Bsi bs en 50553 2012 + a1 2016

BS EN 50553:2012+A1:2016 Incorporating corrigendum October 2013 BS EN 50553:2012 Incorporating corrigendum October 2013 BSI Standards Publication Railway applications — Requirements for running capability in case of fire on board of rolling stock BS EN 50553:2012+A1:2016 BRITISH STANDARD National foreword This British Standard is the UK implementation of EN 50553:2012+A1:2016, incorporating corrigendum October 2013 It supersedes BS EN 50553:2012 which is withdrawn The UK participation in its preparation was entrusted by Technical Committee GEL/9, Railway Electrotechnical Applications, to Subcommittee GEL/9/-/2, Railway Electrotechnical Applications - Running capability in the case of fire A list of organizations represented on this subcommittee can be obtained on request to its secretary This publication does not purport to include all the necessary provisions of a contract Users are responsible for its correct application © The British Standards Institution 2016 Published by BSI Standards Limited 2016 ISBN 978 580 91502 ICS 13.220.50; 45.060.01 Compliance with a British Standard cannot confer immunity from legal obligations This British Standard was published under the authority of the Standards Policy and Strategy Committee on 31 March 2012 Amendments/corrigenda issued since publication Date Text affected 31 January 2014 Implementation of CENELEC corrigendum October 2013: Corrected formula i(v) in clause B.1 30 April 2016 Implementation of CENELEC amendment A1:2016: Subclause 6.2.2.1, list entries b) and c) updated EUROPEAN STANDARD EN 50553 50553:2012+A1 NORME EUROPÉENNE EUROPÄISCHE NORM February 2012 March 2016 ICS 13.220.50; 45.060.01 English version Railway applications Requirements for running capability in case of fire on board of rolling stock Applications ferroviaires Exigences en matière d’aptitude au roulement en cas d’incendie bord des véhicules ferroviaires Bahnanwendungen Anforderungen an die Fahrfähigkeit im Brandfall an Bord von Bahnfahrzeugen This European Standard was approved by CENELEC on 2012-01-23 CENELEC members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CENELEC member This European Standard exists in three official versions (English, French, German) A version in any other language made by translation under the responsibility of a CENELEC member into its own language and notified to the CEN-CENELEC Management Centre has the same status as the official versions CENELEC members are the national electrotechnical committees of Austria, Belgium, Bulgaria, Croatia, Cyprus, the Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, the Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom CENELEC European Committee for Electrotechnical Standardization Comité Européen de Normalisation Electrotechnique Europäisches Komitee für Elektrotechnische Normung Management Centre: Avenue Marnix 17, B - 1000 Brussels © 2012 CENELEC - All rights of exploitation in any form and by any means reserved worldwide for CENELEC members Ref No EN 50553:2012 E BS EN 50553:2012+A1:2016 EN 50553:2012+A1:2016 EN 50553:2012 BS EN 50553:2012 –2– -2- Contents  Foreword 4 Introduction .5 1 Scope 7 2 Normative references 7 3 Terms and definitions 8 4 Symbols and abbreviated terms .10 5 Methodology 11 6 5.1 Principles 11 5.2 Fire Classification Scheme 11 5.3 Application 12 Verification of compliance .15 6.1 Specific requirements 15 6.2 Decision Box - Existence of a Type (or Type 3) fire .15 6.3 Decision Box - Individual system function 19 6.4 Decision Box - Redundant array system function 22 21 6.5 Decision Box - Presence of a fire fighting system .23 22 6.6 Decision Box - Degraded mode 25 Annex A (informative) Existing standards and background 27 Annex B (normative) Determination of compliance for degraded mode 29 B.1 First method 29 B.2 Second method 29 Annex C (informative) Passenger & staff area detection & fire fighting 31 C.1 General 31 C.2 Demonstration of Fire Detection by Computational Fluid Dynamic (CFD; "Field") Modelling .31 C.3 Demonstration of Fire Detection by Test 31 C.4 Fire Fighting Assessment .33 Annex D (informative) Example of an approach to CFD validation .35 Annex E (informative) Guidance for a system function approach 36 Annex ZZ (informative) Coverage of Essential Requirements of EC Directives 37 Bibliography 38 Figures Figure  Decision box flow chart 14 Figure  Decision box flow chart 17 Figure C.1  Plan View : Standard chamber with additional fog generator 33 Figure C.2  Side View : Fog Generator and fire source 33 –3– -3- BS EN 50553:2012+A1:2016 BS EN 50553:2012 EN 50553:2012+A1:2016 EN 50553:2012 Tables Table B.1  Formulae for calculating the progression of the train 30 Table E.1  Cross-reference: system function and clauses 36 BS EN 50553:2012+A1:2016 EN 50553:2012+A1:2016 EN 50553:2012 BS EN 50553:2012 –4– -4- Foreword This document (EN 50553:2012) has been prepared by CLC/TC 9X, "Electrical and electronic applications for railways" The following dates are fixed: • • latest date by which this document has to be implemented at national level by publication of an identical national standard or by endorsement latest date by which the national standards conflicting with this document have to be withdrawn (dop) 2013-01-23 (dow) 2015-01-23 Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights CENELEC [and/or CEN] shall not be held responsible for identifying any or all such patent rights This document has been prepared under a mandate given to CENELEC by the European Commission and the European Free Trade Association and supports essential requirements of EU Directives 96/48/EC (HSR) and 2001/16/EC (CONRAIL), both recast by 2008/57/EC (RAIL) EN 50553:2012/A1:2016 For the relationship with EU Directive(s) see informative Annex ZZ, which is an integral part of this document European foreword Foreword to amendment A1 This document (EN 50553:2012/A1:2016) has been prepared by CLC/TC 9X “Electrical and electronic applications for railways” The following dates are fixed: • latest date by which this document has to be implemented at national level by publication of an identical national standard or by endorsement (dop) 2017-02-15 • latest date by which the national standards conflicting with this document have to be withdrawn (dow) 2019-02-15 Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights CENELEC [and/or CEN] shall not be held responsible for identifying any or all such patent rights This document has been prepared under a mandate given to CENELEC by the European Commission and the European Free Trade Association, and supports essential requirements of EU Directive(s) For the relationship with EU Directive(s) see informative Annex ZZ, which is an integral part of EN 50553:2012 –5– -5- BS EN 50553:2012+A1:2016 BS EN 50553:2012 EN 50553:2012+A1:2016 EN 50553:2012 Introduction The purpose of this European Standard is to define requirements for running capability under fire conditions which are applicable to railway rolling stock with passengers, so that a train will be able to reach a "safe area" as defined in the Safety in Rail Tunnels TSI (TSI SRT) 1.1.3 Specifically, this standard is intended to clarify and rationalise the requirements for rolling stock running capability in the EN 45545 series (Operation Categories 2, and 4) and in the TSI SRT (Fire Safety Categories A and B) It is also intended to define specific technical measures, compliance with which will allow a ‘Presumption of Conformity’ with the TSI SRT to be made by the Notified Body assessing the Rolling Stock NOTE In several cases it might appear that requirements are included which are duplicating requirements given in the EN 45545 series and/or which are dealt with in other ways by the EN 45545 series This is not the intention and is not the case The EN 45545 series introduces running capability functional requirements but does not generally define how they are to be met nor to what level of performance Also, a number of requirements which are included in the EN 45545 series, would be relevant to, or suitable for, running capability use but are not identified for this use within the TS It is therefore necessary to include requirements which are apparently duplicating the EN 45545 series in this standard but which actually not duplicate the TS when examined in detail If desired it should be possible, when converting EN 45545 to an EN, to include these requirements during the process which would allow them to be removed from this standard Reference to Annex A shows that it is necessary for this standard specifically to address 4.2.5.5 of the TSI SRT This standard considers the requirement to "improve the probability that a passenger train with a fire on board will continue to operate…" in a "reasonably practicable" context It is understood that "train" includes all vehicles such as locomotives and power cars which are associated with the passenger vehicles Requirements for running capability cannot be defined without a knowledge of other fire characteristics of the train, specifically its reaction to fire and fire resistance specification The assumption is made that the fire standard applied is the EN 45545 series or any standard for which technical equivalence can be demonstrated NOTE In defining conditions to assure running capability it is only the intention to define requirements which allow the train to remain capable of controlled movement The general safety level of the train when operating under these conditions (for example the level of lighting within the saloon) is not within the scope Matters such as this are dealt with in other standards (including, but not limited to, the EN 45545 series) The standard defines requirements based on a philosophy which recognises that stopping a train is not itself a life-threatening event It is therefore not required to have running capability for all fires; only those fires which may cause serious injury and/or develop to threaten life For example, situations such as the combustion of an individual electrical component inside a technical cabinet meeting criteria for fire resistance in accordance with the EN 45545 series, not attract running capability requirements under this standard In a similar manner, if any fire is extinguished with no reignition during the relevant period of the incident, it is deemed that there is no longer a requirement for running capability and the train can be stopped (as if it was a non-safety threatening technical