out in test tunnel at Menuma Factory of Nohmi Bohsai Ltd. Water pressure: Change to 3.5 kgf I cm2 Based on the experiment results, all tunnels planned since then basically apply this sprinkler method. Sprinkler method: Change to single side sprinkler Type: Spiral and deflector type Pitch: Change te 5m Automatic valve: Diameter: SOA (-8Omm) 1973: Preliminary fire test is carried out in tuil-scala test tunnel at Menuma Factory of Nohmi Bohsai Ltd., in anticipation of full scale fire tests concerning the Pitch (section length): 25m design of tunnel safety facifities. The test rasults show that cooling effect and CO decrease effect is favorable. Pilot valve: Opening method: Change to 3-direction, z-posmon switch horizontal type 1975 Head: Type: Spiral type to Automatic valve: Diameter: 125 A (-125mm) Opening method: Change to opening method by preesure rlse Pitch (secnon length): Change to 50m Pilot valve: Opening method: Change to 3-direction, 2-position switch horizontal type Valvetype: Opening through 2 magnet electrical excltation; etosure through demagnetization (apply water loek) 1976 I Heacl: I Sprinkler method: Change to single side sprinkler with large diameter nozzle tor tar dlstance spray Pitch: 3.8m Others: First application to 3 traffic lanes per tube 20 Nominal inner diameter (see APPENDIX F) 25 Table 2-8 (b) Developments in specifications and guidelines (continued) 1979 Head: I Kawasaki Port TN I Sprinkler method: From ceiling in downward direction Pitch: 25m zigzag 1981: Full-scale fire test with longitudinal ventilation (without duet ceiling) is carried out in test tunnel at Menuma Factory of Nohmi Bohsai Ltd., in order to verify head position and sprinkler method. 1982 Head: Sprinkler method: Single side sprinkler method 1981: Full-scale fire test for different fire sizes is carried out in test tunnel at PHRI, in order to verify influence of temperature and sprinkler method to the smoke Pitch: 5m behavior, and to evaluate sprinklers and their operation. One of the findings is that smoke may deseend due to sprinkler and influence the evacuation. Others First application to longitudinal ventilated tunnel (no duet ceiling) Pilotvalve: 1983: A fire experiment is carried out in the Kakeihigashi Tunnel of the Chugoku Highway, in order to evaJuate sprinklers and their operation in large-scale Material Change material of piston rod (device to transmit water pressure tunnels. and control water flow) to new type corrosion resistant copper based alloy (due to quality of natural/ground water for sprinklers in country side tunnels the strength of material sometimes worsened in course of time) 1984 Head: I Kan'etsu Tunnel Type: Combination of close range head and far range head (different types for tunnels with and without duet ceiling) 1986 Head: 1985: Experiment is carried out in the second (new) tube of the Enasan Tunnel, before opening, in order to evaluate sprinklers and their operation in case of Material: Change material of deflector for far range head to tunnel with one directional traffic and longitudinal ventilation with vertical shaft for supply and exhaust and electrostatic precipitator. Pilotvalve: Structure: Sprinkler water is filtered before use, but due to some cases of clogging in country side tunnels (where surface water is collected in a pool near the tunnel), it was decided to change the valve exit from 2 holes of 0.8 diameter to 1 hole of 1.4 diameter 1989 Automatic valve: I Nihonzaka Tunnel I Type: New type automatic valve is introduced 1990 Head: Type: Development of head tor extra far range, for 3 lane tunnels t:: o C- a::CD äi u;c: 26 2 - 2 Basic Qescrîptions and purPQSeof sprinklers Thissectiongives baSic descriptions specific forsprinkler systems, as stated in theguideiinesof MOUT, JH,Me;PC and HEPC. 1) MOUT The MOUT guidel:ines stipulate that the sprinklers should ba instalied in order to: Cool down the fire haard and its surroundings Suppress (control) the fiTe Prevent fire spread Support the fire fighting activities Sprinklers areto ba instalied in all M-class tunnels (see Figure ), and in Ä-class tunnels if judged necessary after investigation oonsidering items such as traffic type (uni- or bi-directional), a:vailability of evacuation routes, tunnel operati'on system (24· hour m·anageme·ot of monit'oring .,------_ •• ', ••••• '".,.'.' ,',' ,,",'," .',',".,',"," ,: '.':,"-",',". ,',. 0'" •• ','. . . ,',_ ... , ______system), etc. In case the tunnel management judges neceSsary, sprinkler systems can ba investigated. ·'ncasesprinkler systems are installed, a monitoring system is preferabie instalIed in . thetunnel. 2) JH The JH guidelines describa 21 the sprinkler system as a facility of which the nozzle is installed in the corner of the tunnel cross section, and which operatioo is based 00 a remote controlled pressurized water release in spray form that covers the fire. The function of sprinklers is stated as foltows: Suppress (controI) the fire haard Prevent other tires in the direct vicinity of the fire heard (fire spread) Protection of the tunnel structure Protection of the tunnel facilities The JH guideline states that previoustY carried out fire tests with actual vehicles and fire pans confirm these functions, but at the same time that the activation of sprinklers produce a water film ili mist formand cause the srnoke to descend to the tunnel road surface, whieh reportedly may causa obstrLlclion to the evacuation of vehicles or paapie. Therefore, sprinklers are te ba activatèd with considerable caution and only after confirmation that the tunnel is evacuated. In addition, the installaiion of sprinkler facjlities requires large investment. Based on these reasons, sprinklers are in principle ooiy install:ed in AA-Class tunnel, in which safety measures are especially important. Sprinklers are aiso installed in A~class tunnels with bi-directional trame, length over 3,OOOmand traffic volume over 4,000 vehicles per day, because the aoove functions of sprinklers in these tunnels ean ba weil expected. 21 JH, Design Pril"lciples, Volume 3 (Tunnel) Part (4) (Tunnel safety facifities), 1998 (Japanese), p, 13 27 3) MEPC The MEPC guidelines describe the sprinkler system as a facility that discharges water in spray form, and states the purpose as follows: Suppress (control) the fire Cao! down and proteet the tunnel structure Alleviate the fire fight actlvities Prevent fire spread. 4) HEPC Sprinklers are described as a facility that discharges water in spray form in order to: Suppress the fire Prevent fire spread Alleviate firefight activities The sprinkler facility consists of sprinkler heads, automatic valve (valve to select compartment), plpes, pumps, water basin and operetion equlpment, Especially the automatic valve must operate with high accuracy, must he easy to maintain and inspeet. 2 - 3 Specifications Basic requirements In. its posltion to lay. down the very basic nanonal stipulations for tunnel safety facilities, to be followed by all Japanese authorities that operate tunnels, the MOUT statea the following basic requirements to sprinklers: The spray secnon should ba at least SOm 2 The standard water volume is 6 liter per minute per m • The water souree should preferably be able to supply water tor at least 40 minutes Thecontrol method of sprinklers should he decided in conslderanon of tunnellength, tunnelstructure and ventilation system These fundamental requirements formthe basis of the guidelinesby MOUT, JH, MEPC and HEPC. They also form !he basic assumptions for the design of sprinkler for tunnels of other autl')orities. Design specifications Table 2-9 and Tabla 2-10 show the location of sprinkler heads in longitudinal directton and lateral direction forMOUT, JH, MEPC and HEPC. 28 Table 2~9 tecaäon of sprinkler headsin longitudinaldirection Distance Automatic Owner I batw.n Example heads valve MOUT (Not One automatic speclfllild) valve tor 2sm er SQmsectiOn JH Oneautomatic valve tor 50m sectiOO(10 headsper vàlve} MEPC 2.5...,·srn Olleautomatic vaNe tor 25m or SOm sectien (10heads per vàlVe) HEPC 2.5 - 5m Oneautorllatic va!ve tor 25m or5Orn section (10headsper va1ve) Table 2"10 Location of sprinkler headsin lateral direction Owner location Examle MOUT (Notspacifled) $pl'inklf3fhead JH Topcomer Most ·JH tunnels have (H=about 6m), at horseshoe cross-secten. sldewlth hi$tàJlation side is ohosen Inspectloo lane, .t9·e~bleeasy inspection between tunnel aMmaintenance. structure and Loça~ion ••iSand type of roadspace head Is decided based on profile tlJnneJ ·layout (ventilation duet celIin9,lay~by, jet fans ete. MEPC Top O()~r,atlow Most MEPC have s~lijne, orat rectangular eress-secëon. ceilingit"!çase tOO In5taflatlOn side is ohosen !.cor..•.irle. t.p<)s.itioniS to .enable easy inspection I.notposslblè(3 andl'l'laifltenance . ltraffiO lane LqP8tion...18 aM type of tunnels,locations head is dec:ided based on Iwith jet fans, etc.) Comer application CelUngapplication tunnel layaut (Iay-by, jet fans etc. HEPC ulated In standard 29 Other specifieationsin the standarde of MOUT, JH, MEPC and HEPC are summarized as fellows: 1) MOllT In addition to the basic specifications given above, the MOUT standarde state as follows: Tunnel require water supply for fire hose, fire hydrant and sprinklers. The principle water souree is public service water, and where this is not available, natural water souroes (ground water wells eto.) are to be used. The water souree must beinvestigated and checked that basin can be completelyfiiled within 12 hours, The volume of the waterbasin must be such that fire hose (3locations simultaneous), fire hydrant (2 location simultaneous) and sprinklers (> 50mspray section) can be used tor at least 40 minutes. rhe location of the water basln must ba decided in such a way that the pumps have low power consumptlon, watercan beeasily taken, etc. The pumps must ba designed in such a way that sufficient water preesure can ba supplied tor the required water volume for fire hose, fire hydrant and sprinklers. 