tunnel ventilation ppt tunnel asia 2013
DESCRIPTION
THis presentation deals with Tunnel Ventilation concepts, with special reference to T80, India's longest transportation tunnel across Pir Panjal range, connecting Jammu region to Kashmir valleyTRANSCRIPT
TUNNEL VENTILATION AND FIRE SAFETY
A case study ofPirpanjal Tunnel T80
0f USBRL Project-Hitesh Khanna & Sandesh SrivastvaIrcon International Limited
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PIR PANJAL TUNNEL- AN OVERVIEW• IRCON INTERNATIONAL LIMITED is the principle
execution agency for DHARAM-QAZIGUND-BARAMULLAH section of USBRL project of Northern Railway.
• Pir Panjal Tunnel, between Qazigund and Banihal, is the landmark tunnel of the project, connecting Kashmir Valley to Jammu Region.
• At 11.215 Kms., it is the LONGEST transportation tunnel in India.
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T 80 ON USBRL PROJECT
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T80 SECTION AND PLAN
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• Max Over burden 1100 mts.
• B. G. Rly. S/L Track• 3 mts. Road• 48.5 m2 X-Sec Area• Water Proof
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Ventilation Requirement•Normal Operation (Depends on Traction Mode):
– Maintain Sustainable Air Quality in side the Tunnel • Pollutant Levels• Oxygen Levels • Temperature
• Emergency Rescue Management (Depends on Fire Load):– Fire and Smoke Management to Assist Emergency
Evacuation Strategy– Fire Effect Mitigation
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• Detailed Design Consultants– M/s Geoconsult-
RITES JV– Overall Tunnel Design
and Top level Supervision, observations based On-site design with NATM approach
– Ventilation, Rescue, E&M Design
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• HBI Haerter– Ventilation
Design Proof Check
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STANDARD THRESHOLD POLLUTION LEVEL
American Conference of Governmental and Industrial Hygienists and Continuous Limit for working environment. (Ref. DPR)
1) Long Term Sustainable Threshold Values for Industrial Working Environment (8 hours working)
2) Non-Continuous Exposure, with intermittent Air Exchange3) Limits up-to 15 minutes exposure
(1) (2) (3)
CO 50 75 400
NO 25 37.5 35
NO2 5 5 5
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Design Limit
Pir PanjalCO 50 ppm 200 ppm 50 ppm
NO 25 ppm 35 ppm 90% of NOx
NO2 4 ppm 5 ppm 10% of NOx
Sum: NOx 29 ppm 40 ppm 25 ppm
CO2 5000 ppm 10000 ppm 5000ppm
SO2 5 ppm 5 ppm 5ppm
Particulates (PM)
Not defined Not defined< 0,012m -̂1 (extinction coefficient)
Temperature 40°C 50°C for a train passing, max.65°C -
Element8 Hours
Exposure15 Min. Exposure
ADOPTED THRESHOLD ENVIRONMENT PARAMETERS
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LOCO MOTIVE EXHAUST DATA
emission
g/kWh ORE UN UIC
US EPA (line haul
locomotive, Tier 0)
WDM2/ALCO 2530HP
WDM3A/ALCO 3073HP
WDM4/ALCO 4000HP
CO 3 6.7 3 6.71 0.52 0.72 0.56NOX 12 12.7 10 10.73 13.56 12.42 7.62
Particle 0.5 0.8 0.25 0.30 ??? ??? 0.39
measured emission dataStandards
What happens if a tunnel fire occurs ?
even in the upstream direction against the longitudinal velocity!!
the tunnel roof fills with smoke
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Ventilation For Fire and Smoke Management
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Ventilation For Fire and Smoke Management
• Smoke To Be Directed, to Permit Escape in other direction
• Avoid Backlayring– Critical Velocity
of Airflow to be Maintained
"BACKLAYERING
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Stratification Of Smoke
• Smoke Rises to Top– Permits Escape
Underneath in cooler air
– Flashover Control• Typically Stratification
lasts for 500-800mts– 30-40 MW fire– Tunnel Geomtry, Slope– Air Flow Conditions
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VENTILATION DESIGN INPUTS SMOKE CONTROL
• Input Parameters– What is the maximum size of any fire, which may
reasonably be expected to occur, given the use of tunnel
• (Design Fire Curve- Fire/Smoke Vs. Time)
– What Corresponding Ventilation is required to prevent smoke Backflow
• Critical Velocity to be attained
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VENTILATION SYSTEMS
• Longitudinal– Air Set in Motion along Tunnel Axis
• Portal to Portal, Same speed though out the Tunnel Length• No Division into Aerodynamic Segments• Low Cost, Does not need Transverse air Egress Points• Time to Purge Foul Air depends on Air Flow Velocity, Tunnel
Length
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VENTILATION SYSTEMS (contd.)
