Recommended Emergency Preparedness Guidelines for Rail Transit Systems
Reprinted August 1992
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NOTICE
This document is disseminated under the sponsorship of the
Department of Transportation in the interestof information
exchange. The United States Government assumes no liability for
its contents or use thereof.
NOTICE
The United States Government does not endorse products or
manufacturers. Trade or manufacturers' names appear herein solely
because they are considered essential to the object of this report.
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Technical Report Documentation Page
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PREFACE
This document contains recommended guidelines which are designed to
assist rail transit systems to assess, develop, document and improve
their capability for responding to emergency situations, and to
coordinate these efforts with emergency response organizations in a
manner which best protects the travelling public and transit system
facilities and equipment.
These guidelines have been developed over the past several years,
with input obtained from discussions and workshops with transit system
and emergency, response organization personnel, and from literature
sources such as industry guidelines, codes and standards.
The Recommended Emergency Preparedness Guidelines were prepared
under the sponsorship of the Urban Mass Transportation Administration
(UMTA), Office of Technical Assistance, Safety and Security Staff.
The authors wish to thank Lloyd G. Murphy and Roy Field of UMTA, who
provided direction and contributed valuable insights and helpful
comments to enhance the final document.
The authors also wish to acknowledge the important contributions of
tile Emergency Preparedness/Fire Life Safety subcommittee of the
American Public Transit Association (APTA) Rail Safety Committee.
Additional thanks go to Ralph S. Weule of the Bay Area Rapid Transit
District, sub-committee chairman, and Donald J. Dzinski, APTA staff
advisor, for their detailed review and comments on the final draft of
the Recommended Guidelines.
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Metric Conversions
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TABLE OF CONTENTS
Section Page
1. INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.1 Emergency Preparedness Concept. . . . . . . . . . . . . . . 1-1
1.2 Scope . . . . . . . . . . . . . . . . . . . . . . . . 1-2
1.2.1 Emergency Plan Development. . . . . . . . . . . . . . 1-2
1.2.2 Training. . . . . . . . . . . . . . . . . . . . . . . 1-2
1.2.3 Facilities and Equipment. . . . . . . . . . . . . . . 1-3
1.2.4 Vehicles. . . . . . . . . . . . . . . . . . . . . . . 1-3
1.3 Other Emergency Preparedness Documentation. . . . . . . . . 1-3
2. EMERGENCY PLAN DEVELOPMENT. . . . . . . . . . . . . . . . . . 2-1
2.1 Policy . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.2 Scope . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.3 Inter-Organizational Agreements.. . . . . . . . . . . . . . 2-2
2.4 Transit System Functions and Responsibilities. .. . . . . . 2-3
2.5 Emergency Procedures. . . . . . . . . . . . . . . . . . . . 2-4
2.6 General Response Capability Criteria. . . . . . . . . . . . 2-4
2.7 Emergency Plan Supporting Documentation . . . . . . . . . . 2-6
2.7.1 Decision-Making Aids. . . . . . . . . . . . . . . . . 2-7
2.7.2 Accident Information from Other Transit Systems . . .2-10
2.7.3 Standard Operations Documentation Used During
Emergencies . . . . . . . . . . . . . . . . . . . . .2-10
3. TRAINING . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.1 Rail Transit System Personnel Training. . . . . . . . . . . 3-2
3.1.1 Initial Training. . . . . . . . . . . . . . . . . . . 3-2
3.1.2 Specialized Emergency Training. . . . . . . . . . . . 3-4
3.1.3 Refresher/Retraining Programs . . . . . . . . . . . . 3-7
3.1.4 Training Methods and Equipment. . . . . . . . . . . . 3-7
3.1.5 Inter-Transit System Information Exchange . . . . . .3-11
3.2 Emergency Response Organization Personnel Training. . . . .3-12