fault) These examples illustrate how the impracticability of addressing all thermal events that could stop a train is circumvented by the philosophy applied Compliance with the running capability requirements for any relevant system function is derived from one or more of the following: – absence of a relevant fire; – assuring system function under the fire; – assuring system function for a redundant array under the fire; – extinguishing the fire; – assuring sufficient remaining Tractive Effort under the fire BS EN 50553:2012+A1:2016 EN 50553:2012+A1:2016 EN 50553:2012 BS EN 50553:2012 –6– -6- NOTE This document does not cover requirements regarding maintenance, cleaning or prevention of arson Nevertheless these are important considerations in the management of fire safety and must be recognised by those using this standard They may be covered appropriately by the Maintenance requirements of Technical Specifications for Interoperability and the Safety Management Systems of Railway Undertakings –7– -7- BS EN 50553:2012+A1:2016 BS EN 50553:2012 EN 50553:2012+A1:2016 EN 50553:2012 Scope This European Standard defines requirements for running capability under fire conditions which are applicable to passenger carrying railway rolling stock In particular, technical measures are specified, compliance with which will contribute to conformity with the Directive and the relevant Technical Specifications for Interoperability (TSI) The standard specifies the fire conditions: – for which it is not necessary to define running capability requirements as there is no significant potential for serious injury or threat to life; – for which it is reasonable to expect trains to continue to run in a controlled manner; – for which it is not reasonably practicable to define requirements which give complete assurance of running in a controlled manner, due to the exceptional nature of the fire incident The TSI SRT defines running capability requirements in respect of fires within technical areas/equipment only However for general guidance the scope of this standard is extended to include fires from non-technical causes within passenger/staff areas which may impact train system functions adjacent to and/or passing through the affected area This extension of applicability significantly increases the number of system functions which are potentially at risk and therefore requires that the "reasonably practicable" principles be extended to this new condition The standard does not consider situations where a primary non-fire incident is likely to immobilise the train by definition; for example major mechanical defect leading to derailment, even when fire then occurs Normative references The following documents, in whole or in part, are normatively referenced in this document and are indispensable for its application For dated references, only the edition cited applies For undated references, the latest edition of the referenced document (including any amendments) applies EN 3-7 +A1 2004 2007 Portable fire extinguishers  Part 7: Characteristics, performance requirements and test methods EN 54 Series Fire detection and fire alarm systems EN 403 2004 Respiratory protective devices for self-rescue  Filtering devices with hood for escape from fire  Requirements, testing, marking EN 15663 2009 Railway applications  Definition of vehicle reference masses CEN/TS 45545-1 2009 Railway applications  Fire protection on railway vehicles  Part 1: General CEN/TS 45545-2 2009 Railway applications  Fire protection on railway vehicles  Part 2: Requirements for fire behaviour of materials and components CEN/TS 45545-3 2009 Railway applications  Fire protection on railway vehicles  Part 3: Fire resistance requirements for fire barriers CEN/TS 45545-4 2009 Railway applications  Fire protection on railway vehicles  Part 4: Fire safety requirements for railway rolling stock design CLC/TS 45545-5 2009 Railway applications  Fire protection on railway vehicles  Part 5: Fire safety requirements for electrical equipment including that of trolley buses, track guided buses and magnetic levitation vehicles BS EN 50553:2012+A1:2016 EN 50553:2012+A1:2016 EN 50553:2012 BS EN 50553:2012 –8– -8- CEN/TS 45545-6 2009 Railway applications  Fire protection on railway vehicles  Part 6: Fire control and management systems CEN/TS 45545-7 2009 Railway applications  Fire protection on railway vehicles  Part 7: Fire safety requirements for flammable liquid and flammable gas installations EN 50155 2001 Railway applications  Electronic equipment used on rolling stock EN 50200 2006 Method of test for resistance to fire of unprotected small cables for use in emergency circuits EN 50216-5 + A1 + A2 + corr Oct + A3 2002 2002 2005 2006 2006 Power transformer and reactor fittings  Part 5; Liquid level, pressure and flow indicators, pressure relief devices and dehydrating breathers EN 50362 2003 Method of test for resistance to fire of larger unprotected power and control cables for use in emergency circuits EN 60310 2004 Railway applications  Traction transformers and inductors on board rolling stock (IEC 60310:2004) EN 61034-1 2005 Measurement of smoke density of cables burning under defined conditions  Part 1: Test apparatus (IEC 