ROAD TUNNELS MANUAL

7. STRUCTURAL FACILITIES RELATED TO OPERATION AND SAFETY

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7. Structural facilities related to operation and safety

In addition to the basic cross-section and alignment geometry required for traffic operations, special facilities are provided in most road tunnels to cater for the particular operational and safety demands of the tunnel environment. Emergency exits are provided in all except the shortest tunnels to allow tunnel users to evacuate on foot from the traffic tube to a place of safety.The different types of emergency exits for pedestrians are considered in Section 7.1. These include cross-connections and cross-passages between tubes, refuges where the public can remain safely during an emergency, and safety galleries (passages) constructed alongside the traffic tubes or perhaps under the carriageway and leading to the surface. Section 7.2 considers the facilities provided for vehicles.These include lay-bys, turning bays and cross-connections between tubes for vehicles.These cater for situations such as vehicle breakdowns or to allow vehicles to turn around or cross into an adjacent tube, which could be useful for maintenance, for manoeuvring emergency vehicles during an incident, or for traffic management following an incident. Section 7.3 considers the geometrical aspects of safety recesses, which may be provided at intervals along the walls of a tunnel, to allow the occupants of a broken down vehicle to move away from the carriageway and minimise the risk of being struck by moving traffic. Drainage is important to minimise the size of pools that may otherwise form in the event of a spillage from a road tanker or during routine wall washing. In the event of a spillage of flammable liquid, the drainage system can have a major effect on the size of a resulting fire. Section 7.4 considers the different types of drainage systems provided in road tunnels. Section 7.5 describes other facilities that may be provided within or at the portals of a tunnel. Contributors This Chapter was written by Robin Hall (UK).

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7.1. Emergency exits

Emergency exits are provided in all except the shortest tunnels to allow tunnel users to evacuate on foot from the traffic tube to a place of safety in an emergency. In short tunnels, the portals are adequate as emergency exits. In most tunnels, however, additional emergency exits are required in order to limit how far tunnel users have to travel to reach a place of safety. Emergency exits may be provided in different ways, including:
Cross-connections or cross-passages between tubes (which may be used by vehicles as well as

pedestrians).In some cut and cover tunnels, the cross-connection may simply comprise a single doorway between the tubes.For bored tunnels, the tubes are usually spaced some distance apart, and cross passages (of a measurable length) are created. Exits may lead into shelters where the public can remain safely during an emergency. However these shelters have to be connected to the surface directly or by an escape gallery, in order to make possible in a second stage the escape under the control of the fire brigade. Shelters are specially equipped enclosures with a separate special fresh air supply and an emergency telephone. Some welfare facilities may be provided. The psychological effects associated with the use of shelters should be considered in the design and the procedures for their use (see Report 2008R17 "Human factors and road tunnel safety regarding users" ). Safety galleries (passages) constructed alongside the traffic tubes or perhaps under the carriageway and leading to the surface or other safe place. Escape passages leading directly from an emergency exit doorway to the surface or other safe place.Such passages are generally feasible only for tunnels with little cover (cut and cover tunnels for instance). Figure 7.1-1 shows a typical escape pattern for a uni-directional tunnel with longitudinal ventilation.

Fig. 7.1-1 : Typical escape pattern for uni-directional tunnel with longitudinal ventilation
The appropriate spacing between emergency exits depends on:
types of vehicles using the tunnel, which dictates the nature of incidents that could occur; traffic volume and the number of tunnel users that may need to use the exits; the capability of tunnel ventilation system to maintain tenable conditions for evacuation in the

tunnel; incident detection and warning systems; the nature of the protected routes beyond the emergency exits (including their dimensions and the presence of significant gradients or stairs); and

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human behaviour.

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The optimal distance between two emergency exits is generally estimated to be between 100 and 500 m. The following design principles are important:
emergency exits should be clearly signed as such to distinguish them from equipment room

access. The recommended colour of the doors (very often the "emergency exit" colour green) must be considered in combination with the type of tunnel lighting; doors and openings should be sized to handle a large number of people in a short time as well as the passage of rescue workers with equipment or stretchers; emergency exits should be visible either directly or by visible and recognisable signs from any position in the tunnel; the luminance of access floors, doorsteps, etc. and the room just behind the emergency exit should be "inviting" and be designed to prevent people from falling or stumbling; curb lighting/markers should not be obstacles for walking people; emergency exit doors should not be locked.

Figure 7.1-2 shows a possible design of an emergency exit.

Fig. 7.1-2 : Design of an emergency exit (Mont Blanc tunnel : France - Italy)
Further discussion of emergency exits is provided in the Technical Report 1999 05.05.B "Fire and smoke control in road tunnels" and, in more detail, in the more recent Technical Report 2007 05.16.B "Systems and equipment for fire and smoke control in road tunnels".