3.3 Public Education. . . . . . . . . . . . . . . . . . . . . .3-13
3.3.1 Passenger Awareness . . . . . . . . . . . . . . . . .3-13
3.3.2 School Safety Program . . . . . . . . . . . . . . . .3-14
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TABLE OF CONTENTS (CONTINUED)
Section Page
4. FACILITIES AND EQUIPMENT. . . . . . . . . . . . . . . . . . . 4-1
4.1 Passenger Stations. . . . . . . . . . . . . . . . . . . . . 4-1
4.1.1 Construction. . . . . . . . . . . . . . . . . . . . . 4-1
4.1.2 Lighting. . . . . . . . . . . . . . . . . . . . . . . 4-2
4.1.3 Access/Egress . . . . . . . . . . . . . . . . . . . . 4-2
4.1.4 Communications. . . . . . . . . . . . . . . . . . . . 4-3
4.1.5 Ventilation and Air Conditioning. . . . . . . . . . . 4-4
4.1.6 Support Equipment and Systems . . . . . . . . . . . . 4-4
4.1.7 Flammable and Combustible Liquid/Vapor Intrusion. . . 4-5
4.1.8 Flood Protection. . . . . . . . . . . . . . . . . . . 4-5
4.1.9 Traction Power. . . . . . . . . . . . . . . . . . . . 4-6
4.1.10 Graphics . . . . . . . . . . . . . . . . . . . . . 4-6
4.1.11 Emergency Power. . . . . . . . . . . . . . . . . . 4-7
4.2 Trainway . . . . . . . . . . . . . . . . . . . . . . . . 4-7
4.2.1 Construction. . . . . . . . . . . . . . . . . . . . . 4-7
4.2.2 Lighting. . . . . . . . . . . . . . . . . . . . . . . 4-8
4.2.3 Access/Egress . . . . . . . . . . . . . . . . . . . . 4-9
4.2.4 Walkways. . . . . . . . . . . . . . . . . . . . . . .4-10
4.2.5 Communications. . . . . . . . . . . . . . . . . . . .4-11
4.2.6 Ventilation . . . . . . . . . . . . . . . . . . . . .4-11
4.2.7 Support Equipment and Systems . . . . . . . . . . . .4-12
4.2.8 Intrusion Alarm . . . . . . . . . . . . . . . . . . .4-12
4.2.9 Flammable and Combustible Liquid/Vapor Intrusion. . .4-13
4.2.10 Flood Protection . . . . . . . . . . . . . . . . .4-13
4.2.11 Traction Power. .. . . . . . . . . . . . . . . . .4-13
4.2.12 Graphics . . . . . . . . . . . . . . . . . . . . .4-13
4.2.13 Emergency Power. . . . . . . . . . . . . . . . . .4-14
4.3 Central Control. . . . . . . . . . . . . . . . . . . . . .4-14
4.3.1 Emergency Exits . . . . . . . . . . . . . . . . . . .4-15
4.3.2 Communications. . . . . . . . . . . . . . . . . . . .4-15
4.3.3 Ventilation Equipment Controls. . . . . . . . . . . .4-15
4.3.4 Traction Power Removal. . . . . . . . . . . . . . . .4-15
4.3.5 Graphics. . . . . . . . . . . . . . . . . . . . . . .4-15
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TABLE OF CONTENTS (CONTINUED)
Section Page
5. VEHICLES . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.1 Passenger Rail Vehicles . . . . . . . . . . . . . . . . . . 5-1
5.1.1 Construction. . . . . . . . . . . . . . . . . . . . . 5-2
5.1.2 Lighting. . . . . . . . . . . . . . . . . . . . . . . 5-2
5.1.3 Access/Egress . . . . . . . . . . . . . . . . . . . . 5-3
5.1.4 Communications. . . . . . . . . . . . . . . . . . . . 5-4
5.1.5 Ventilation . . . . . . . . . . . . . . . . . . . . . 5-4
5.1.6 On-Board Support Equipment. . . . . . . . . . . . . . 5-4
5.1.7 Special Mechanical Equipment. . . . . . . . . . . . . 5-5
5.1.8 Graphics. . . . . . . . . . . . . . . . . . . . . . . 5-5
5.1.9 Emergency Power . . . . . . . . . . . . . . . . . . . 5-6
5.2 Vehicles Used in Emergencies. . . . . . . . . . . . . . . . 5-6
APPENDIX A - INTER-ORGANIZATIONAL AGREEMENTS . . . . . . . . . . . A-1
APPENDIX B - EMERGENCY EQUIPMENT . . . . . . . . . . . . . . . . . B-1
LIST OF TABLES
Table Page
2-1EXAMPLES OF TRANSIT SYSTEM EMERGENCY PLAN
SUPPORTING DOCUMENTATION. . . . . . . . . . . . . . . . . . 2-8
2-2EXAMPLES OF RAIL TRANSIT SYSTEM STANDARD OPERATIONS
DOCUMENTATION USED DURING EMERGENCIES . . . . . . . . . . .2-12
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1. INTRODUCTION
While the record of rail transit safety has been very good and few
major accidents have occurred, it cannot be assumed that serious
emergency events will not take place in the future. A review of past
experience reveals that many minor incidents could easily have
developed into life-threatening events had they not been detected and
dealt with in a timely and effective manner.