61034-1:2005) EN ISO 15540 2001 Ships and marine technology  Fire resistance of hose assemblies  Test methods (ISO 15540:1999) IEC 60331-3 2009 Tests for electric cables under fire conditions  Circuit integrity  Part 3: Test method for fire with shock at a temperature of at least 830 °C for cables of rated voltage up to and including 0,6/1,0 kV tested in a metal enclosure ISO/TR 9705-2 2001 Reaction to fire tests  Full scale room tests for surface products  Part 2: Technical background and guidance Terms and definitions For the purposes of this document, the following terms and definitions apply 3.1 fire scenarios 3.1.1 type fire fire which, due to its size and/or location, presents no significant risk of serious injury or threat to life and for which it is not necessary to define running capability requirements 3.1.2 type fire fire which, due to its size and/or location, presents a risk of serious injury and/or threat to life and for which it is reasonably practicable to define running capability requirements 3.1.3 type fire fire which, due to its size and/or location, presents a risk of serious injury and/or threat to life but for which it is not reasonably practicable to assure running capability 6.6.3 by assessment BS ENCompliance 50553:2012+A1:2016 – 26 – EN 50553:2012+A1:2016 To achieve compliance under degraded mode running it shall be verified that the Tractive Effort available for the relevant period of the incident, is sufficient for a train at design mass under payload according to EN 15663, to reach a "Safe Area" as defined in TSI SRT 1.1.3 The assessment of the running capability shall be made for the minimum tractive effort remaining under degraded mode This shall be done by a failure mode effect analysis based on the fire impacting the tractive effort (traction equipment, braking equipment) at the possible critical location; (for example propulsion modules, batteries, braking lines) Two methods for demonstrating compliance of the degraded mode, based on the tractive effort determined above, are given in B.1 and B.2 Compliance by either method is sufficient to satisfy the requirement 6.6.4 Specific Requirements 6.6.4.1 Diesel fuel and other combustible fluids In any claim for compliance in the context of degraded mode running for diesel traction where there is more than one diesel engine, all the following requirements shall be met: – the power transmission system shall be able to disconnect the affected diesel engine from the power distribution to the wheels, at any speed in the range at which the train is permitted to operate; BS EN 50553:2012 – the affected engine shall be capable of being EN 50553:2012 - 26 - shutdown without compromising the remaining tractive effort requirements for the train in degraded mode running; – the fuel supply to the affected engine shall be stopped; – damage to the electric, hydraulic and pneumatic equipment around the affected engine shall not be such as to cause a failure of the remaining tractive effort requirements NOTE There are no additional requirements in respect of fuel tank design other than those included in CEN/TS 45545-7:2009, 6.2 6.6.4.2 Control & communication The driver shall be able to: – suspend a brake application resulting from a system function (which may be safety related), – suspend a tractive effort cut-off resulting from a system function (which may be safety related) The equipment which permits these suspensions shall be clearly labelled It shall require a firm, positive action to engage it The continuation of a state of suspension shall depend on the same operational principles as the Drivers Vigilance Device – 27 – - 27 - BS EN 50553:2012+A1:2016 BS EN 50553:2012 EN 50553:2012+A1:2016 EN 50553:2012 Annex A (informative) Existing standards and background CEN/TS 45545-4 (4.4.2.1 - Systems For Running) states: For ignition models according 4.1 until 4.3 in CEN/TS 45545-1:2009 there is no significant risk for the strength of the body structure to enable the running capability For ignition models according 4.4 in CEN/TS 45545-1:2009, the following shall be demonstrated for vehicles for Operation Categories 2, and 4): – vehicles shall be designed such that, in the event of a fire on board they will remain capable of running for a time or a distance to an evacuation point in accordance with CEN/TS 45545-1:2009, 5.1; e.g systems of drive and brake control; – fire affected zones on the vehicle shall be defined, taking into account fire locations according to risk and fire propagation; – exterior of hoses containing fuel oil, hydraulic fluids and pneumatic air which are required for running capability shall be verified according to EN ISO 15540 The relevant Essential Requirement (Directive 2008/57/EC, Annex III, 2.4.1, 8th paragraph) is set out in the TSI SRT as follows: Appropriate provisions must be laid down to take account of the particular safety conditions in very long tunnels This essential requirement is satisfied by this TSI as a whole; it applies to tunnels with a length between and 20 km For tunnels longer than 20 km see 1.1.2 This essential requirement is satisfied by the functional and technical specifications in 4.2.5.3 “Fire protection for freight trains”, 4.2.5.4 “Fire barriers