2)JH Based on the basic MOUT requlrements, the JH standards state as follows 22, 23: Sprinklers areinstalied in sueh a way that SOmcan be sprinkled with one automatic valve. Based on experiment 24, •the .range influenCed by a fire Is believed to be 20~30m, and thesprinkler.sectionof50m ischosento. cover this range. In order to cover fires that are locaiednearthe s1deof a secti0n, sprinklers are designed in suoh a way that two sectionsof50m (tOOm in totaJ)cllnba used simultaneously. The type and spa.Cingafthesprinkler headsis salected in such a way that the roadway spaceissprinkledas uniformly as possible with at least 3 kgf/cm2 and 6 liter 2 per.minute per m • The pipes to the sprinkler heads are separated trom the maln water supplypipes with hydraulic piston type automatic valve (normally 10 heads per automatic valve). Thepipes tor sprinkler water supply are uniformfor standard cross sectlons, but design for ether sections requires adjustment and investigation at site. The automatic valve (open with preesure rise) includes a pilot valve, a butterfly valve for mainlenance etc., and is installed together with the firehydrant at the tunnel sldewa.lI. lt can be opened (activated) trom the control room by the tunnel operator or manually at site. Far accurate operation, the automatic valve is to be malntained and inspected regularly. 22 JH, Design Principles, Volume 3 (Tunnel) Part (4) (Tunnel safety facHities), 1998 (Japanese), p. 25-26 23 JH, Design Principles, Volume 7, Part 16-1 (Tunnel Emergency Facilities), 1990 (Japanese), p.20-26 24 Japan Fire Proteeton Assoclatlon, "Report on fire experiment in the Tennozan Tunnel of Meishin Expressway", 1963 30 The automatic valve to be opened is selected automatically based on fire detection activation (the fire detectors are instalied at25m interval). Figure 2-14 gives an example of how sprinkler sections tobe activated are selected. The automatic valve is unlocked (to actually activate the sprinklers) only. after the tunnel operator has reconfirmed the fife locaûon with ITV camerasand ethers. Traffic direction ---»>, Ventilation direction ---»> Sprinkler secnon Fire detection Example 1: Prevention of upstream fire spread Sprtnklersection Fifa deteetion Example 2: Are is estimated to be in the middleof the fire detection section Figure 2-14 Examples of how sprinkler sections are selected (unl-directiona! tunnel) The required horizontal spraypattern is investigated after the type and installation height of the sprinkler heads is decided. Figures 2-15 and 2-16 show 2 examples of horizontal spray pattems. TunnelwaH 5000 (Compare JH "standard type" in Table 2-10) Figure 2-15 Example of spray pattem with 2-combination nozzle (short, long) 31 Tunnelwall (Compare JH "extra width type" in Tabla 2-10) Figure 2-16 Example of spray pattem with 3-combination nozzle (short, long, super-long) The required water volume for sprinklers is calcutated with the following equation, and taking into consideration tunnel conditions (Iay-by, jet-fan, etc.). Q1'" L'" w'" t Where, 01 : water volume (liter per minute) L : spray section (m) w : roadway space width (m) t : unit water volume (liter per minute per m1 In the typical case (L'" 2 * SOm'" 100m, w'" traffic lane 2'" 3.5m + road shoulder 2'" 2 0.5m •••8m, t •••6 liter per minute per m ), the required water volume for sprinklers is: 01'" 100 *8 * 6'" 4,800 (liter per minute) The pipes and automatic valves have a nominal inner diameter of about 80 A, 100 A, 125 A'or 150 A 25, supplying water volume as follows: - ao A 0 - 1,200literfminute -100 A 0 -1,600 liter/minute - 125 A 0 - 2,500 Hter/minute - 150 A 0 - 3,300 liter/minute For example, the typical case (see above) with section length of SOm requires 25 Nominal inner diameter is indicated with capltal A (see further under APPENDIX F) 32 t25mm pipes (2 sections slJpptyin totat 5,000 titer per minute, which issufficient for the required water volume of 4,800 liter per minute as stated abovs). The water to the fire· hydrants and the sprinklers is supplied with one and the sarne pipe. Ihe pumps are designed to enable water supply to firehydrant and sprinklers. The water preesure is bassd on the required water preesure of the fire hydrant or sprinkler head located furthest away, as weil as the friction lossin the pipes. The Pumps are opened either manually orautornatically.based on fire detection. Figure 2~17 gives an exampleof sprinkler installation. "1.250 1.ZOO c Ughting amnature /" " ( Ughtlng annature Pipe to sprinkler head I I ! Wunnel cladding 2.490 Emergency post A. Fjreextinguisher B. Fire hydrant C. Automatic valve Figure 2-17 Example of sprinkler installation (JH) Ihe water basin has a water volume of 20% in excess of tIle required volume to Sl.lpplywater to tirehydrants and sprinklers tor 40 minutes. Incoldareas,measures are taken to prevent freezing of water forfire hydrant and sprinklers, including the following: - Insulationof pipes - Heater boxfor vatves - Heater to pipes - Ensure constant water flow The decision to take such measures is based on meteoroloqical investigation. The 33 sectlon length for such measures is 1roOm from the tunnel entrance and trom 500m before the tunnel exit. The objected facilities tor freezing measures are pipes, valves .nd pumps. The operanon of the heaters is besed on thermometers for air temperature near the tunnel portal. 3) .MEPC Based on the.MOUT requirements, the MËPC has defined lts standerds, which are mainly simiiar to the JH standards. in the following points the MEPC standards and practices differ from the JH. MEPC mainly operatee tunnels with rectanquler cross sectien. This has influence on the type and installation height of sprinkler heads (as described above), Ihe water for the fire hydrants and the sprinklers is .supplied with separate main pipes. The main pipe for the sprinkler system is located near !he ceiHngat thesame level as the sprinkler heads, and the main pipe for the fire hydrants is located at road level. Because the automatic valve for sprinklers is locatedat the road surface level, the mainpipe for sprinklers is. connected through avertical pipe with the automatic valve, which is again connected through a vertical pipa with the sprinkler heads (Figures 2-18 and 2-19). Main pipa for spEiAkIer ,(2QOmm)' ~al pipafrommain pipa to valve (150mm) \ \'"E:=:= _ ~ Ó; SW'-Wl;;mA Main pipa for fira hydrant ( oonnected to spril1klerpipes Figure 2-18 Exarnple of sprinkler installation at ceiling (MEPC) 34 -·--m.u; Main pipa Sprinkler head Figure 2-19 Example of sprinkler installation at corner between sidewall and ceiling (MEPC) 4) HEPC Based on the.MOLIT.requirements. the HEPC has definedits standerds, which are less elaborate than but in principle similar to the JH standards. 2 - 4 Operation specifications This section sumrnartzes the specifications stipulated in the standarde by MOUT, JH, MEPC and HEPC concerning the eperation of sprinkler systems in case of tunnel fire. 1) MOLIT The MOUT guideJine specifies the foliowingconcerning the operanon of sprinklers: As described aoove, the purpose of sprinklers is to cool down the nre heard and its surroundings, to suppress (control) the ûre, te prevent fire spread and to support the :.: IJ.. fire tighting activities. On the other hand, due to sprinkler activation a water mist film may oecur end smoke may deseend. which may be a hindrance for driving vehicfes and evacuating people, Theretoreit is recomrnended to first check by eeN monitoring system or tunnel persoonel at accident site that there are na people in the sprinkler secnon or downstream of that, betare activating the sprinklers. In sorne cases the tunnel is filled with smoke making it difficult to check whether there are na people in the sprinkler section or downstreem. end thus the deelsion when to activate 35 sprinklers may be difficult. Therefore, the timing and the sectien to be sprinkled are to be decided in advance. It.·is important te discues with related authorities to deelde the operanon of tunnel sprinklers. The general order of activities is stated as follows: - Report of tunnel fire (by fire detector eto.) - Selection of sprinkler sectlon - Start pumps - Verify situation Jntunnel (CCTV monitoring system or tunnel personnet at site) - Open automatic valve 2) JH Based on thebasic requirement by MOUT, the JH has stipulated a network tor tunnel safety facilities as shown in Figure 2-20 26. lt is also stated that several tunnel safety facilities, including sprinklers, require specialoperation activities in case of tunnel fire, implying that tunnels with such facititiesare to be operated through a 24 hour manned contra! room. Furthermore, it is stated that it is necessaryte verify the situation in the tunnel beforeoperating these facilities, because otherwise their effect may not ba reached or even be adverse totheirpurpose. It is necessary to sufficiently oonsiderthe relation betWeen these facilities and other tunnel facilities, their management and operation system, as weil as theirlimitations. 26JH, OesignPl1nciples, Volume 3 (TunneijPart (4) (Tunnel safety facilities) , 1998 (Japanese), p. 28-29 36 In tunnel Equipment room, tunnel entrance Control center Main control center Extern .,l5 '"o '§ JAF ~ apo AiJt Fe o ~ ~ · e ·, ü: · · · · Camera opel'lltîng table I ·~ , ·, · t Bro@Qli$tingequÎpme!J 1 •••••••••.••••••••••••••.••.••.••••.••..••..••.•• .:.:: ••..••..••::-: .•••• : .••• :.