In order to respond effectively to such occurrences, transit
systems must engage in careful advanced planning. The level of a
transit system's preparedness will directly influence the magnitude of
hazard or damage in an emergency situation.
Recognizing this need, and in response to recommendations made by
the National Transportation Safety Board's hearing concerning rail
transit system safety, the Urban Mass Transportation Administration
(UMTA) commenced development of recommended emergency preparedness
guidelines, with the cooperation of the American Public Transit
Association and representatives from various transit systems and
emergency response organizations. These guidelines are intended to
help rail transit systems to assess, develop, document and improve
their site-specific capability for responding to emergency situations,
and to coordinate these efforts with emergency response organizations
in a manner which best protects the traveling public and transit
system facilities and equipment.
1.1 EMERGENCY PREPAREDNESS CONCEPT
Safety planning is composed of two basic phases: a preventive phase
and a reactive phase. The preventive phase is concerned with
preventing the occurrence of the incident or accident. The reactive
phase is concerned with the response once an incident or accident has
occurred, and with minimizing its effect. The recommended emergency
preparedness guidelines address this reactive phase and as such are
directed not at preventing the incident or accident itself but at
assisting rail transit systems in preparing for and responding to its
occurrence in a timely and effective manner.
1-1
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1.2 SCOPE
The emergency preparedness guidelines address four primary elements
of a transit system's preparedness: Emergency Plan Development,
Training Facilities and Equipment, and Vehicles. Developed from input
obtained from discussions and workshops with transit system and
emergency response organization personnel, and from literature sources
such as industry design guidelines, codes and standards, they are
intended to reflect the best practices of the industry. These
performance-oriented guidelines should serve to stimulate the
improvements and innovations necessary to provide the public with safe
and reliable transit operations.
The contents of the Emergency Plan Development and Training
sections present minimum recommendations, procedures, and criteria
which should be employed by all transit systems to evaluate and
improve their respective emergency response capabilities. The
contents of the Facilities and Equipment and Vehicles sections present
minimum recommendations for the timely and effective evacuation of
passengers as well as for the protection of equipment. It is intended
that the guidelines in these two sections be used primarily for the
planning of new systems, system extensions, and system rehabilitation.
As such, they are not expected to have a major impact on existing rail
transit system facilities and equipment or vehicles.
1.2.1 Emergency Plan Development
This section outlines the general elements which should be included
in emergency plans. These elements are: policy, scope, agreements
with emergency response organizations, rail transit system functions
and responsibilities, general response capability criteria, and
emergency preparedness supporting documentation.
1.2.2 Training
This section deals with the training of transit employees and
emergency response organization personnel in the operational and
emergency procedures of rail transit systems. Education of the riding
public in regard to emergency procedures and equipment as well as
required passenger emergency response is also included.
1-2
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1.2.3 Facilities and Equipment
The major elements of a rail transit system's facilities and
equipment are passenger stations, trainway, and Central Control.
Components of these elements addressed in the guidelines include
construction, lighting, access/egress, communications, ventilation,
fire protection support equipment, intrusion protection (i.e.,
flammable/combustible liquid/gas, flood, highway), traction power
removal, graphi cs, and emergency power.
1.2.4 Vehicles
For the purposes of these guidelines, "vehicles" are considered to
be of two general types: passenger rail vehicles, and rail vehicles
used for emergencies. The passenger rail vehicle section addresses
transit vehicle construction, lighting, access/egress, communications,
ventilation, on-board support equipment, mechanical equipment,
graphics, and emergency power. The section for rail transit vehicles
used in emergencies concerns vehicles used to respond to emergencies
which occur within the confined trainway environment.