for passenger rolling stock”, 4.2.5.5 “Additional measures for running capability of passenger rolling stock with a fire on board” and 4.2.5.6 “On-board fire detectors” This standard therefore specifically addresses 4.2.5.5 of the TSI SRT which reads as follows: General objectives and required running capability for passenger trains This section includes measures which shall be achieved to improve the probability that a passenger train with a fire on board will continue to operate for: – for rolling stock in fire safety category A according to 1.1.3.1 This shall be deemed to be satisfied by fulfilment of the requirements for brakes (4.2.5.5.2) – 15 for rolling stock in fire safety category B according to 1.1.3.2 This shall be deemed to be satisfied by fulfilment of the requirements for brakes and traction (4.2.5.5.2 and 4.2.5.5.3) In respect of brakes the wording of the TSI HS RST is that: The brakes shall not automatically apply to bring the train to a halt as a result of system failure caused by a fire assuming the fire is in a technical compartment or cabinet, sealed or unsealed, containing electrical supply line and/or traction equipment or a technical area with a combustion engine BS EN 50553:2012+A1:2016 EN 50553:2012+A1:2016 EN 50553:2012 BS EN 50553:2012 – 28 – - 28 - In respect of traction the requirement of the TSI HS RST is that: 50 % minimum traction redundancy shall be available in degraded mode running capability assuming the fire is in a technical compartment or cabinet, sealed or unsealed, containing electrical supply line and/or traction equipment or a technical area with a combustion engine If this redundancy requirement cannot be satisfied for reason of traction equipment architecture (e.g traction equipment in one single place of the train) an automatic fire extinguishing system shall be provided in the locations described in this bullet point For both braking and traction it is explicitly stated that: The requirement shall be deemed to be satisfied by a failure mode analysis relating to It should be noted that there is no requirement under the TSIs to assure running capability under all conceivable fire scenarios The requirement, which is reflected in this standard, is: to improve the probability that a passenger train with a fire on board will continue to operate or (where traction redundancy is not provided) to provide: an automatic fire extinguishing system – 29 – - 29 - BS EN 50553:2012+A1:2016 BS EN 50553:2012 EN 50553:2012+A1:2016 EN 50553:2012 Annex B (normative) Determination of compliance for degraded mode B.1 First method Use the maximum length of line between "Safe Areas" l and the maximum time t allowed under the vehicle categorisation scheme, according to the EN 45545 series or TSI, to calculate the velocity v: v = l/t – Determine the running resistance of the train under design mass for the calculated velocity v: R(v) = a + bv + cv² NOTE The coefficients a, b and c will vary depending on the nature of the line on which the train is running; i.e tunnel or elevated structure – Determine the value of tractive effort at the contact between wheel and rail when in the defined degraded conditions, for the calculated velocity v; F(v) Calculate the available effort, (F(v) - R(v)), for the calculated velocity v Using the available effort and the design mass, (the design mass m is defined in EN 15663:2009, 2.1.3.2.), calculate the maximum gradient (i(v) in mm per m) which can be traversed i(v) = (F(v) - R(v)).(1 000/m.g) where g is the vertical acceleration due to gravity The train is compliant if the calculated maximum gradient (i(v) in mm per m) which can be traversed is greater than the maximum gradient existing on the line between the "Safe Areas" B.2 Second method The normal operational speed v0 is defined by the operator The design mass m is defined in EN 15663:2009, 2.1.3.2 The part of equipment out of service is the part for which redundancy is claimed Hypotheses are that the train is running at the normal operation speed (initial speed v0) when entering the line element under consideration; that its mass is the design mass m, and that a part of its equipment is out of service Other data that need to be known are: – The profile of the line; divided into line elements for which the values of the slope, (i in mm per m) and of the curve radius (ρ in m) are taken as constants; these line elements are defined according to the distance x from the beginning of the line; i(x) and ρ(x) – Speed limitations, if any, in the line element under consideration vlim(x); – The length of line under consideration lt – The running resistance of the train under design mass as a function of the velocity v: BS EN 50553:2012+A1:2016 EN 50553:2012+A1:2016 EN 50553:2012 BS EN 50553:2012 – 30 – - 30 - R(v) = a + bv + cv² NOTE The coefficients a, b and c will vary depending on the nature of the line on which the train is running; i.e tunnel or elevated structure – The value of tractive effort at the contact between wheel and rail when in the defined degraded conditions, as a function of the velocity v: F(v) One method for calculating the progression of the train, in a step by step manner, uses the formulae given in Table B.1 Table B.1  Formulae for