•••••• "'.f!' ••.••.•••••••••••••••• _, 5 hinterruptpoWer$uppl Emergencylighting Emergency power$uppl 1: f "11i Figure 2~20 Network fortunnel safety facilities (JH) c: i.i: '", ~ c: ~ i cr.o I.s i ~ 37 3) MEPt Based on the basic requirement by MOUT, the JH has stipulated a network for tunnel safety facilities as shown in Figure 2-21. Automatic .,Some extraction I i I . Automatic Sprinkler .activation ._. _. _ ..E~2!I.~.çgn!fo!. ~!,,!l;!rJ Hot lin Operatlon desk -Contact related agencies for safety fac . ., ., Contact:, ;:::~~~~~::~I CCTV monitor Cootact I ! i L._._._._._._._._._._._._._._...Ir!.~~Sf.l!r9Lc.fI-~!!!.J Figure 2-21 Network for tunnel safety facilities (til!EPC) The activities for the operaäon of sprinklers (Figure 2~22) are Unked to fire detectors, CCTV monitoring system and pump equipment. Thepumps are started by asignal fromthe fire detectors, and the activation of sprinklers (water discharge) ean be carrted outbyopening the automatic valve, after the operator as received instruetions from the traffic control center etc. Based on the conditions of the fire (fire size and JOCation,••situationof tunnel. users, ..etc.}, th~ operation of sprinklers may be adjusted manually or automatically, basedon instructions by thetraffic control center etc. The operation of sprtnklersafterthe Fife Brigade·nas amvedat the tunnel site is based on deliberation between tunnel operatorand· Fire Brigade. 38 ;------, I I , Manual activation valve I I I Automatic link , r------MarlUalïink ------, I Automatic valve Centra! management Operation desk I svstem forl:unnel for safety I I safety fac~ities facilities Water sprinkler start ,I I Tunnel inside I CCTV control I , I I I ~~------~------~------~I Operation room' Figure 2-22 Activities for the operation of sprinklers (MEPC) 4) HEPC Based on thebasic requirements by MOUT, the HEPC has stipulated lts own guideiines concerning theoperation of sprinklers. The followingQrder of activities is stated to be genera!: - Detection of tunnel fire (by fire detector) - Selection of automatic valve (i.e. selection of sprinkler section) - Start pumps - Verify fire and lts locatien (with eCN monitoring system) - Open automatic valve to initiate water discharge Theretore, tunnels with sprinkler installation require facilities to verify fire occurrence, suoh as CCN monitoring system. In order to prJiWentdamage to the wires and cables caused by a tunnel fire, it is necessary to consider sufficlently the material and layout of wires and cables. Maintenance specifications Thls section summarizes the specifications stipulated in the standerds by MOUT, JH, MEPC and HEPC conceming the maintenance of sprinkler systems in tunnels. 1) MOLIT The MOUT guideline states mat the maintenance of sprinklers is to be based on details given in a handbook by the JRA 27. 27 JRA, Handbaok concerning the maintenanee of raad tunnels, November 1993 39 Tunnels require "narmal inspectlon" and "periodieal lnspectlon". Specification about "penodlcel inspection"includes statement tor the malntenance of sprinklers to verify spray oondiuons and operaeon in relation with otlJer tunnel safety facilities, 2)JH JH inspectsaetomatlo valve 2 times a year, and carries out water discharge test 1 time a year. During waterdischarge test, water volume and fixing between sprinklerhead and wall is checked, 3) MEPC The MEPC states 4 levels of maintenance and inspeetion. Monitoring through control panel: based on index levels and warning messaçes, the operator oan monitorthe tunnel safety facilitieson any defects. Routine inspection: with patrol car, a number of facilities are checked with the "5 senses" (visual check eto.), This can ba accompanied by manual test eperation and/or basic amendments of facilities. Periodic mspecnon:' a number of tunnel facilities are periodieally lnspected, Periodic mspectlons do not include disassembly of facilities. Special inspecëon: eerried out in case monitoring, routine lnspecüon or periodic inspeetion indicates irregularities that require maintenance or repair. Sprinklers are inspected as toäows: Routine inspection: onee a month, leakage and water pressure of pipes and pumps are inspected. Periodic inspécëon: once a year, activation prooess (pumpacnvaëon, valve opening, signal to control room etc.) is tested, water discharge isinspected and general operation conditions areinspected (control équipment, related facillties such as fire detectors) . 4) HEPC t ~ Based on theMOUT requirements, the HEPC has defined lts standarde, which are in principle a:: ~ similar to the JH standerds. cr:: 40 3 Qualitycontrol 3 - 1 Production stage In Japan, sprinkIersforroad tunnel use do net followa certification system for quality guarantee. In the first stagEtof development, new sprinkler types have been testeet on functionality and water discharge volume befare installation. After that, reliability is establlshed based onactual performance. Up to date, m)·ootable performance defects have been experienced with sprinkler installation •in road tunnels. It is stated that regular maintenance and inspection by specialist technicians have been indispensable tor this performance. 3- 2 Operation stage (maintenance ) Description of maintenance The meihoo al1d contents of maintenance is specifiedin handbooks, published by tbs. different tunnel authorities. Maintenance.isgenerally eerried out by aspecialized maintenance ..company. The MEPC separates thefunctions of tunnel authority and maintenance-company. asfollows 28: Function of tlmnel. authority (MEPC): Investigateinspection method and planning, communicate with related parties, inform the publicetc. Give order to maintenance company to carry out inspeeton Verify traffic control method during inspection, communicate with police Supervise inspeetion works, safety management Answer enquiries from public media, communicate with related parues, report to police Function of maintenance-company: Produce plan of execution Carry out inspection and report to authority Safety management during inspeeton works Adjust and communicate with related parties Safety management mainly inc!udes the following items: Transfer method and timing of rnalntenance vehicles to and from tunnel site 28 MEPC, Inspection Handbook tor Structures, April 2001 41 Because a number of inspections are catried out simultaneously, the working space and traffic lanes are separated by orange cones and arrow signs Speed limit to vehicles, ensure that inspection workers do not enter the area with moving vehic!es Emergency plan is set up in advance (in oooperation with fire brigade and potice) As example,APPENDIX 0 describes visit to inspecäon of the safety facitities in the Chiyoda Tunnel (operated bythe MEPC), part of the Inner Circular Route in the center of Tokyo. The MEPC divides lnspections for sprinklers into periodical inspections (twice a year) andgeneral inspectfons(oncea year), with items as shownin Table 3-1, and cnecksstsas shown in Figures 3-1 29 and 3-2 • Table 3-1 Items of inspeetion Type or Items Frequency Checklist ins ection Periodical inspection whether 2 times per year Figure 3-1 General 1time per year Figure 3-2 inspection 29 MEPC, Handbook tor inspection of Instaliations, March 1988 42 • ,. '" '" lil * lil lil li! JlIlJIi. lilt$IIlIHlI Report sheet for pel'iodical inspection of tunnel sprinklers >J I I I' I s=EI < .... . - i - ...... - * $$$= < -226- Figure 3-1 Check list tor visual inspection (example, MEPC) f y;t. "'i'iiJl 1.·A:!l"~'UI @ I. " •• 1. Loeation 1. Person inchargè !lil Jl( 11I IIU llIl 1..Date 1.Il1SPector liU<1K1iiI ~ ~ lil llII 11I •••.liIIlliJIl I!lUC'JI/JII Di$Charge CentraJcontrol eontrol panel Inspec!ion Measures I JIf. PV(I8IlPV(ll') P S sooIion PV PV ps PV PV resu!t i '1 f'S open close oeen close "'n' I , I I .. " .·i·· i·ii...... ' .. ..·i· > ..' .. ·i··i i...... Jt= .. t= )·.·.·.·.i •i••.. . i··i· i'· ~ .. ·i.·. ..' ··i· I I .... > I I ...... < .: I < ....i· .·i·i : <,i - .._._-_.----_._ ... -227- Figure 3-2 Checklist tor overall inspeetion (example, MEPC) 43 3-2-2 Criteria for reptacement I repair The dlscharge conditlens of each sprinkler head are verified with a water discharge test. If necessary, the angle is adjusted or the head ls repteeed. The decision to replace or repair is made by the tunnel authority after the inspection company reports a defect. Depending on the!eve! of defect, a construction planning for the replacement or repair is considered. Replacementor repair is carried out on the same day as far as possible. 3-2-3 Measurement vehicle for sprinkler maintenance Since 1999, theJH makes use of a measurement vehicle for maintenance of sprinklers in lts road tunnels, afterdevelopment period of 2 years. The sprinkler heads are separated Ingroups of ten heads to onéautomatlc valve, and one total group (l=50m) can be inspected at once with 3 vebleles (4-3".3pattern). AR additional4th vehicle is used for speclal loceüons of sprinkler heads (at lay-by, positions with jet fans etc. ). The advantages of the measurernent vehicle are stated as follows: 1) Sprinkler heads can be inspected with actual water discharge, while c1osingonly one trafflc lane. 2) Thetunnel remains open to trafflc. 