1.3 OTHER EMERGENCY PREPAREDNESS DOCUMENTATION
In addition to the Recommended Emergency Preparedness Guidelines
for Rail Transit Systems contained in this report, the following
resource documents should be utilized by rail transit systems to
assess the status of their emergency response capability and to plan
needed improvements:
(1) NFPA 130 Fixed Guideway Transit Systems. 1983.
(2) Guidelines for Design of Rapid Transit Facilities. APTA, 1981.
(3) Moving People Safety. APTA, 1977. (Under revision.)
(4) UMTA, "Light Rail Transit Car Specification Guide." Final
Report, December 1981, Report No. UMTA-MA-06-00250-81-4.
(5) UMTA, "Transit Industry Technical Specifications for the
Procurement of Rapid Railcars." Final Report, July 1981, Report
No. UMTA-IT-01775-81-3.
(6) NTSB, Special Study: Railroad Emergency Procedures. Report No.
NTSB-RSS-80-1.
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2. EMERGENCY PLAN DEVELOPMENT
The recent experiences of several transit systems have demonstrated
the need for development of formal emergency plans. Lack of planning
and formal agreements specifying jurisdictional boundaries, chain of
command and communications has, in some cases, hampered the ability to
respond effectively to emergency situations. In addition, the absence
of clear emergency procedures or information has resulted in confusion
and delayed emergency response. The recognition of difficulties in
these areas has prompted many transit systems to develop individual
emergency plans which address the task of responding to emergencies in
a timely and effective manner.
An Emergency Plan should contain the following elements: statement
of policy, definition of scope, agreements with emergency response
organizations, transit system functions and responsibilities,
emergency procedures, general response capability criteria, and
documentation supporting the emergency plan.
2.1 POLICY
The statement of policy should set forth the goals and objectives
to be addressed by the rail transit system in developing its own
emergency response capability and coordinating it with other emergency
response organizations. The policy statement should indicate an
explicit commitment to safety on the part of the top-level management
of the rail transit system.
2.2 SCOPE
The plan should establish what constitutes an emergency. In
addition, procedures should be developed for:
- Reporting the emergency,
- Evaluating and establishing the parameters of the emergency,
- Notifying emergency response organization personnel,
- Dispatching emergency response personnel and equipment to the
emergency site,
- Coordinating the activities of all emergency response personnel,
- Protecting passengers, personnel, and equipment at the emergency
site,
2-1
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- Evacuation of passengers
- Keeping passengers, employees, emergency response personnel, and
other agencies informed, and
- Restoring the normal operations of the transit system.
2.3 INTER-ORGANIZATIONAL AGREEMENTS
Many emergency situations which occur in transit systems require or
involve emergency response efforts from organizations outside the
transit system. To maximize the effectiveness of this response and
thereby minimize the effects of the emergency situation, there must be
coordination among all the involved organizations. To ensure proper
coordination and response, rail transit systems should establish
agreements with these outside organizations prior to the occurrence of
emergencies (see Appendix A).
Agreements represent the broad, top-level structure of legislative,
legal, or political documents that serve as the formal basis of mutual
understanding between parties. They should exist between the transit
system and emergency response organizations outside the transit
system, such as fire departments, emergency medical services, and
police departments. Each agreement should be negotiated, consented
to, and maintained within the transit system and each emergency
response organization. Contents should include an outline of the
type, quality, and response time of emergency-related services that
can be made available to the transit system. They should also define
financial responsibilities (where applicable) and establish the means
for developing detailed procedures.
With the aid of these agreements, coordination during actual
emergency situations should simply consist of following pre-
established procedures. Any additional coordination needed because of
the uniqueness of a specific emergency situation should be
accomplished by following 1) the previously established chain of
command contained in the agreements and 2) general precedent as
documented in existing procedures, agreements, etc. Inter-
organizational agreements should contain as a minimum:
- A list of participating emergency response organizations
including their names, signatures of approving officials,
addresses, telephone numbers, radio frequencies and call numbers
or codes as applicable for all times of the day.
2-2
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- An outline of emergency response personnel and equipment to be
provided to the transit system.
- When appropriate, an outline of the means for developing
detailed response procedures and financial responsibilities.
- A definition of jurisdictional boundaries for responding
organizations.
- A statement of how the document was developed, reviewed, and
approved for use by the participating organizations.
- A statement of how subsequent proposed document changes will be
reviewed, approved, and implemented as formal revisions by the
participating organizations.