calculating the progression of the train Start of step End of step Velocity v v ± δv Time t t + δt = t + δv/γ Distance x x + δx = x + vδt Acceleration γ = {[F(v) - R(v)]/m} - {i(x) + [800/ρ(x)]}.g/1 000 NOTE The coefficient 800 is an indicative value and alternative values may be used where alternative data is available for the line g is the vertical acceleration due to gravity δv shall be chosen such that 0 0, “-” is chosen if γ < If γ = then v is constant and can be used as the input to the calculation Calculation starts with x = and v = v0, and ends when x = lt The value of the time δt for each interval shall be calculated as shown in the table The cumulative value of t shall be recorded Also, the value of the time δx for each interval shall be calculated as shown in the table The cumulative value of x shall be recorded NOTE Special attention shall be taken in the case of speed limitations on the line under consideration If the time t when x = lt is more than the maximum time allowed under the vehicle categorisation scheme, according to the EN 45545 series or TSI, or if v = before x = lt, then the requirement for running capability is not met – 31 – - 31 - BS EN 50553:2012+A1:2016 BS EN 50553:2012 EN 50553:2012+A1:2016 EN 50553:2012 Annex C (informative) Passenger & staff area detection & fire fighting C.1 General It is possible in principle (6.5.1) to achieve running capability for rolling stock which is impacted by fires in passenger or staff areas through the use of detection and extinguishing and therefore some guidance is required as to how such a route could be validated For a passenger or staff area, where smoke may be the most immediate indicator of fire, it would be considered inappropriate to use only thermal detectors as the means of detection and the guidance therefore concentrates on smoke detection from the perspective of optical detection Two possible methods for assuring detection are suggested: – computational fluid dynamic modelling (C.2); – real scale testing (C.3) In each case the reference fire scenario shall be based on a continuous 20 kW power output This -1 power output shall be considered to derive from a material with a heat of combustion of 16 MJ.kg C.2 Demonstration of Fire Detection by Computational Fluid Dynamic (CFD; "Field") Modelling The CFD modelling should include a detailed assessment of the boundary conditions and their incorporation into the model Specifically, heat transfer from the defined fire to and through the boundaries forming the enclosure and the interaction with any air movement within and through the enclosure should be considered The CFD model will require smoke parameters consistent with the 20kW fire power A specific -1 extinction coefficient value of 8,7 m g (m per gram of mass concentration of the smoke) in -1 combination with a smoke yield factor of 0,01 g.g may be used This is equivalent to a mass optical -1 density value 0,087 m g (m per gram of original material) Alternatively, actual measured smoke emission data on the materials considered to be involved in the fire may be used The smoke optical density contours produced for the various scenarios which use this ignition model should be reviewed in respect of the positioning of the smoke detectors and the activation smoke density of the detector should be compared to the contours produced Assurance of detection from the CFD model should require the calculated smoke optical density to be equal to or greater than 2× the activation smoke optical density within C.3 Demonstration of Fire Detection by Test The test specification should focus on the location of the fire detectors in relation to the potential starting points of fire The verification of compliance shall be made by type testing on either a rolling stock prototype or sample rolling stock or pre-series rolling stock or first series rolling stock To minimise the impact on the vehicle the smoke should be generated by an artificial fog/smoke generating device BS EN 50553:2012+A1:2016 EN 50553:2012+A1:2016 EN 50553:2012 BS EN 50553:2012 – 32 – - 32 - The scenario of smoke emission in passenger or staff areas for the purposes of evaluating the detector response should be based on the nominal 20 kW ignition model used in EN 61034-1, to generate the thermal lift The detector should activate and cause an alarm to be given within with the vehicle stationary but otherwise in a normal operational state Calibration of the fog generator in respect of optical density should be carried out so as to allow smoke to be produced at a similar rate to that indicated above for the CFD modelling If different intensity levels cannot be set for the equipment on a continuous basis, the required output may be produced by a blow-out and pause timed sequence The fog generator output in respect of optical density is required and one means of determining its output would be through the use of the EN 61034-1 chamber and fire source (as the buoyancy driver) The chamber may be used on the following basis to achieve the calibration The parameters assigned to the fire scenario result in a smoke emission rate of 0,109 m2.s-1 -1 (0,087 m g × 20 kW / 16 MJ/kg) Considering this as the smoke emission rate for the fog generator within the