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7.2. Facilities for vehicles

The large majority of road tunnels have no emergency lane. This creates a likelihood that tailbacks can occur - depending on the traffic intensity, the presence of broken down vehicles or other problems causing drivers to stop. According to some German and French statistics, tunnels without emergency lanes are less safe than tunnels with emergency lanes (see Technical Report 2008R17: "Human factors and road tunnel safety regarding users"). Lay-bys allow vehicles to stop in a tunnel without blocking the carriageway.This reduces traffic disruption and the risk of a collision.It is easier and safer for the occupants to get out of their vehicle in a lay-by, for example in order to use an emergency telephone.The shelter from traffic can be particularly beneficial for disabled drivers.Lay-bys are also very important for the maintenance of the tunnel and ensure the safe parking of the maintenance vehicles. The distances between lay-bys vary from tunnel to tunnel. In some national guidelines these distances depend on the classification of the roads the tunnels form part of the Technical Report 1995 05.04.B "Road safety in tunnels" noted that their utilisation rate was generally low. In tunnels with lay-bys, only 20% of faulty vehicles stopped in a lay-by.Recommendations were given to improve this. In longer tunnels, facilities may also be provided to allow vehicles to turn around or cross into an adjacent tube.These could be useful for maintenance, for manoeuvring emergency vehicles during an incident, or for traffic management following an incident.More specifically, some countries provide turning bays for vehicles. This is because, although cars and vans can turn easily at standard lay-bys, heavy goods vehicles and buses require more space. These turning bays usually measure 4 m by 17 m or larger (see the Technical Report 1999 05.05.B: "Fire and Smoke Control in Road Tunnels" ). When they are provided, they should be located every 1-2 kilometres.

Fig. 7.2 : Example of turning gallery

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7.3. Safety recesses

Most road tunnels have emergency stations located at intervals along their length, typically equipped with emergency telephones and portable fire extinguishers (and sometimes fire hoses), to be used by tunnel users in case of breakdowns or incidents. There is great variety in the housing and location of these emergency stations, ranging from simple boxes attached to the tunnel wall to recesses or rooms with or without doors for separation from the traffic tubes.Recesses allow the occupants of broken down vehicles to move away from the carriageway and minimise the risk of being struck by moving traffic. To prevent feelings of claustrophobia within enclosed emergency stations the use of appropriately specified glass door panes is recommended. A good alternative is to avoid doors and to guarantee good voice communication by means of noise cancellation technology. The Technical Report 2008R17: "Human factors and road tunnel safety regarding users" considers the human factors associated with the design of such facilities, which need to be highly conspicuous and identified by clear signs. The equipment provided at emergency stations is discussed in Chapter 8.

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7.4. Tunnel drainage

Road tunnels are equipped with a drainage system to deal with surface water from portals, groundwater infiltration through the lining, wall washing water, spillages from a road tanker and fire fighting water. Where the transport of dangerous goods is permitted, the drainage of flammable and toxic liquids is a key concern. Drainage is important to minimise the size of pools that may otherwise form in the event of a spillage from a road tanker. In the event of a spillage of flammable liquid, the drainage system can have a major effect on the size of a resulting fire. Drainage systems typically consist of gulleys, channels, pipes, sump and pumps, oil/water separators and control systems for collection, storage, separation and disposal of effluent that might otherwise collect on the roadway. Some authorities specify the use of slot gutters in order to maximise drainage performance. Sump and pumps are generally provided at the portals and at low points. The impact of water on tunnel construction and operations is discussed in Section 5.3. Fig. 7.4-1: Example of a mid tunnel sump and pumps

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7.5. Other facilities

Other structures may be provided within or at the portals of a tunnel are described below.

7.5.1. Emergency recesses Emergency or fire-fighting recesses contain fire hydrants, hose reels (sometimes) and special equipment for use by the fire brigade. They are located at intervals along the tunnel length. They may be combined with the safety recesses, containing emergency telephones and portable fire extinguishers, discussed in Section 7.3.

Fig. 7.5.1-1 : Example of an emergency recess

7.5.2. Plant rooms within a tunnel In many tunnels, electrical substations and mechanical, electrical, communications and control equipment may be housed in plant rooms located within the tunnel. The layout and sizing of plant rooms follow the same principles as for plant rooms in service buildings. For example, adequate space is needed for opening of cabinet doors and access to switchgear. Allowance for cable runs and bend radii is important and can be more problematic compared to external buildings because of tunnel construction and space constraints in the tunnel bore.

Fig. 7.5.2-1 : Example of a tunnel plant room

Consideration should be given to safe access to tunnel plant rooms This may be possible during bore closures only. In some tunnels, lay-bys may be provided adjacent to plant rooms to allow maintenance vehicles to stop safely, even without tunnel closure.

7.5.3. Splitter walls Between the exit portal and the neighbouring entry portal of two uni-directionally used tubes, a substantial air recirculation may take place, depending on the local geometry and wind direction. The same problem exists between exit portal and fresh air intake of a semi-transverse ventilation station.

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In short tunnels with high self-ventilation this may be of no concern, but in longer tunnels this effect should be reduced. Depending on the circumstances, the splitter wall may need to extend approximately 20 to 40 m from the portal. Further details are given in Section IV.2.3 "Recirculation" of report 1995 05.02.B "Road tunnels emissions, environment, ventilation".

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