3) The discharge volume of the sprinkler neads can be measured, and these data oan be usedto give an indication about the condition of the sprinkler heads, 4) Themeasured data can be stored in a database to give better understanding about long-term· condition .of sprinkler heads. Figures 3-3 through 3-5 show photographs of the measurement vehicles, and Figure 3-6 gives an image of the operation condition of measurement vehicles. Figure 3-3 Measurement vehiclein c10sed position 44 Figure 3~5 Measurement vetliclein operaüon 45 Figure 3-6 one traffic lane 46 4 Background and experience 4 - 1 General In addition lothe stipulations in the guidelines as described in ehapter 2, interviews have been performed withJH, MEPC (the tunnel authorities that operate most tunnels with sprinklersystems) and Nohmi Bosai Ltd. (a major manufactureroffire safety facilities,including sprinklers for tunnels). The interviews are performe(j to .give additional informationabout the actuatexperience with sprinkler systemsin road tunnels during· normal tunneloperation and during tunnel fire, background· for the .installation of ..sprinklers, .inspection of .sprinklers, ..and. technical tssues conceming. sprinklers. The.. interviews .arebasedonquestionnaires preoared by Chiyoda in cooperationwithRWS (the questionnaires are given in APPENDIX A). 4 - 2 From authority point of view In case norefêrenceis made to JH or MEPC, the information accounts for both authorities. 4-2-1 General In general, tne tunnel authorities are satisfied with the functionality of sprinklers in tunnels. At the moment there is no dlscussion or investigation to further improve sprinkler facllitÎes technically. Äcommittee consisting of representative from tunnel authorities (including MOUT, JH, MEPC, HEPC) andrelatedinstitutions is investigatinghow tunnel safety systems can hè furtherimprovedingeneral, and part of this investigation is the timing of sprinklersand the relationwithother tunnelsafetyfacilities. The eosts for sprinkler lnstaltation are dependent on many factors, including structl.lral conditions of tunnel. As roughindication,the MEPCstates a rough estimated oost of JPV 350,000 (EURO 3,000) per meter per tunnel, which includes water basln, pipes, valves, heads and control equipment. 4-2-2 Research and development The tirsttunnel in Japan in which sprinklers wereinstalled is the Tennozan Tunnel (operated by JH), in 1963. The JH included sprinklers initsguideUnessince August 1967. The tirst MEPC tunnel with sprinklers is the Tokyo Port Tunnel (installedin 1976). The tirst MEPC standards including sprinklers are of August 1981. In 1984, the 47 installation of sprinklers to all MEPC tunnels of AA class was completed, The main reasen for speciûc developments for road tunnels is based on the differences with sprinklers for ether purposes (buildings, chemica! plants etc.). These differences are mainly stated as •.Presence in tunnel of gasoline and in some cases dangerous gooos • No compartrnentation by tunnel strueture • More difficult to verify locanon andsize of tunnel fire • More difficult to operate sprinklers (in conneetion with human behavior) The size of the water drops from sprinklers is of influence to the heat ebsorpnon capacity of the sprinkler (the smaller the drop size the large the interface between water and air and the larger the absorption capacity) andofinfluence to theeapacity to reach the fire heard (thelarger the dropsizethe less drops are blown away byair flow in the tunnel and thebetter the fire haard is reached). The drop sizeis not deeided as suoh, but is a result of experiments conceming equal water spread over the tunnel cross secnon and the spray reach (distance), IA large number of experiments has been. carried out tor the development of sprinklers, including those as given in APPENDIX B. APPENDIX E gives an outline of 2 reports aboot tunnel fire experiments of theinitial research period 30 31. Quality control Sprinklers do not follow a certification system for quality guarantee. The sprinklers installed .in tunnels have been tested on tunctiona..Iityand water discharge volume (6 2 liter per minute per m ), and since then actual performance indteates reliability. Until now, nonotable defects have been experiencedwith sprinkler installation. Pipes have locally been replacedin JH aad MEPC tunnels, but sprinkler heads show no defects. TheMEPC states a lifetime of 20 ysars for mainpipes ofsprinklers. lnspection JH inspects automatic valve 2 times a year, and carries out water discharge test 1 time a year, During water discharge test, water volume and fixing between sprinkler head and wat! is checked, JH inspectionsare standardlzed (see Chapter 2), and up to aboutzkm of tunnel can be inspected in one day. 30 PWRI, RêPÇrtot1 Raad TurmelFire Test, PWRI Document No. 568. March1970 31 Tunnel safety Facilities Committee, Experiment concerning Flre Safety Facilities of Meishin Expressway Tunnel, 1961 48 Main reasens tor repair andreplacement of sprinkler heads is due to trucks that hit the wall and damage the heads. Another reason is statedas clogging of the heads (especially in country side tunnels due toquality of natural/ground water). As example, APPENDIX D describes inspëction metbod of and reports visit to inspection works at Chiyoda Tunnel (MEPC). 4-2-5 Experience with sprinklers during normal tunnel operation Neither JA nor MEPC has experienced malfunctioning of sprinklers during normal tunnel· operaäon (nosudden water discharge, no- cases where· water was not availabte in main pipes where it should be, no cases where pipes betwsen valve and headswere filled with water wheretheyshouldnot 00). Experience withsprinklers durtng tunnel fire TheJH experiences aböut1 0 to·16tunnelfires per year thai· require. dispatch of Fire Brigade.ln2or3 cases per year sprtnklersare activated. The MEPC has actually used sprinklers in 5 or a tunnel fire accidents, and it is believed tnat the fire beard was cocled and fire spread to other vehicles was prevented because of the sprtnkler use. The MEPC hasäctua.lly usedsprinklersin 5 or a tunnel fireaccidents. Fires .are rép6rted 10 thecontrol room in different ways,includingthe following (in order of impórtance, JH): 1. Emergeney telephone 2~Fire detector 3.ITV camera 4. Push button 5.·Patrofvehicle a.Others Asexample, theactiviÜesduring anactual tunnel fire accident have been reported as folloWS32 (thisis an example,and types of a.ctivities as weltastheir order may be difterentcase by case; anumber ofactivitiesarecarried out parallel): - Activation of fire detector - •Detection ofemergencyin tunnel withlTV camera -Informationto tunnelusers (traffic signal at tunnel entranceto red; message at tunnel entrance to -Fire! Do not enter tunnel.! .••; massage by speaker ano radio toléavetunnel) - Request forFire Brigade dispatch -Start sprinkler 32 Based on information received trom JH 49 - Tunnel owner arrivés at accident site - Fire Brigade arrivee at accident site - Start firefightactivities by Fire Brigade - Verify thatfire is extinguished - Remove vehicies in tunnel - Remove humt out vehicles - Recovery, cieaning - Reopen tunnel No cases areknown of false operaäon, malfunctioning or only partly functioning of sprinklers duringactual tunnel fire. Main pipes are fiUed with water; pipes hetween valve· andheadsare not fiUed. Therefore the time lag between opening of automatic valve and water discharge trom sprinkler heads is fractional. Because pipes are filled. with. water, the influenceof. heat from fire and the risk of damage to pipes are limited. Pipes are normaUy ofstainiesssteel. based on oost consideration(MEPC). 4-2-7 Technical issues Based on experiment earriedin. March2001. for theN.ew Tomei Expressway, it is presentlyknownthatsprinklershave acoofingeffect forfires thatare simHarto a 9m2 cargo fire (before March 2001, the cooHng effect was verified for maximum 6m2 pan fire). The actaal fire size during the experiment was 23MW. Ouring the same experiment (of March 2001), theprevention of fire spread was verified with 3 passenger cars (1 on each side of burning vehiele), under Smis longitudinal flow-velocity. The relation with fire detectors is such that even in casethe fire detector reports a fire, the operator will first verify the condition in the tunnel withthe CCN monitoring system, and then push a button to activate the sprinklers. Therefore the operaton is notautomatically linked to fire· detectors. False alarmoffire detectors is prevented as mueh.as.possible byfrequent inspection .• No accuracy range (fauit range) for fire detectors is specified in Japanese standerds. The JH is investigating tochange the operation of sprinkler systerns in order to a.lleviatethe·responsibility ofthe· tunnel operator. The newly· proposedprinciple is to let theoperator push thesprinkler activation button as seen as he oonfirms a fire on the monitoring screen (aftel" report from fire·detector etc.) and· build in a time delay until the automatic valvs actually opens (the time delay is the perled between the time of button push and the time of opening of automatic valve). The time delay is different tor uni-directional traffic tunnels and bi-directional traffic tunnels. For correction purposes, the operator can drawback (deactivate) the sprinkler 50 push-button within the time delay perled. The JH and MEPC use different layout of pipes tor sprinkler water supply. The JH uses the same pipe tor fire hydrant and sprinkler; the MEPC uses separate pipes, The JH main pipes are locate near the road surface. the MEPC pipes tor sprinklers is located near the ceilingcomer. Merits of the JH system include less spacs required and consequent lower costs, ihe location naar theroad surface and the tact that the pipesare imbedded in the concrete has the merit that temperatures will not rise as muchas the ceiling corner part. Meritsof the MEPC·systeminclude less risk thatthe total water suppty is cut off at once if the one andonly pipeis damaged. The reaeon not to use foam in sprinklers is high costs andcleaning works aftel' actual use. The onlytunnelin Japan thatuses foam in itsaprinklers is the Aqualine (Trans TokyoBay Tunnel), because of its apecialconditions (it is a very large scale Underwater tunnelconstructed with shieldmethod,it is a prestigious project, eto.), Foam is supptied for1 0 minutes, afterthat water for 30 minutes. Tne ••baSic••purposes ••of.water.spnnklers ••as••stated ••by.the••JH••(CooUng••ettect, prevention 9f•••fire •••spr~ad••••.prot$Cti~n •••of ••·tunnel•••~tructure •••••protection ••••of.