EN 61034-1 chamber, the optical density across the faces of the chamber (Am) at a time t (s) is given by 0,109 × t/(27/3) and the Transmission (%) in the chamber at this time is given by -1 100/log (Am) The fire source in the chamber should be ignited and permitted to burn for 60 s to stabilise, at which time the fog generator should be turned on (remotely) at a preset output The requirement is that 120 s after the fog generator is activated the optical density in the chamber should be between 1,3 and 1,6 The equivalent values for the Transmission range are between 4,92 % and 2,52 % The arrangement should be as presented in Figures C.1 & C.2 The smoke should exit from a horizontal tube of 100 mm diameter The centre of the outlet should be 500 mm above the base of the tray and the centre of the outlet should be 600 mm from the centre of the tray when placed in its normal position The length of the delivery tube should be between 100 mm and 500 mm long BS EN 50553:2012+A1:2016 BS EN 50553:2012 EN 50553:2012+A1:2016 EN 50553:2012 – 33 – - 33 - Dimensions in millimeters 3000 ± 30 1500 ± 25 14 Draught Screen 500 ± 25 750 ± 25 Fire Source Fog Generator 25 1500 ± 25 ± 15 600 ± 10 00 ± 3000 ± 30 50 Light Source Photocell 500 ± 50 Fan Door Figure C.1  Plan View : Standard chamber with additional fog generator Dimensions in millimeters 500 ± 10 600 ± 10 Fog Generator Fire Source Figure C.2  Side View : Fog Generator and fire source C.4 Fire Fighting Assessment When considering automatic extinguishing in passenger areas it is essential that the medium (and the discharge mechanism) is as benign as possible in respect of effect on persons as it is inevitable that at some point persons will be exposed to the medium BS EN 50553:2012+A1:2016 EN 50553:2012+A1:2016 EN 50553:2012 BS EN 50553:2012 – 34 – - 34 - The fire fighting system capability should be based on the methods and requirements applicable to high power equipment and diesel engines Water mist systems in accordance with CEN/TS 14972 may be appropriate for such applications – 35 – - 35 - BS EN 50553:2012+A1:2016 BS EN 50553:2012 EN 50553:2012+A1:2016 EN 50553:2012 Annex D (informative) Example of an approach to CFD validation The document HSL/2002/29 (see Bibliography) supplies a basis on which a checklist can be prepared and which can be used for the purposes of validation Additional information may also be found in WG2_CFD_04 - Section 7.1 (see Bibliography) BS EN 50553:2012+A1:2016 EN 50553:2012+A1:2016 EN 50553:2012 BS EN 50553:2012 – 36 – - 36 - Annex E (informative) Guidance for a system function approach For convenience Table E.1 shows the clauses relevant to specific system functions These (sub)clauses alone are not sufficient to assure compliance for the system function Compliance can only be achieved by consideration of the system function within the full methodology of the standard Table E.1  Cross-reference: system function and clauses System Function Clause Control & Communication 6.1.1; 6.3.4.3; 6.4.4.2; 6.5.4.2; 6.6.4.2 Auxiliary equipment 6.1.2; 6.4.4.3 Fire fighting (all areas) 6.1.3; 6.5.3; Annex C Transformer & inductances 6.1.4; 6.2.2.1 Diesel fuel and other combustible fluids 6.2.2.2; 6.3.4.2; 6.4.4.1; 6.5.4.1; 6.6.4.1 Pantographs and related equipment 6.2.2.3 Luggage storage 6.2.2.4 Cables 6.3.2.1 Technical cabinets 6.3.2.2 Vehicle body accessories 6.3.4.1 Pneumatic and hydraulic equipment 6.3.2.3; 6.3.4.4 Driver protection 6.3.4.5 Fire detection system for high power equipment (all areas) 6.5.2; Annex C – 37 – - 37 - BS EN 50553:2012+A1:2016 BS EN 50553:2012 EN 50553:2012+A1:2016 EN 50553:2012 Annex ZZ (informative) Coverage of Essential Requirements of EU Directives This European Standard has been prepared under a mandate given to CENELEC by the European Commission and the European Free Trade Association and within its scope the standard covers all relevant essential requirements as given in Annex III of the EU Directive 2008/57/EC Compliance with this standard provides one means of conformity with the specified essential requirements of the Directive concerned WARNING: Other requirements and other EU Directives may be applicable to the products falling within the scope of this standard BS EN 50553:2012+A1:2016 EN 50553:2012+A1:2016 EN 50553:2012 BS EN 50553:2012 – 38 – - 38 - Bibliography [1] EN 286-3 1994 Simple unfired pressure vessels designed to contain air or nitrogen  Part 3: Steel pressure vessels designed for air braking equipment and auxiliary pneumatic equipment for railway rolling stock [2] EN 286-4 1994 Simple unfired pressure vessels designed to contain air or nitrogen  Part 4: Aluminium alloy pressure vessels designed for air braking equipment and auxiliary pneumatic equipment for railway rolling stock [3] EN 1363-1 1999 Fire resistance tests  Part 1: General requirements [4] CEN/TS 14972 – Fixed firefighting systems  Watermist systems  Design and installation [5] EN ISO 13943 – Fire safety  Vocabulary (ISO 13943) [6] IEV 811-25-05 1998 Electric traction  Circuits and circuit elements  Auxiliary circuit: a circuit carrying the current of the auxiliaries such as the compressors and fans [7] IEV 811-25-06 1998 Electric traction  Circuits and circuit elements  Train power supply