10/22/2018 Train Fire Heat Release Rate

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Train Fire Heat Release Rate

 Posted on August 11, 2016 (http://tunvent.com/index.php/2016/08/11/train-fire-heat-release-rate/)  admin
(http://tunvent.com/index.php/author/admin/)
 Posted in Uncategorized (http://tunvent.com/index.php/category/uncategorized/)

What is the peak fire heat release rate during a train fire? This is the most common question in
tunnel ventilation design. NPFA 130, 2017 editions, has added a new Annex H to provide
background and approaches to the development of fire profiles (fire heat release rates expressed as

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10/22/2018 Train Fire Heat Release Rate

a function of time) .

“Several references provided a reasonably good overview of a number of methodologies for

predicting design fire profiles (fire heat release rate time curve) [2][3][4].  More recent
methodologies include, but not limited to, the following:

CFD Modeling of Fire Profiles with Cone Calorimeter Tests of Train Materials

This methodology includes cone-calorimeter tests of train materials, and computer modeling of fire
growth and decay for a fire originated in a train’s interior in the presence of accelerants.  Several
CFD programs have been used in predicting fire profiles for transit and rail projects in the United
States since 2005.  The CFD programs are validated for their intended use, and predict pre- and
post-flashover fire profiles.  When selecting a computer program, it is important to select the
program that best fits the need of the problem rather than to select the program based on
availability.  The following conditions should be considered when building a CFD model for
predicting fire profiles: 1) quantity and properties of accelerants; 2) fire characteristic of car interior
materials measured according to ASTM E1354; 3) the layout of the car interiors including seating
layouts, orientations and dimensions; 4) bags and luggage carried by passengers; 5) overall thermal
transmission value for vehicle body; 6) openings, including windows and doors; 7) oxygen levels;
and 8) mechanical and natural ventilation.

Full-Scale Fire Tests

A handful of full-scale train fire tests have yielded data to estimate the fire profiles.  The 1995
EUREKA project [5] showed that an intercity train reached a peak fire heat release rate of 12 MW in
25 minutes, while a Metro train car reached a peak fire heat release rate of 35 MW in 5 minutes.  A
Baku Metro train fire (Azerbaijan, 1995) was estimated to reach 100 MW in about 30-45 minutes, and
in 2002 a Frankfurt Metro fire model reached 5.6 MW in 30 minutes [3]. The fire profile studies
focused on accidental fires such as debris or transient car loadings becoming ignited, or
mechanical failure causing the train car itself to ignite.

More recent full-scale fire tests have focused on fires where a deliberate attempt was made to ignite
and flashover the train car.  The full-scale fire tests in Sweden [6] used a commuter train and found
that the maximum fire heat release rate of 76.7 MW was achieved in 12.7 minutes in one of the tests,
and the corresponding value for another test with the train walls and ceiling covered by aluminum
was 77.4 MW occurred at 117.9 minutes a er ignition.  The general shape of the two fire curves are
almost the same.  Other full-scale fire tests in Canada used a subway car which reached a maximum
FHRR of 52.5 MW in 2.3 minutes, and a railway car which reached a peak FHRR of 32 MW in 18
minutes [7].  A fourth test was performed in Australia, where a passenger rail car reached a
maximum FHRR of 13 MW in 2.3 minutes [8].

Impacts on Ventilation System Design

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10/22/2018 Train Fire Heat Release Rate

The train fire profile has a major impact on the station and tunnel ventilation design.  The design
fire scenarios and fire profiles should be determined based on the perceived threats.  In response to
increased awareness that transit and passenger rail systems are potential terrorist targets, some
systems are designed for significant incendiary fires.  Recent station fire analyses, in most cases, a
“medium” fire growth rate of a t-squared fire discussed in NFPA 92 has been used.  The decision
was based on cost, the inferred risk or a formal threat and vulnerability assessment.”

References.   The following references are cited in this post.

1. Hadjisophcleous, G., Lee, D.H. and Park, W.H., Full-scale Experiments for Heat Release Rate
Measurements of Railcar Fires, presented at the Fi h International Symposium on Tunnel
Safety and Security, New York, USA, 14-16 March, 2012.
2. Sørlie (http://www.google.com/search?
tbo=p&tbm=bks&q=inauthor:%22Rolf+S%C3%B8rlie%22&source=gbs_metadata_r&cad=2),
R. and Mathisen (http://www.google.com/search?
tbo=p&tbm=bks&q=inauthor:%22Hans+Martin+Mathisen%22&source=gbs_metadata_r&cad=2),
H.M., EUREKA-EU 499 Firetun-Project: Fire Protection in Tra ic Tunnels, SINTEF, Applied
Thermodynamics, 1994.
3. Chiam, Boon Hui, Numerical Simulation of a Metro Train Fire, Fire Engineering Research
Report 05/1, Department of Civil Engineering, University of Canterbury, Christchurch, New
Zealand, June 2005.
4. Li, S., Louie, A., and Fuster, E, The Impacts of Train Fire Profiles on Station Ventilation System
Design, presented at the 15th International Symposium on Aerodynamics, Ventilation & Fire
in Tunnels, Barcelona, Spain, 18-20 September 2013.
5. Parsons Brinckerho Quade & Douglas, Inc., “Subway Environmental Design Handbook
(SEDH), Volume II, Subway Environment Simulation Computer Program, SES Version 4.1, Part
I User’s Manual”, Second Edition, February 2002, US Department of Transportation,
Washington, DC, USA.
6. Kennedy, W.D., Ray, R.E. and Guinan, J.W., A Short History of Train Fire Heat Release
Calculations, presented at the 1998 ASHRAE Annual Meeting, Toronto, Ontario, Canada, June
1998.
7. Lonnemark, A, et al., Large-scale Commuter Train Fire Tests – Results from the METRO
Project, presented at the Fi h International Symposium on Tunnel Safety and Security, New
York, USA, 14-16 March, 2012.
8. White, N., Dowling, V. and Barnett, J., Full-scale Fire Experiment on a Typical Passenger Train,
In Fire Safety Science, Proceedings of the Eight International Symposium, Beijing,
International Association for Fire Safety Science, Boston, MA, 2005.

(Featured image from www.newspapad.com)

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 New Version of SES Program William D. Kennedy 1943 – 2012

(http://tunvent.com/index.php/2016/08/08/new- (http://tunvent.com/index.php/2016/08/13/bill-
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