- A "Definition" section for special terms peculiar to the
document, terminology of the transit system, and terminology of
the other participating organizations.
- A section identifying training responsibilities.
2.4 TRANSIT SYSTEM FUNCTIONS AND RESPONSIBILITIES
The internal organizational structure of a rail transit system
together with Rule Books, Standard Operating Procedures for Operating
Personnel (SOPs), and emergency plan supporting documentation should
provide sufficient basis for internal transit system coordination.
The establishment of a chain of command assigning functions and
responsibilities to appropriate personnel is crucial to the emergency
response capabilities of a transit system. The following list
contains the basic elements which should enable transit systems to
coordinate internal and external response:
- Definition of functions and responsibilities during emergency
situations of transit system personnel at supervisory centers,
including operations, maintenance, and security. These should
include the functions of Central Control, power, remote towers,
tower control, station supervision, security dispatching office,
and maintenance desk.
- List of telephone numbers of responsible transit system and
emergency response personnel to be notified (covering 24 hours).
- Specification of criteria for deciding that an emergency
requiring assistance from emergency response organizations
exists and that the "Inter-Organizational Emergency Procedures"
are therefore applicable.
- Procedures for determining the specific type, location and
severity of the emergency and, thus, which "Inter-Organizational
Emergency Procedure" is applicable.
2-3
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- Procedures for notifying appropriate participating emergency
response organizations when an emergency exists.
- Procedures and decision-making criteria for the establishment of
various alternatives for local emergency control posts.
- Procedures and decision-making criteria for the orderly transfer
of command responsibility between personnel of participating
organizations and personnel at different control centers.
- Procedures and decision-making criteria for deciding that the
emergency situation no longer exists and that the "Inter-
Organizational Emergency Procedures" are no longer applicable.
2.5 EMERGENCY PROCEDURES
Emergency procedures for each of several emergency categories
should be established. The procedures should specify necessary tasks
to be performed within a time or event sequence by appropriate transit
system and emergency response personnel. The emergency procedures
should as a minimum address the following emergency categories:
- Train fires,
- Trainway fires,
- Station fires,
- Train derailment/collision,
- Death or injury to patron,
- Train evacuation,
- Bomb threat,
- Total power failure,
- Flammable/combustible liquid or vapor intrusion,
- Trainway intrusion,
- Suicide/trainway injuries or fatalities,
- Natural disasters (high winds, flood, earthquake, etc.).
2.6 GENERAL RESPONSE CAPABILITY CRITERIA
Each transit system should address the following key response
areas:
- Notification,
2-4
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- Communications,
- Removal of traction power from vehicles,
- Ventilation,
- Coupling and uncoupling of vehicles,
- Evacuation,
- Firefighting.
Adequately designed procedures for these emergency preparedness
response areas should insure consistency in their preparation. The
following questions comprise a suggested checklist:
- Who provides the initial report of the incident?
- What actions should be taken as a first reaction to the initial
report of the incident?
- Who relays the initial report of the incident to Central
Control?
- What actions are initiated to verify or improve the initial
report of the incident?
- Who decides that the reported incident is in fact an emergency
and determines the particular category?
- Who decides which particular set of standard emergency
procedures or combination of procedures is best used with the
particular emergency at hand?
- How should the initial actions be modified in response to
verified reports of the nature, severity, and location of the
incident?
- If the incident is first reported from on board a train while it
was moving between stations, who decides if the train should be
stopped or moved to the next station?
- If it appears necessary to turn off traction power, who makes
the decision to do so?
- Who turns off the traction power and how is it done?
- What provisions are made to assure that traction power is in
fact off in the appropriate section(s)?
- If the incident is a fire/smoke situation, who makes the
decision to call the fire department? What criteria are used to
make the decision?
2-5
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- If there are injuries or fatalities, who makes the initial
assessment as to size, type and level of emergency medical
response required? What criteria are used to make the decision?
- If it appears that evacuation of a station or train may be
necessary, who makes the decision to evacuate? What criteria are
used to make the decision?
- If it is decided to uncouple derailed or burning cars from
trains for evacuation of passengers, who makes the decision to
use this strategy?
- If it is decided to evacuate a train, who decides the best
procedure, route, timing, etc., for evacuation? How are these
choices determined?