circuit / train auxiliary circuit: a circuit supplying substantial amounts of power to each vehicle of a train for air-conditioning, heating and other auxiliary services [8] HSL/2002/29 2002 Guidance for HSE Inspectors: Smoke movement in complex enclosed spaces  Assessment of Computational Fluid Dynamics http://www.hse.gov.uk/research/hsl_pdf/2002/hsl02-29.pdf [9] Alfred_Moser_ WG2_CFD_04 2006 Numerical Simulation of Fire Dynamics [10] Mulholland and Croarkin 2000 Specific extinction coefficient of Flame Generated http://www.fire.nist.gov/bfrlpubs/fire00/PDF/f00164.pdf [11] TSI SRT 2007 COMMISSION DECISION of 20 December 2007 concerning the technical specification of interoperability relating to "safety in railway tunnels" in the trans-European conventional and high-speed rail system Document number C(2007) 6450) (2008/163/EC) [12] TSI HS RST 2008 COMMISSION DECISION of February 2008 concerning the technical specification of interoperability relating to the operation subsystem of the trans-European high-speed rail system Document number C(2008) 648) (2008/232/EC) http://www.heritagefire.net/heritage_fire_wg_papers/wg2/Alfred_Mose r_WG2_CFD_04.pdf Smoke This page deliberately left blank NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAW British Standards Institution (BSI) BSI is the national body responsible for preparing British Standards and other standards-related publications, information and services BSI is incorporated by Royal Charter British Standards and other standardization products are published by BSI Standards Limited About us Revisions We bring together business, industry, government, consumers, innovators and others to shape their combined experience and expertise into standards -based solutions Our British Standards and other publications are updated by amendment or revision The knowledge embodied in our standards has been carefully assembled in a dependable format and refined through our open consultation process Organizations of all sizes and across all sectors choose standards to help them achieve their goals Information on standards We can provide you with the knowledge that your organization needs to succeed Find out more about British Standards by visiting our website at bsigroup.com/standards or contacting our Customer Services team or Knowledge Centre Buying standards You can buy and download PDF versions of BSI publications, including British and adopted European and international standards, through our website at bsigroup.com/shop, where hard copies can also be purchased If you need international and foreign standards from other Standards Development Organizations, hard copies can be ordered from our Customer Services team Subscriptions Our range of subscription services are designed to make using standards easier for you For further information on our subscription products go to bsigroup.com/subscriptions With British Standards Online (BSOL) you’ll have instant access to over 55,000 British and adopted European and international standards from your desktop It’s available 24/7 and is refreshed daily so you’ll always be up to date You can keep in touch with standards developments and receive substantial discounts on the purchase price of standards, both in single copy and subscription format, by becoming a BSI Subscribing Member PLUS is an updating service exclusive to BSI Subscribing Members You will automatically receive the latest hard copy of your standards when they’re revised or replaced To find out more about becoming a BSI Subscribing Member and the benefits of membership, please visit bsigroup.com/shop With a Multi-User Network Licence (MUNL) you are able to host standards publications on your intranet Licences can cover as few or as many users as you wish With updates supplied as soon as they’re available, you can be sure your documentation is current For further information, email bsmusales@bsigroup.com BSI Group Headquarters 389 Chiswick High Road London W4 4AL UK We continually improve the quality of our products and services to benefit your business If you find an inaccuracy or ambiguity within a British Standard or other BSI publication please inform the Knowledge Centre Copyright All the data, software and documentation set out in all British Standards and other BSI publications are the property of and copyrighted by BSI, or some person or entity that owns copyright in the information used (such as the international standardization bodies) and has formally licensed such information to BSI for commercial publication and use Except as permitted under the Copyright, Designs and Patents Act 1988 no extract may be reproduced, stored in a retrieval system or transmitted in any form or by any means – electronic, photocopying, recording or otherwise – without prior written permission from BSI Details and advice can be obtained from the Copyright & Licensing Department Useful Contacts: Customer Services Tel: +44 845 086 9001 Email (orders): orders@bsigroup.com Email (enquiries): cservices@bsigroup.com Subscriptions Tel: +44 845 086 9001 Email: subscriptions@bsigroup.com Knowledge Centre Tel: +44 20 8996 7004 Email: knowledgecentre@bsigroup.com Copyright & Licensing Tel: +44 20 8996 7070 Email: copyright@bsigroup.com