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Contributors This Chapter was written by Robin Hall and Working Group 4 of the C4 committee (2008-2011) in which: Robin Hall (UK) coordinated the work and wrote the full chapter Fathi Tarada (UK) and Ignacio del Rey (Spain) reviewed the full chapter.
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Gases generated by a fire cannot be prevented, but the risks can be mitigated by the choice of the material and also the design of safety features, such as escape routes, to reduce exposure. Attention is also drawn to the properties of wall-covering materials, including tiles and paints, waterproofing or lighting equipment. The specifications set for such materials should also include requirements concerning their properties in the event of a fire. The possibility that materials might produce chemically corrosive or toxic substances during combustion and that these might penetrate the surface of the concrete and cause subsequent corrosion should also be considered. This also applies to any coatings that might be used. In case of polypropylene fibres being specified to reduce the risk of spalling, the issue of concrete durability after any significant fire event should be considered. This is because there will be increased porosity within the concrete where fibres have melted, leading to increased vulnerability to carbonation or chloride attack. Road surfaces may be constructed from cement concrete or asphalt. The Route/Roads article "Effects of Roadway Pavement on Fires in Road Tunnels" discusses the properties of these materials from a fire safety point of view. Of these, cement concrete is the only one which is not combustible and does not raise any question as to its use in tunnels. However, studies and experiences from real fires have shown that, in phases when safety of people is concerned, asphalt does not add significantly to the fire size (both heat release rate and total fire load) in the case of a road tunnel fire. Open asphalt is not advisable in tunnels as a fuel spillage will be stored below the road surface.
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Figure 9.2-1: Temperature versus time curves for ISO, HCinc, ZTV and RWS standards (Routes/Roads No. 324) Design criteria for resistance to fire in tunnels have been agreed between the World Road Association (PIARC) and the International Tunnelling Association, as presented in the Routes/Roads article "PIARC Design Criteria for Resistance to Fire for Road Tunnel Structures" (2004), and published as a PIARC recommendation in Chapter 7 "Design Criteria for Structure Resistance to Fire" of technical report 2007 05.16.B. A summary of the proposals is presented in Table 9.2-2.
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Table 9.2-2: PIARC and ITA recommendations Notes (1) 180 min may be required for very heavy traffic density of lorries carrying combustible goods. (2) Safety is not a criterion and does not require any fire resistance (other than avoiding progressive collapse).Taking into account other objectives may lead to the following requirements:
ISO 60 min in most cases; no protection at all if structural protection would be too expensive compared to cost and
inconvenience of repair works after a fire (e.g. light cover for noise protection). (3) Safety is not a criterion and does not require any fire resistance (other than avoiding progressive collapse).Taking into account other objectives may lead to the following requirements:
RWS/HCinc 120 min if strong protection is required because of property (e.g. tunnel under a
damage;
no protection at all if structural protection would be too expensive compared to cost and
inconvenience of repair works after a fire (e.g. light cover for noise protection). (4) Other secondary structures: should be defined on a project-specific basis. (5) In case of transverse ventilation. (6) Shelters should be connected to the open air. (7) A longer time may be considered if there is a very heavy volume of lorries carrying combustible goods and evacuation from the shelters is not possible within 120 min. The consequences of failure will influence the requirements for fire resistance. This depends on the type of tunnel. In an immersed tunnel, for example, a local collapse can cause the whole tunnel to be flooded whereas local collapse in a cut-and-cover tunnel may have very limited consequences. A basic requirement is that progressive collapse must be prevented and vital longitudinal systems, such as an electrical supply or communication cables, are not cut off. The materials used in tunnel structures involve different precautions for fire protection. Section VII.3 "Fire reaction of materials" of the report 1999 05.05.B "Fire and Smoke Control in Tunnels" discusses the characteristics of rock tunnel linings versus reinforced concrete. The intensity of the heat generated during a major fire may cause reinforced concrete to lose its supporting function. The role of insulation using fire-resistant protection can be applied to prevent early damage to the structure. The fire resistance of the total construction (type and depth of reinforcement/prestressing, additional protection, etc.) needs to be considered. Spalling of concrete is caused by differences in temperature and expansion. It causes a danger for the reinforcement which is more easily exposed to high temperatures. It will generally not be a danger for
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evacuating people, but it may be dangerous for firemen. Various types of fire-resistant protection can be used to reduce the risk and the effects of spalling, although it never can be completely prevented due to the high temperatures that may occur. Attention must be given to the fire resistance of the ventilation system so that its design performance is not impaired by failure. Therefore it is necessary to examine the consequences of a local collapse of a duct in case of fire. Escape routes are only used during the first phase of the fire for the escape of trapped people. It must be possible to use such routes for a period of at least 30 minutes. In cases where these routes are also used by the rescue and fire teams, the period may be longer. To avoid fire spreading into an adjacent tube or escape route, emergency doors, emergency recesses and other equipment located between two traffic tubes, should remain intact during a specified period of time. The whole emergency door and surrounding construction, including the door frame, should resist fire for at least a 30 minute fire exposure. For a door between two traffic tubes, a much longer resistance is required, for example 1 to 2 hours.
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Unprotected items of equipment such as traffic signs, cameras and public address (PA) speakers have working temperatures typically up to 50C, and are likely to fail at relatively low temperatures. Materials include:
luminaires - laminated glass (fluorescent) or toughened glass (SON); aluminium alloy or steel
All fittings used for the fixing of equipment to the structures should be considered in terms of their behaviour in fires.
http://tunnels.piarc.org/en/response-fire/resistance-equipment.htm
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