- What special services for the evacuation of elderly and
handicapped are necessary?
- If there is a fire/smoke situation in a tunnel, who decides the
initial ventilation strategy? How is it determined?
- If it appears that special services are needed (bomb squad,
coroner, extrication equipment, pumps, etc.), who decides and
specifies the need?
- As various groups of emergency response personnel arrive on the
incident scene, how is the chain of command changed and
maintained?
- Once initial decisions regarding requests for assistance,
evacuation, or ventilation are made, how are changes implemented
in accordance with revisions in the chain of command?
- Have such factors as access, egress, availability of equipment,
visibility, communication, etc., been considered?
- Have provisions been made to maintain transit service on
unaffected portions of the system and to supply alternative
service in the affected areas?
- Who decides when traction power can be restored to the incident
area? What criteria are used to make this decision?
- Who decides when normal service can be resumed through the
incident area?
2.7 EMERGENCY PLAN SUPPORTING DOCUMENTATION
Individual procedures are typically written as if one person could
ideally and simultaneously visualize concurrent events and actions
taking place at various locations and involving various people
throughout the transit system (Table 2-1 lists examples of transit
system emergency plan supporting documentation). The proper
2-6
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sequence and relative timing of information-gathering, decision-
making, commands and responses of all participants are then portrayed
as a series of entries on printed pages. Emergency procedure
documents intended for training, memorization, and developing
experience may seem wordy and bulky when seen in terms of the action
and decision-making time frame required of a Central Controller or
other operating personnel in a true emergency situation. It cannot be
assumed that an actual emergency will be quickly identified and
properly classified as to type, location and severity. Nor can it be
assumed that the emergency will elicit the proper initial commands, or
the proper initial response to the commands.
A real-life, one-of-a-kind, dynamic emergency situation is not
easily portrayed. Yet early decisions are crucial to all that follow.
Sequences of calls or handoffs of commands are usually based on a few
key early decisions (often irreversible) by rail transit system
personnel, such as the decision to cut -traction power in certain
sections, the decision to evacuate a train between stations, or the
decision to call the fire department. Such decisions should ideally
be made in a logical fashion, with each piece of information being
considered to narrow the list of alternative remedial strategies. The
effectiveness of the emergency preparedness plans and/or procedures
document should be based on the assumption that key decisions must be
made as quickly as possible. To facilitate this,, simplified summary
checklists should be instituted as memory aids for use! in an actual
emergency. A checklist should exist for each central position. Each
checklist should be specially prepared to address the expected actions
of that position.
2.7.1 Decision-Making Aids
Transit systems have developed various forms of "decision-making
aids" for emergency preparedness information. These decision-making
aids are used to determine which particular set of emergency
procedures to follow, and also provide specific information regarding
location of equipment, exits, etc. The decisionmaking aids also offer
a means of shortening the response time of the Central Controller.
Each rail transit system should have its own system-specific
collection of such aids, tailored to the individual needs of the
transit personnel who will use them during emergencies. Examples of
typical decision-making aid concepts that may prove useful to rail
transit systems are described below and listed in Table 2-1.
2-7
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TABLE 2-1. EXAMPLES OF TRANSIT SYSTEM EMERGENCY PLAN
SUPPORTING DOCUMENTATION
1. Policy and Agreements.
2. Inter-Organizational Emergency Procedures.
- "NYCTA Executive Interagency Standard Operating Procedure."
- BART "Emergency Plan".
- WMATA METRO "Rapid Rail Transit Fire/Rescue Operations Procedure
Guidelines."
3. Decision-Making Aids for Central Controllers.
- Checklist reminders of key actions.
- Definition of jurisdictional boundaries (fire service, hospital,
EMT, etc.)
- Emergency Facility Location Schematics
- CTA Milwaukee-Kimball and State Street Subway Maps
- "Fire Maps" used at WMATA.
- PATH Carousel of slides (maps) in Central Control console.
- BART Microcomputer Data Retrieval System.
4. Decision-Making Aids for Operating Personnel.
- Emergency Facility Location Schematics
- Wallet-size index of emergency exits and emergency phone numbers
used at MBTA.