·.~nnef ••••equiPment, see ~rther ••Chapter 2-2) •••are ••stated ••to •••be•••~lso ••valid ••for••mountain ••tunnels. TheinflUence of 10ngitudinalflowvelQCityto sprinklersisnmit~because at time of tufUlelfitethe mechanicalventilationis notoperatecjinbi-dir$Cti0nat tunnels, and Qpetated•••ij ••uni~directiOnal••tunnels .•at••2m/s •••in•.•order ••to ••prevent ••backlayer. l1rning, ••méthod .•and.decision.of.ctosure.of .sPrinkiers.·is.based.on.Fornmurncationwith anäadviCefromftre brigadeafter fueyarriveatsite.Spnnklerscanbe closed when thefirefightingbYthefirebrigade starts, but sprinklers canalsocontinue to play a SlJPportingfqnction forfjre ftghting. Recent deVeIDpm~ts Tfle •••JH•••is•••investigating •••to•••appiy ••neWIY•••improved .sPrinklers••to•••ttle·••tunm~ls with large crosssection oUheNewTomeiExj)ressway, underçenstructionbetween Tokyo and Kobe. The expressway willbeahigh standard expressway with 3 traffic lanes in one direction and high design traffic veiocity requiring extra wide tanes, and therefore tunnels withextra width. For this purpose, the JH.carried outexperiments with sprinklers as part of a tunnel nre experiment conceming. fire development, evacuation possibilities and smoke extraction during firaaccidentsin tunnels mth enlarged.cross section. One of the results of tbe fire experiment was the (re-)confirmation of the usefulness of sprinklers incase of a 23MW tunnel fira (9m2 fire pan). 51 4-3 From manufacturer point of view Sprinklers have been developed in cooperanon with and in annclpaûon of requirements by tunnel owners in charge. The first sprinklers tor the Tomei Expressway and Meishin Expressway were lnstaäed at both sldes of the roadway space, Due to high installation and maintenance costs, it was declded to improve thesprinkter instaUation in such a way that .singieside installation provided the same performance in terms of spray uniformity and reaeh. The spray secnon of sprinklers is decided based on experiments, eerried out in the early days of the sprinkler development Fire detectors had a reachof12m secnon. 3 fire detectors formed a section iength of 36m. Aroad width of 8m resulted in a spray 2 surface of 288m . Tna shape of defiector attached to sprinklers is decided based on expenrnents about uniformity of sprinkleovertheeross sectionofthe tunnel andthe reseh of the water spray..·Figure 4•.t shows the uniformity otthewater spray (photograph taken during Because the pipesarenormally filledwith water up totha automaticvalve, no special heat insulation is applied to the pipes, The pipes from· tneautomatie valve to the headsarefiiled with water ina· very short-terne after theautomatic valve is opened. incoldareas, the automaticvalves near !he tunnel portaiare placed in heated boxes to .prevElnt freezing. The heaters areoperated automatically. based on built in temperature meters. The effeet by sprinklers to cool the fire andthe effect to prevent fire spread, are confirmed with field experiments based on conditions of speclflc tunnels. 52 The influence by sprinklers to the srnoke stratlflcation is limited to the sprinkler range (e.g. to 50 or 1aam). The fire detectors are desiqned to dereet a fire that is equal to 0.5m2 (0.70 by 0.70m) within 3- secouds from fire start. In case lt is necessary to avoid false detection by naturallight near the tunnel portal (depending on the tunnel conditions) , It is possible to not lnstall fire detectors in the first 15m after the tunnel porta! (based on investigation case by case). 53 5 Examples 5 - 1 Sprinkler head FoUowing are representative examptes of sprinkler heads, in use in most road tunnels in Japan. At present fourtypesarein use, as shown in Table 5-1. Table 5-1 Types of sprinkler heads and their specifications No. ObJected cross seetlen Remark 1 Rectangular (2 lane) 2 Rectangular (2 lane + extra width) For sections with merge, branch or la -b 3 Horse shoe (2 lane) For sections with merge, 4 Horse shoe (2 lans + extra width) branch or la -b 1) Rectangular (2 iane) Thls type is for tunnel tubes with rectangular cross secnon and 2 traffic lanes (Figure 5-1). Table 5-2 gives details of this 2-combination nozzle type. Figure 5-2 and Figure 5-3 show drawing and spray pattern of this type. Figure 5-1 Sprinkler head for 2 lanes Table 5-2 250 Um!n 3.7m O.29MPa 54 55 (851 t:BodYi 2: long range nozzie, 3: Oeflector. 4: Bolt, 5: Short rarig$ noZZle,6: Spitst,. 7: Dustproof cap FigUre 5-2 Sprinkler head for rectangular cross section, 2 tramc lanes ! --- f.- /!, - - ~ 4 ""'" ) -, r-, --::.i i/ \ ;: 2 : \ M -- i\ -0 a -~-::!!/' / 2 !--- ~ r-, ! 4 <, / r-; 1/ ------~ 6 10 12 (ml Upper haif: side view lower half: top view Figure 5-3 Spray patter for rectanqular cross secuon, 2 traffic lanes 55 2} Recta.ngular (2 lane + extra width) This type is for tunnel tubes with rectengular cross section and 2 traffic lenes and extra width, to he used at locanons where the road merges or branches or at lay-by (Figure 5-4). Table 5-3 gives details of thls 3-combination nozzte type. Figure 5-5 and Figure 5-6 show drawing end spray pattem of this type. Figure 5-4 Sprinkler head for 2 Ianes + extra width Table 5-3 Specifications for sprinkler head: rectangular cross-secëon, 2 traffic lenes + extra width Item Specification Tatal water.. ressure Oischarge volume 90 Urn!n (+10%. -0%) 160 Umin (+10%. -0%) Su 110 Urn!n 360Umin 3.7rn 0.29MPa 56 1: Body, 2: Short range nozzle, 3: Spiral, 4: long range nozzle, 5: Deflector, 6: Bolt, 7: Super-long range nozzle, 8: Orific.e, 9: Dustproof cap, 10: pipe, 11: elbow Figure 5-5 Sprinkier head for rectangular cross secäon, 2 traffic lanes + extra width (m) 6 ~~~~-- _. ,-_. ,~--. , --- , ~ - -~- /~I I ~, -=:.-::-::- 4 r-. I I j ; -, "~ - I \ ~ ~ ;: - ~---- " \ i~ ;.; \ \ . - \ ,---, :\ \ : ~ - - / i~ .r- / 2 ~'1--- , ':'- i- I v -. ; / •- : "'~, i/ , ',,--- s.> : , 6 , i 0 i 2 i4 (ro) Upper halt side view Lower half: top view Figure 5-6 Spray palter for rectangular cross secnon. 2 traffic lanes + extra width 57 3) Horse shoe (2 lane) This type is fortunnel tubes with horseshoe cross-section, 2 trafficlanes. Table 5-4 gives details of thls 2-combination nozzle type. Figure 5-7 and Figure 5-8 show drawing and spray pattem of this type. Table 5-4 140 l/min (+10%, -0%) 250 l/min 5.75m Q.29·MPa 58 ~D 95 (J 00) 1: Body, 2: Long range nozzle, 3: Deflector, 4: Bolt, 5: Short range nozzle, 6: NoZZle, 7: Spi ral, 8: Dustproof cap Figure 5-7 Sprinkler head tor horseshoe croes-secnon, 2 traffic lanes ------(m) I- --... --...... 6 .- --- <, I <, I ... / <, 4 / \ I f' / / -'- \ \ ,I / 2 \ / \ \ I L-o / \ .:.zl. / \ 2 \ / \ -, I "" r-; ""i>< / 4 .-/ ----- ~ / 6 2 10 12 (ro) Upper half: side view Lower half: top view Figure 5-8 Spray palter tor horseshoe cross-secton. 2 traffic lanes 59 4) Horse shoe (2lane + extra width) This type is for tunnel tubes with horseshoe cross-seenon, 2 traffic lanes and extra width (at merge, branch or lay-by). Tabla 5-5 gives details of this 3-combination name type. Figure 5-9 and Figure 5-10 show drawing and spray pattem of this type. 140 LJmin(+10Ojo,-()OIo) 110LJmin 360 LJmin 5.75m O.29IV1.Pa 60 = <=> 12 T UH) 1: Body, 2: Short range nome, 3: Short range nozzle, 4: SpiraI, 5: Long range nozzle, 6: Detlector, 7: Bolt, 8: Super-iong range nozze, 9: Orifice, 10: Dustproof cap, 11: pipe, 12: elbow Figure 5-9 Sprinkler head for horseshoe cross-secäen, 2 traffic lanes + extra width (m) -- 1 s ""r ~ v/ <--, ~ ~ ' .'" "" i/ '\. _4 4 / \ .:; /~ \:\ -, ~ J \ 2 \ \ / \ \ \ \ \ -0 / -, I \ \ ~ / -. ) 2 <, ~ ,--1 / <, "- r-; >! ) • ---- ./" "-- / 6 10 12 14 (m) Upper half: skie view LQwer half: top view Figure 5-10 Spray patter for horsesnee cross-secton, 2 traffic lanes + extra width 61 5 - 2 Automatic valve Different types of automatic valves are in use for sprinklers in road tunnels. Typtcal nomina! inner 2 diameters are100A 33, 125A and 150A, with pressure range 0.20 -1.37 MPa (2.0 -14 kgf/cm ) 2 and opening pressure of O.08MPa (O.8kgf/cm ). Figure 5-11 end 5-12 show outer view end systemof an automatic valve for sprinklers in raad tunnels (125A). One automatic valve controlsè total group of 10 sprinkler heads (at spacing of 5m, total range of50m). Figure 5-13 gives a detailed drawing of an automatic valve (2,500 Umin flow volume, 2-18kg/cm2 high preesure range). Figure5-11 Automatic valve (125.A.),outer view r.:::=C1oseOpen I Signal 125A automatic· vslve Figure 5-12 Automatic valve(t25A), principle system 33 Nominal inner diameter is indicated with capital A (see further under APPENDIX F) 62 00 t o C- lD cr: 1 5 5 ëii c: iI (208l 411 (40 Ol (348l (8 III 1: Automatic valve, 2: Stop valve, 3: Drainage valve, 4: Pilot valve, 5: Pressure control valve, 6: Pressure switch, 7: Automatic drainage valve, 8: Test contra I valve, 9: Test discharge valve, 10: Manual activator, 11: Strainer, 12: Orifice, 13: Union, 14: Short pipe, 15: Elbow, 16: Short pipe, 17: pushing, 18: cheese, 19: Barrel nipple, 20: Union F, 21: Ring, 22: Bolt, 23: Plug, 24: Plug, 25: Pushing, 26: Pushing, 27: Ring, 28: Service cheese union, 29: Half union, 30: Copper pipe, 31: Half union, 32: Copper pipe, 33: Copper pipe, 34: Plate, 35: Supporter, 36: Nut, 37: Washer, 38: Elbow, 39: Elbow union, 40: Copper pipe, 41: Copper pipe, 42: Elbow union, 43: Copper pipe, 44: Distance piece, 45: Bolt, 46: Bolt, 47: Nut, 48: Barrel nipple, 49: Cross, 50: Plug, 51: Orifice, 52: Terminal Figure 5-13 Automatic valve for sprinklers 63 5 - 3 Layout Ie of sprinkler layout. Figure 5-14 shows an examp 5~ ,...