• Transverse– Two Independent Ducts (Fresh Air Inflow and Exhaust
air exit)• Can create Aero dynamic Sections (In case of Fire)• May Need Transverse Exit Routes (Low Overburden Ventilation
Shafts, Stations in Metros• Costlier to Install, and operate (More Aerodynamic Losses)
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VENTILATION SYSTEMS (contd.)
• Semi-Transverse– Combination of Longitudinal and Transversal System:
• Separation of Fresh and Exhaust air• Reversible-
• Fire Case Fresh Air through Portal, Exhaust through Ventilation Stack, Permitting Aerodynamic Separation
• Normally, Fresh air Through Ventilation Stacks• Larger Tunnel X-Section
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VENTILATION SYSTEMS (contd.)• Considering the merits and demerits of each
ventilation system and since there is no station and stop in pir-panjal tunnel; longitudinal ventilation system has been considered fit to apply in this tunnel & worldwide also, only longitudinal ventilation is applied to rail/road tunnel or underground projects. Only in underground stations and stops, transversal and semi transversal might be applied.
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Boundary Conditions (Geometric Data)
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Boundary Condns. (Geometry)
Description DetailsTunnel length 11.215 mLength from Banihal Station to South portal
1450 m
Length from North Portal to Qazigund Section
4774 m
Finished cross section 48.50 m2
Average elevation above sea level 1734.75 m
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Thermo Dynamic DataITEM REFERENCE
Geothermal Heat Input Depending on Parent Rock Temperature and Temp. Gradient to Tunnel Rock Surface
Para 3.2.2
Temperature, Pressure and Density Gradient of Air Inside the Tunnel
Para 3.2.2.1
Portal Meteorological Data Para 3.2.3
Portal Temperature, Wind Pressure, Natural Buoyancy Pressure and Pressure Differential between the Portals
Para 3.2.3.1, 3.2.3.2, 3.2.3.3, 3.2.3.4
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Aero Dynamic DataITEM REFERENCE
Tunnel Characteristics:Portal Losses, Tunnel Wall Friction, Wind Velocity at PortalsAir Pressure and TemperatureAir Density
Para 3.4
Critical VelocityCritical Froude NumberTemperature Near The Fire Scene
Critical Velocity to prevent Back LayeringConstant Air flow to Blow the Smoke away from Passengers Exiting in Other Direction, Drive HC Vapours Away from Fire Source to avoid Flash Over
Jet Fan Installation Factor & Piston Effect Of The Train and Train Data
Para 3.5 & 3.6
THERMODYNAMICS...buoyancy…
temperature rise leads to lower density of airwarm mass of rock
heat of train
…. and to longitudinal velocity - chimney effect
a thermodynamic effect
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...wind pressure and meteorological effects...