•.•...•. w::a .. ,. t . (liOl/mtn) Sprinkler heads Reducer-ER Automatic valve box Automatic valve box Figure 5-14 Examp Ie of sprinkler layout 64 APPENDIX A: Questionnaires In order to gaininformation tor this report, dlscussions have been carried out with tunnel authorities (JH, MEPC) and the most important sprinkler rnanufacturer (Nohmi). FoUowing are the questionnair~s;that have been used for these discussions. The information gained during the discussion based on these questionnaires is integrated in the rnain text of the report and not included in this Appendix. A~1 Tunnelauthority Similar questionnairesfor the discusslons with JH and MEPChavebeenused. "JH/MEPC".refers to JH inthediscussion with JH andMEPC in thediscussion with MEPC. 1. General 1.1 Is JH/MEPC in general satisfied with the functionality of sprinklers in its raad tunnels? 1.2 Are there wishes / thoughts in JH/MEPC to improve sprinklers in any way (technically, tunctionally,operationally)? It yes, whatis the reaeon tor such wishesl thoughts?ts JH/MEPC in contactwith manufacturers for·such improvements? 1.3 Are sprinklers "established", in terms that they are oot under discuesion anymore? It no, what are recent items of discassion? 2. Development 2.1 Since whenaresprinklers in use in JH/MEPC road tunnels? Since whenare sprinklers included in.JH/MEPC regulations? 2.2 What institutions were in charge tor the development I design of sprinklers for road tunnel purposes? Has JH/MEPC done own research in the development of sprinklers? What were the most.important design criteria? 2.3 What are the main typicai charectenstcs of sprinklers tor road tunnels in comparison with sprinkfersfor ether purposes? 2.4 Howwas the drop sizeand the number of drops sprinkled. per time unit decided? 2.5 Have fire tests (scale model or full size) been carrieëoet in the daveloprnentof sprinklers? Is informationavaHabla about such tests? 3. Certifica.tion 3.1 Is the sprinkler use basedon a certificationsystem? 3.2Ifnot, howisquality guaranteed? (in this case, skip questions 3.3-3.5) 3.3 How many (types of) sprinklers are certified at the moment? 3.4 How many of the certifled sprinklers are in actual use at the moment? 3.5 Are there certified sprinklers that are not used (anymore)? If yes, which ones and why are they 65 notused? 4. lnspeoüon 4.1 Who carries out inspections? How often per year? In what order (all sprinklers per tunnel in oneinspection, or partly and spread over more inspections?) 4.2 How is the responsibility tor planning andexecution of inspeenon divided hetween tunnel authorityand lnspector? How is the communication between them arranged? 4.3 What are the contents (items) of inspection? 4.4 Are there special safety measures, emergency plan tor inspections? 4.5 What are the criteria to replacejrepair sprinklers? What is the flow of activities in case of replace/repair (who decides, timing)? 4.6 Is it possible to arrange a meeting with inspectors? Is it possible toattend aninspection? 4.7 What kind of experiences does JHIMEPC have with inspections? What kind of repairs has been necessary? Where replacements in !ine with lifetime as guaranteed with certiftcation (if not, whatwas theperiod of use)? 5. Normalsituation 5.1 Has JH/MEPC experienced cases that sprinklers activated in normal traffic: situations (non emergencY case)? 5.2 Has JH/MEPC experienced problems with freezing in winter? 5.3 Are pipes normaUy filled with water? 11yes, has JH/MEPC experienced cases that they were not filled? If no, has JH/MEPC expenenced cases that they were filled? 5.4 Are waterbasins normally filled with water? If yes, has JH/MEPCexperienced cases that they were not filled? If no, has JH/MEPC experienced cases that theywere filled? 6. Actual use 6.i How many times have sprinklers been ussd in reality? What kind·of accidents I firas? What was theol"der of activitiesby the tunnei operator? 6.2 Has JHIMEPC experienced cases that sprinklers dld not function at all or only function partly? Has JH/MEPC experienced tunnel f·ireI accident cases tnat sprinklers activated automaticaUy t a when theyshould not (e.g. beforepeopls left tunnel)? !/. ~ 6.3 At what point of time did the tunnel operator aotivate sprinklers? How longdid It take between iI: ,.; activation by operator and actuel start of water sprinkling trom the sprinkler head? How long ~ ~ were sprinklers in use? Was that long enough in the opirnon of JHIMEPC? When were the 15 ~ sprinklersstopped and based on what considerations? I 6.4 Ware these performances in !ine with the reguiations, or (if not stipulated in regulations) ~ sufficient in the view of the JH/MEPC? .E l!! e :;;: .§.c: ~ 66 A~2 Manufacturel' 1. Sprinklers produced 1.1. What arethetypes of sprmklérstor road tunnelsmanufactured at your company?What part of the sprinkler installation (consisting of sprinkler head, pipes, valves, water baslns, pumps, operation ••·equipment) 1.2. Relation hetween tunnel erees-secton (rectangular, circular) .and sprinkler (type of sprinkler, instaUation method, installation position,Jnstallation angle,etc.) and background. 1.3. Type ofsprinkler heads(Spiraltype, deflector type,etc.). 1.4. Spray mèthOd(pilotvalve type, fusetypè asforbuildingsprinklers). 1.5. Actuation method of automatic valve. 1.6. Actuationmethod andtypeof pilot valve. 1.7. Merits and demerits for types in use, 1.8. Characteristicsof road' tunnel sprinklers in contract to sprinklers for other use (buildings, plantsete. ). 2. Researchánd Development 2.1. What isthebackground ·forthe present guidelines thatstlpulate· a discharge of Slîter per m2 per minute over a discharge area of 250-300m2? SimUar forthe spaeingbetween sprinkler heads? 2.2. Conditiofls, methods, result interpretation of fire tests for the developmentof sprinklers for road tunnels. 2.3. How did you cooperate withtunnelauthorities and Fire Brigade tor !he development of sprinklers? 2.4. How was the drop size decided (drop weight, volume, surface area,cooling capacity? 2.5. How was the discharge time (volume) decided? 2.6. How was the snape of sprinkler head devetoped? 3. Technical issues 3.1. What materiats are used in sprinkler instaUations and what are their oharaoterisfics (use of zinc a1loyfor pipes etc.)? 3.2. Heat resistance of rnatenale. i.e. the influence to materials due to temperature rise between fire ignition and start of sprinkler activatien (fire safety rneasures, fire proteetion rneasures). 3.3. Special anti-freeze measures tor winter seasons and cold areas (Northem Japan), sueh as heating or insulatiqn. 3.4, Understanding of cooling effect (influence of fire type, fire size, sprinkler type, sprinkler operatlon) and largest fire size that can ba cooled by sprinklers. 3.5. Same as 3.4 tor fire spread prevention effect. 3.6. Influence to smoke layer. 67 3,7, Influence to smoke extraction. 3,8, Relationbetween longitudinal flow (direction and velocity) in tunnel and sprinkler conditions) 3,9, Preservation of evacueton safe environment 3,i0, Effect otsprinklers to visuedeovironment in tunnel (sudace luminance, signboards,. roadway space,etc.) 3,11. Rangeoffire size (minimum and maximum) that can be attacked with sprinklers, method to de~ctfiresize,. operation range and error marg!n. of fire detectors, 3,12, Measu~to handle and prevent falsealarm by fire detectors. 3,13, Measures to handle shift of locatioo wlth highest .temperature •(due to tunnel ventilation, positlonand movingQffirevehicle, positionandspread of fire), such as operation method of sprinklers and ventilatien, 3,14, Meritsand demerits of differences in water supply by JH andMEPC (JH supplies water tor sprinklers and fire· hose with one pipe, the. MEPC suppliesboth with twodifferent pipes) 3,ts. Monitoring and recording of opening ratio, water level, water pressureandtemperature of valves(automatic valve, pilot valve) 3.16. Merits and demsnts of different types of sprinkler installation patterns (pitch, height, single side or double side) and water discharge pattsrns (discharge rangeand.angle) 3.17. ·lVlethodandinstaliationof. sprinkler in case .of .widened tunnel· width (due to merge and branctl,oremergency pit) 3.18. Combination between water I faam sprinkler, discharge time, exarnple of actaal installation. 3,19.> Relationbetween dropsize andshapeof sprinkler head (shape andangleof deflector, openingsurface. water pressure, etc.) 3.20 .. lnspectkmmethod (head, .pipes, valves, etc.) ,conditions forreplace/repair 3.21. Method to deacëvate sprinkler, flow of activities, deelsion maker, timing 3.22. Use of sprinklers incabie ducts and evacuation routes. 4. Quality control 4.1. Method of quality control and guarantee (in terms of producnon). 68 APPENDIX B: List of fire experlrnents Below is a list of firs experiments eerried out in Japan 34. Table B~1(a) Fire experiments oarrled out in Japan ._-- Tunnel Contents Instltute In Smoke extraction Tille Date . . . Flre size charge Seale Pull Fire Foam Sprinkler ITV Seml~ Lightlng model ecale detector hydrant Tran. Longl- tran. verse tudinal verse = - . Safety facilities for Fife 2 Japan 1960: Gasolîne, methanol, max 1m Meishin Expressway 1960161 Prevention 2 0 · 0 0 · · · 0 1961: Gasolîne, max. 0.25m Tunnel Associa.tion · · Fil'e experiment in Japan Fira Tennolali Tunnel 1963 Prevention · 0 0 · · · · 0 · · Alcohol, rnax 8m2 (MeishinExpressWay) Association Fire ventilation - experiment in Kanmon 1964 JH · 0 . · · · 0 · · · Gasoline, max 1m2 Tunnel ,-_._.__. Vehiole .fire ..exp~rimelit Scale model: gasoline, max. O.25m2 for the design of tunnel 1968 EHRF 0 0 0 0 0 0 2 · · · · Fullscaie:gasoline, max. 5m , bus safety facilities __---_. Test. 1: Passengel' cal', 6t truck 'I:: (cargo) Vehicle fire in tunnel 1968/69 MOe 0 0 · · 0 2 8- · · · · · Test 2: gasoline, max. 6m , truck, ~ IîQhtvan 2 ie;: e;: Scale model axpertment 1969170 EH RF 0 · 0 · 0 · · 0 0 · Gasoline, max. O.6m ~ Preparatory experiment . 1973 JH 0 0 0 Gasoline, max. 4m2 with vehicle fire in tunnel · · · .. · ~ ------Preparatory ..experiment ~ with vehicle fire in tunnel, 1973 JH · · . 0 · · · · 0 No. 2, heat reslstance · ~ -'- ..--~"...--,...,..,..--- ..., Below flow is not included in standarde as described in this report, but gives anexample of how the different tunnel safety facilitiesare interconnected. ·lt shows the principle layout as actuafly used 35. Online eeteetten Fits detection g j •• *2 .,> Lighting ~ Jet fan Start sirene ..__ --..--..1 WilU'nÎng$ign p~""",. ._._.__...1 Repartactilurtion Eq,.iipm,Contr.room Wamin board ® ~·_r~rp .~'~.rocm I Unk te rrv cemeras I .. ..------..---4------..-..--.------.--.------I I ! Stop meGSae= board Stoppurnps Re:port ~'Cmrtr,:rfXX'll •.. J Report: jet fan eestere *1 if fire is detected through oentrol panel pumps are actlveted Deelsion end eetlvities by operator automaticaUy Automatic eetlvities by system *2 l!ghting ecuvetes if fire is detected through control panel. Jat fen ectiveticn linked te ventilation fire mode. 35 Prepared by Chiyoda 71 APPENDIX D: lnspectlon FoUowingis aselection ofphotoqrapbs taken during visit to inspection works of the Chiyoda Tunnel, part of Ihe Inner Ring Roadof Tokyo (carried out between October 21, 2001, 10:00 PM and 5:00 AM the foHowil"lgmoming). (in preparation) D-1 Introduction Inspeetion and repair works for ons tube (one traffic directiorü.of the Chiyoda Tunnel and the KasumigasekiTunnel in thecenter of Tokyo (see Figure 2-13 forlocaüon) have been eerried out in the night of 21-22 October 2001. These worksalso included verification of sprinkler performance. Below is a report of visit to the lnspeetion works in the Chiyoda Tunnel. D-1-1 OutUne of tunnel The Chiyoda Tunnel is located in the west part of the Inner Circular Route around thelmperial Palace in thecenter of Tokyo. The tunnel has the following specifications. Tunnel name: ChiyodaTunnel Route: Inner Oirculer Boute, Tol 72 Safety facilities of Chiyoda Tunnel Facility Ramarks E I Emergency telephone Every lOOm ~ -0 Push button Every50m C lil Carbon dioxide resonance, disperse attached, three wave length Fire detector C disnersion sMe ~ E Emergency alarm equipment Befere tunnel entrance ~ Traffic light Before tunnel entrance and at junctionin tunnel E powder type 6kg, t» Fire extinguisher Every som, (1 1 Iiquid type 8kg) :+= l!! I Fite hydrant (foam hose) Every 50m (at least 4Omm, 130 liter/min, 3.0 kgf/cm2 i.i: Emergency exit Every400m -(1) I \1)0 a.C lil lil 0"0 Emergency guidance panel Every50m LÎl'~ Smoke extraction "'<:!deOto mechanica! ventilation Water supply hydrant Every50m Sprinkler Groups of 10 heads at 2.5m interval ë (l) & Leaky feeder system 4OOMHz, 150 MHz "S 0" Radio (re-) broadcast AM/FM Ql lil s: Monitoring e.quipment EVéry l00-150m Ö Uninterruptiblepower supply Qperate emergency facilities tor at least 10 minutes I Emergency power supply f,250KVAdiesel angine 73 lIIll.egend ~ _ lIl1l hydmnt(vAIh hydlant poli) 181 -.r bOx li'll ~_-I Oilydnml(foom lIl1lhydranl) (l1)_fi<.~_ lm •••••• sprilIIOOr _ __ exil Figure D-1 Plan of Chiyoda Tunnel and location of safety facilities 74 Exhaust Duet @l3lowing port ~ port @lV"JSibility lnstrumenls eGas sampler tor C8rbQn monollidl! 8IlllIYZer ~TrafIIc counter @Ughllng facilili$ Figure D-2 Cross sectlon of Chiyoda Tunnel D-1-2 Outline of preparations for inspection All tunnels ottbe MEPC, including the Chiyoda Tunnel as part of the Inner Circular Route, have an overall inspeetien once a year. In previous inspections, neither tube of this tunnel has ever been totally olosed for traffic, because of its important function in the road network of Tokyo as link or crossing between the radial expressways towards the city center. Previously, only one traffic lane was stopped toenable inspeetion in that half of the tube, while the other traffic lane was in full use, For saveral reasons, including the deelsion to evaluate the use of sprinkler installatlon over the total cross section of the tunnel, it was thls time decided to close the total tube (each tube on a different day) and enable full inspection. One important preparanon was the prediction of tbe traffic impact by closing about one-thlrd of the heavy tmffic Inner Circular Route in one direcäon. Based on database and traffic measurements, predictions were eerried out about varlatons in traffic volume, traffic velocity and congestion. These results were used as basis for necessary measures, such as setting of date and time of inspecüon , selection of detour routes, planning of traffic management eperation at neighborIng roads and crossings, poëcs activities (including clearing streets trom wrongly parked vehlcles), traffic light operation ete., establishment of an emergency plan. Fire Brigade and hospita! have been informed and requestsd to be stand-by, The road users have been intormed by means of road tacilitles (vartable message boards, fixed message boards), leaflets, posters, newspapers, radio (prevlous announcements, instructlons betore and during lnspections), televislon, internet, etc. 75 D-1-3 Outäne of inspeenon The inspeetion carried out on October 21, 2001 ,in the southbound tube of the Chiyoda Tunnel formed part ofgeneral inspection and repair works for the (about 5km long) western part of the Inner CircularRoute (only the arai-cloek wise direction). A special feature of !he inspections was that the wholetube was blocked for traffic, for the nrst time sinee opening to traffie in 1964. The inspection forlhe tunnel, carried out bya specialized inspeeton company and controlled by more than 50 persorlnel trom MËPC, included thefollowing items (cafried out in this order): Ins~tion ofpavement, ceiling lns~tion and c1eaningof lighting equipment in tunnel In$~ctionand test spraying otfoam hoses In$p~ction andcleaning ofequipment in SOS station (fife extinguishers, water hose etc.) Ins~tion, repair and cleaning of tiles to the side walls lnspection of fire detectors lnspecäon of sprinkler instaäatlon The tunnel was closed to traffic between 19:00 of October 21 and 5:00 of the following day. The actual inspections started around 23:00 aftel' preparations, A number of independently acting groups earned out the inspections, moving in a fixed order from the north portal in southem direetton. 76 0-2 Report of visit to lnspection 0-2-1 Obsérvaoons The visit startoo at 22:00 of October 21 at the toll boots to the Kasumigaseki Tunnel, to observe how the tunnels were closed to traffic. The toll boots were closed oft with orange pylons and guard men divertedany traffic atiempting to enter the tunnel. Variabie message boards on the roads towards the türmel and above the toll boots read, "Chiyoda Tunnel closed in connection with '.• ' -:-: - " ".::::":::'::::"::::- -'" - :.'- ,'.-: - •. _.'.>".'. - - - - :::,.' ,',:-.',::.------'---' inspection works~. . At 22:30, the iocal control center near the southern portal of the tunnel was visited, The number of operators was increased from 1 or 2 personnel (usual duringthe night) to 5 or 6, in order te control and observe thé inspection activities. The main screen continuously showed the eeTV cameras inside the tunnel (normally the main screen changes to show !he recordings of different cameras), At 23:00, the southbound tube of the tunnel was entered from the south portal in accompany of personnel fromMEPC, and walking towards the north portal the different inspection and cleaning works were oPServed. On reaching the north portel, the fire detection and sprinkler inspections ':'.> ..:' ,:,:: '.:' <:::::><'<..: ---:.' .. '..•• :. ,'- .: '.:, - .'<.' - --,'.:-:. _.: '.:::::<.--:",.,.:-,'.':'::' •• : ..>::.::. '"-.::,, - -..,',._.:: were about tostart Walking behind the inspection team back in southem direction, the followlng activities wereóbserved: . Inspeçtion of fire detection: a Ilghter was kept near the.Qetector and signal to the control center was verified, The inspection was not linked: with the inspection of the sprinkler equipment. tnspection of sprinkler equipment: one automatic valve was activated by hand, ectivating 10 spf'inkler heads over a length of SOm. The time between valve actlvation and actual water spray was a few seconds (the pipes between the automatic valve and the heads are not filled with water). Ouring the water spray, the water pressure at the sprinkler head was. measured by connecting a hese betwsen head and measurement equipment One observer standing in the middle of the tunnel walkedaJong the 10 headand inspected op·tfCa'· ·'.lly wheth·er the·heads··operated regularly. Sp·eciat atientiO'n·was Pal·rl·te the spray .. '_.,'.:.<:-:-:::::-:,> ',':, :," ." .. , ...,:-:,,:::::, .•..::::':>',<' ::.', :-:::"-:',,:-:- -:-:-:- •.. '.' -: ':.:,'- ,',- --,',-- - -,' - conditiens of each headin the cross sectien of the tunnel (sufflcient range, aqual distributien). After al110heads were inspected and found sufficient, the automatic valve Was st"pped manualfy, and the team moved forward to the next automatic valve . . -_.":::.:::»>:>::<-.:'-'.::- .':<:':' '" :" ":"-:::'.:-----.::-:--'.-.-.-.>:- :: <: .. _ -" __ __ ". ,."::-: :<.---:-< ---:.' --- .:' -:.: .. .: :.. :.':-: -- ", Af! inspectionsthat were observed during the vlsit showed sufficÎent results of fire detectors and sprinklers. Ths visit ended at 1:45 in the morning of October 22. 