T u n n e lwind pressure effect depends on:
- meteorological situation
- tunnel data wind pressure
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AERODYNAMICS...piston effect …
T u n n e ldepends on:
for the Pir Panjal tunnel
the piston effect leads to:
• longitudinal velocity of about 5.34 m/s
• fresh air of about 241 m3/s
- ratio between tunnel and train cross section area
- tunnel resistance: length of tunnel, wall friction and others
- speed of train and aerodynamic drag
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Calculation Of Fresh Air Flow• Para 3.6.2
– Fresh Air Demand due to Gaseous Emissions– Fresh Air Demand due to Particulate Emissions– Fresh Air Demand oxygen Depletion (Diesel Engine)– Normalization Of Temperature (Below 40 deg. C)
after passage of 5000T train Uphill• Ventilation Design (Normal Case) Para 4.0
– Time to restore Safe Conditions Inside the Tunnel– Waiting Time for Next Train to enter (after exit of
Uphill Loaded Train)
Train with 40 km/h needs about 17 min to pass tunnel
l o n
g i
t u d
i n
a l
v e
l o
c i t
y
longitudinal velocity
-5,00
-4,00
-3,00
-2,00
-1,00
0,00
1,00
2,00
3,00
4,00
5,00
0 60 120 180 240 300
time [min]
[m/s
]
TRAIN SIMULATION TO ASSESS VENTILATION NEED
For normal operatrion
No artificial ventilation is needed
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Ventilation Design ApproachNatural velocity achieved inside tunnel :
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• Select Design Fire Load:Investigations were performed by Deutsche Bahn AG – Diesel Loco → Peak 20
MW– Electric Loco → Peak 12
MW– Passenger train → Peak 25
MW– Freight train → Peak 8-52
MW (depending on load)• Design Fire Adopted 40
MW (Two Dsl. Loco in Tandem)
Emergency Ventilation Design Fire
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TEMPERATURE / SMOKE PROGRESSION ALONG THE LENGTH HEIGHTComputation fluid dynamics (camatt)
– Design Fire– Tunnel Geometry– Fan design &
Configuration – Thermo Dynamics– Fluid Dynamics
Emergency Ventilation Design Approach:
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TEMPERATURE / SMOKE PROGRESSION ALONG THE LENGTH HEIGHT BY NEAR FIRE CONDITIONS BY 3DCFDObjective:-
– To clarify condition d/s of fire– Influence of longitudinal flow
velocity on the tenability d/s from fire
– Design Fire load 25 MW– Smoke plum should remain
2.5m above rail level during self evacuation time
– Use of Deutsche Bahn Fire curve for smoke release rate and critical velocity
Emergency Ventilation Design Approach:
Page 33
Ventilation Requirement with Electric Traction
► No ventilation required for regular operation
► Fire load for electric locomotives < Diesel powered ones
►
According to design procedure and UIC → fire load depends on type of train→ typical criteria *: ● Diesel → Peak 20 MW● Electric → Peak 12 MW● Passenger train → Peak 25 MW● Freight train → Peak 8-52 MW (depending on load)
► Chosen design criteria → 40 MW
► Electric traction does not impact ventilation design
* According to Deutsche Bahn AG
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FINAL VENTILATION DESIGN
Jet Fan (Main Tunnel)
Jet Fan (Access Tunnel)
Page 35
Proposed E&M System Outline
Redundant Power Supply ~ I-67, I-65
CCTV System I-68
Emergency and Service Phone System I-42
Tunnel Radio System I-66, I-2
Public Address System (Speaker System) ~Fire Detection System Fire Fighting System (Water Line,
Extinguishers) I-24, I-64
Ventilation System I-25
Emergency Lighting I-41
Control Centre ~
World Standard Pir Panjal CommentsUIC
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FUNCTIONAL X-SECTION OF T80
E&M System
Consists of the following 433/250V – 50 Hz Power SupplyEmergency Power SupplyEarthing & Potential Equalisation
SystemTunnel LightingTunnel FittingsFire Detection SystemBuilding Power & Lighting Installations Room Ventilation & Air Conditioning
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Ventilation Control Eqpmnts Visibility detection Airflow measurement Automatic operation Basic ventilation
Visibility dataAirflow directionWind speed
Fire VentilationFire AlarmVisibility dataAirflow directionWind Speed 38
VENTILATION CONTROL STRATEGYREQUIREMENTS TO THE STAFF (NORMAL
OPERATION)Train staff
►Report about type and direction of train entering the tunnel
►Break down: Report the location of the break down
Control center staff
►Know about train type and direction
►Monitor emission levels in the tunnel
►Monitor appropriate operation of ventilation
►Instruct the train driver to shut down engines (if necessary) 39
Ventilation Control Strategy
Requirements to the staff (emergency operation)
Train staff
►Guide passengers in the right direction
►Communicate and Local Guidance for Passenger Rescue
Control center staff
►Select and confirm the appropriate mode of operation
►Monitor the appropriate mode of ventilation
►Support rescue operation (e.g. coordinate the rescue train)
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THANK YOU