77 D-2-2 Photographsof visit 78 Ftgjurê ••O"1S· ··JOsp$euoH•••••Óf••••fignt •••••al'l'riatUms andceifing 79 FigureD-19F \fV~~rprê$sûl"emeasurement device 80 Figure 0-27 Water spray FigurèO"z8oetailof sprinkler head 81 82 Ftgl.ltê ••D~39•••••••Chèèk···SOS··$tátión 83 84 Figtire D-51 . Ehdspfirikfêl"téSffór branch FigurèD-52Clêarlupafter sprinklertest section 85 APPEN DIXJIE: Early reports on tunnel fire tests Asdescri9eêelsewhere in this report, a large number~tests~ndexperimèntshave beencartied outfor the development of sprinklers .. Below is an outline oftwo reports aboutsuch tests: ]"unnelSafety FacilitiesCommittee, Experimentconceming. FireSafetv Facilitiesof ~~ishinExpressway Tunnel, 1961 . . ..•••....•...... < .. .•....••...... •.....••.... . •.. ...•.. PWRl,B~onRoadTunnel ..Fire Test.pwRIDocumentNo.568,.MarCh1970 ... Itl8to be nót~that, Whèreastbeage oftbese reports impUesthat somefindinQsdescl'ibedmayno langer be validor appliedtoday, they still forrn important parts ofthe fundamentalof knowledge and technology conceming sprinklers in Japanese raad tunnels. Theinforrnation is included here to give an impression· of the researchcarriêdout for sprinklers. E-1 Experiment on Fire Safety Facilities of Meishin Expressway Tunnel This report 36 describes a scale model experiment carried out by the former Fire Prevention Association af Japan on request by the JH in lts preparation of the Meishin Expressway in Western Japan (L=188km, openedin 1962), which was designed with long 2-traffic-lane uni·directional tunnels and~pected to carry large traffic amounts. The rnain purpose.of the experiment is stated as to lay dO\l\1t'1specîf:icationsfor a gooo funetioning sprinkler systemthat activates automatically in case a fire eoears in the tunneL With this sprinkler system it is objected to enable safe evacuation, end to protectthe tunnel equipment from damage by the fire. At the same time, the experiment objectedtDclarify the combination between sprinklers, fire detection, watersupply end others ... The cross section of the scala model tunnel (Figure E-1) is on scale 1:5. with a diameter of 1.9Sm a height 1.24m. The length of tunnel is 20m (FigureE-2). At the beginning of the experiment facility, a jet fan is installed to supply longitudinal flow up to Sm/s. Four sprinkler heads each ean he instalIed symmetrically at 13 cross sections (spacing O.S-O.9m iongitudinaUy). starling at 3.75m from the tunnel entrance. The experiment items includedthe fOllowing: ~ Performance of wind tunnel e Performance of sprinkler heads @ Sprinkler spray experiment 1& Fire test e Sprinkler test during fire e Measurement of radlation and fire detection performance 36 Tunnel Safety Facilities Committee, Experiment concerning Fire Safety FacHities of Meishin Expressway Tunnel, 1961 86 I- 1~240 Figure E-2 Cross secnon of model tunnel Longitudinal secnon of model tunnel For the performance of sprinkler heads, three types were compared (water preesure. spray volume and spray angle), andfordifferentinstallation.heightsthe spray diameter, water drop diameter and spray velocity were measured (flow velocity o mIs), as shownin Table E-1. Comparison ofsprihkler heads ]nstaliaticn Spray Waterdrop I heights d~ameter diameter I m mm 0.5 0.9 2.0 14.7 90 1.0 1.6 0.8-1.5 1.5 2.1 0.5 0.9 13.9 3.0 18.0 90 1.0 1.6 0.5-1.0 12.1 1.5 2.1 0.5 0.9 15.5 4.0 20.8 90 1.0 1.6 0.3-0.7 1.5 2.0 The sprinkler spray experiment was carried out with different head types and different nurnber of heads per cross section of tunnel, and the spray distribution was measured tor different.ftow 87 velociäes and water pressures. Figure E-4 shows an example of the measurement results (horizontal distribution). It was concluded that the road center receive a larger amount of water than the sides, and that the water amount decreases if the flow velocity increases. For the vernest distribution, Figure E-5 shows an example of the measurement results, which show that the concentranon increases as the height decreases. Cal, Ca/> (1Ib Cob '\-JI''lR1 2 3 5 lm) ~.lL) Cab Cab Cab Cob 50 t I * t o -] Horizontal axis: length (m), vertical ads: water amount (mm/min) Above figure: sidewali results; below figure; center of raad WInd veiocity 3.2 or 7.5 mIs, water preesure 3kg/cm2 Cab: position of sprinkler heao Figure E-4 Measurement rssults forsprinkler spray experiment (horizontal distribution) Horizontal axls: water arnount (mm/min), vertlcal axls: l1eight trom raad surface (m) L..eftfigure: 5.0m downstream from fife., right figure: 7.5mfrom fira Figure E;,.5 Measurement results for sprinkler spray experiment (vertical distribution) 88 During the sprinl Horizontal axls: time trom fire begin (min), vertical axis: length ot fire (m) FigureE-6 Belation between sprinklerand length of fire (for 8 test cases) 89 E-2 Report on Road Tunnel Fire Test This report 37describes tests eerried out between 25 and 30 August 1969 in the Futatsugoya tunnel (L=384m, Figures E-7 and E-8) of the old Kuriko National·Ëxpressway, including 3 trucks 2 (Figure E-9), 3 light vans and fire pans (2,4 and 6 m ) with 50-300 litergasoiine. Two windvelocity cases in the tunnel were supplied with temporary jet fans (0 and 3 mIs). Experiments with and without sprinklers (temporarily instaUed over a length. of 36m, of whieh 12m upstreem the fire, 2 spacing 4m between heads (Figure E-10), water preesure of 3kg/cm , spray volume 95 liter/minute) were eerried out. The items of rneasurernent were as follows: s Température dlstrlbutlon and changes in time iI8 Concentration of poiseneus gas (CO and NOx) and changes in time @ Smoke concentration & influence by flow velocity e Influenceby sprinklers iI8 Influenceto concrete Hning etc. Conceming ·the sprinkler influence, the test results showed that the temperature in the tunnel decreased suddenly after the sprinklers ware acnvated and that ragions with extremely high temperatures dlsappeared, Therefore, the cooling effect of sprinklers has been conärmed. Furthermore, due to the water pressure from the sprinkler, the fire tends to expand less in vertical and more in horizontal direction. Fire of wood and other open load on the truck was extinguished by the sprinklers, but fire within or below the truck as weil as tires under the nood could not be extinguished at all (parts that were not exposec direetly to the sprinklers). In case of gasoline fires, the fire heard could be more or less controlled, but the burning of gasoline eould not be prevenred. Figure E-11 shows an example of test results tor ons of 16 test cases (2m2 fire pan with 100 liter gasoline, 3m/s flow velocity, sprinklers activated after 4 minutes). In this figure, 5-c is the temperature at measurement tocaton (H=1.5m, center of tunnel cross seetion) 5m downstream the fire heard, 10-c at 10m etc. This example shows a sudden temperenne decrease from 400 to less than 100t after sprinkler activatien. t 8- (!) a: ëii if 37PWRI, Report on Rood Tunnel Fire Test, PWRI Document No. 568, March 1970 '",ëii c: c: ~ ~ a: ~ Cl.ffi .., r-t-- ''''1 ,I r, t : , l , I I I I 'ei I . I <,. i I _ .:z.rX I I I I I i FigureE-8 tongitudinalcros~ seotïon of Futatsugoya tunnel Figure E-9' Truck· usedin fire test Figure E-10 Sprinkler head 91 FUTATSUGOYA TUNNEL kASAI JlkkEN ::l",0 ca NO.'f-C S-C F (2) .-8 /0-( 20< --0- 4/J-C --- 80< "?" "'.00 J \ 0.14 0.16 0.18 0.20 0.22 0.24 0.2<1 0.28 ~IO' ~Î 02 *10;1 ~1&2 lVi 02 ~102 l$l10~ *102 d$ iI ~ I\ll (fT) Time (minutes) Figure E-t1 Exampleof tèstresult 92 APPENDIX F Nominal inner diameter The term "nominal inner diameter" used in this report is the nomlnal inner diameter of pipes as used in Japan.Ihe nomina! inner diameter is represented with capital tetter "N, as in "80 A" which means an actuaHnner diameter of about80mm. The actaal inner diameter differs per material and purpose of pipesand is·prescribed inapplicable literature. Below is an example of actaal values of nominal inner diameters of pipes usedfor sprinklers. Nominai inner diameter (example) Nomirud Outer diameter Thlckness inner Value (rom) Toierance (mm) diameter Value(mm) Toierance (mm) 80 A 89.1 0.8 4.2 100A 114.3 0.8 4.5 Upper toterance: N.A I 125 A 139.8 0.8 4.5 Lower tolerance: max. -12.5% 150 A ... 165.2 0.8 5.0 I1I 93 Llterature (Author in alphabetic order) HEPG, Qesign Guklelines, Volume 1 Part 7 (Tunnel Safety Faci!ities), 1992 (Japanese) HEPC, [)~sign Standard (Tunnel Planning Guideline), 1996 (Japanese) Japan Fire Proteetion Assoolation, "Report on fireexperiment in the Tennozan Tunnel of MeishinlËxpressway", 1963 (Japanese) JHR!, "Highway Technology", No. 15, December 1999 (Japanese) JRA, Guideline and explanation for theinstaUation of safety facilities in road tunnels, 2001 (Japanese) JRA, Handbook conceming themaintenance of raad tunnels, November 1993 (Japanèse) JH, Design Principles, Volume 3 (Tunnel), 1998 (Japanese) JH, Design Principles, Volume 7, Part 16-1·(Tunnel Emergency Facilities), 1990 (Japanese) MEPC, Data book 2001,·2001 (Japanese) MEPC, Guideline tor the lnstaäatlon of Tunnel Safety Faoillties (Concept), 1993 (Japanese) MEPC, Handboek for inspeetion of lnstallatlone, March 1988 MEPC,lnspection Handbock for Structures, April 2001 (Japanese) MEPC, "MEX Metropolitan Expressway Public Oorporation" (pamphlet), 2000 Mitani Ho, "Roadsand road transport in Japan", Millennium Book, IRF Paris 2001, p. 86-97 OECD, Safety in Tunnels, Transporteton if dangerous goods through raad tunnels, October 2001 PIARG, Fire and Smoke Control in Road Tunnels, 1999 PWRI, Report on Road Tunnel Fire Test, PWRI Document No. 568, March 1970 (Japanese) Tunnel Safety Facilities Committee, Experiment conceming Fire Safety Facilities of Meishin Expressway Tunnel, 1961 (Japanese) UN Economie Commission tor Europa, Recommendations of the group of experts on safety in road tunnels, Final Report, December 2001 94