5. Decision-Making Aids for Emergency Response Personnel.
- Emergency Facility Location Schematics
6. Major "Accident Investigation" reports from past emergencies.
2-8
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2.7.1.1 Decision-Making Aids for Central Controllers - Once the
Central Controller determines the type and location of the emergency
incident, it is possible to evaluate various alternative evacuation
routes, ventilation strategies, and access routes for emergency
response personnel. After careful consideration, the best alternative
is picked and commands initiated accordingly. These commands might
use location information such as power section numbers, pump numbers,
and fan designations, obtained from other sources. In order to act
effectively, the Central Controller must have immediate access to this
-type of information. The decision-making aids that follow will help
facilitate this process.
- Checklists/Reminders of Key Personnel Actions -The simplest
example of a decision-making aid is a reminder checklist of
actions summarized from the full set of emergency procedures
documents. Such memory and decision-making aids will shorten
the response time of the Central Controller.
- Definition of Jurisdictional Boundaries - Schematics, maps,
tables, or other system-specific operations documentation should
be developed to aid the decision-making process associated with
calling the proper fire department, police department, emergency
medical response unit, etc., for a given emergency type and
location on the transit system. The details of jurisdictional
boundaries for responding organizations should be worked out
well ahead of time as part of the coordination element of
emergency preparedness and documented in the "Inter-
Organizational Agreements" document. This information should be
encapsulated in the pertinent decision-making aid to reduce
Central Controller response time.
- Emergency Facility Location Schematics - Schematic maps which
show the location of passenger stations, city streets, vent
shafts, emergency exits, exhaust fans, hydrants, distance
markers, and telephones for sections of trackway are useful
decision-making aids. This type of decision-making aid should
be developed for use by the Central Controller for making
decisions regarding the best routes for passenger evacuation,
the best access routes for emergency response personnel,
ventilation strategies, and the like. If available, this
information could aid the Central Controller's command/control
functions during emergencies.
- Information Retrieval Systems - A computerized information
retrieval system has been utilized by a number of transit
systems in an effort to store the type of information contained
on the schematic maps previously described. During an
emergency, this information can be accessed more quickly. In
addition, predetermined evacuation strategies and ventilation
control, depending on the location of the train incident, are
available.
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2.7.1.2 Decision-Making Aids for Other Operating Personnel and
Emergency Response Personnel - Decision-making aids for operating
personnel other than Central Controllers should be portable, handy,
and consistent with the corresponding aids used by the Central
Controllers. Such documentation should be considered as essential.
2.7.2 Accident Information from Other Transit Systems
Major "Accident Investigation" reports from other transit systems
should be utilized in the development and revision of emergency plans.
Specific examples of these are the "PATH, Investigation Report, March
16,1982 Fire;" NTSB accident investigation reports such as the "BART
Fire on Train #117 and Evacuation of Passengers While in Transbay
Tube, San Francisco, January 17, 1979;" and other analysis reports
such as "Reports on the Transbay Tube Preferred Evacuation Method."
2.7.3 Standard Operations Documentation Used During Emergencies
Facilities, equipment, personnel, and procedures regularly utilized
during normal transit operations are also frequently utilized during
an emergency. Table 2-2 contains examples of rail transit system
standard operations documentation which may be used during
emergencies. It is essential that these materials containing
information relating to emergency preparedness be kept up to date.
- A formalized process of review, revision and reissuance of
documents in whole or part relating to emergency preparedness
should be established.
2.7.3.1 Rule Books and Standard Operating Procedures - Most rule
books and standard operating procedure books (SOPs) contain sections
describing what steps to follow when certain kinds of emergencies
occur.
- These rule books and SOPs should contain procedures,
notification lists, etc., consistent with those included in the
master emergency plan.
2.7.3.2 Safety Rules and Emergency Procedures - Safety rules and
emergency procedures are often included in the same document with
standard operating rules
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.
and procedures. Safety rules are generally preventive in nature
whereas emergency procedures are reactive and correspond to
specifically categorized unforeseen events such as derailment, fire,
collision, etc.
- Mastery of safety rules and emergency procedures on the part of
operating personnel should be considered just as important as
mastery of the standard rules and standard operating procedures.
2.7.3.3 Descriptions of Facilities and Equipment - Facility and
equipment information such as maps showing the location of emergency
exits, track plans, and yard areas, diagrams of vehicle subsystems,
and colored pictures of signal aspects will assist in employee
understanding and recall of particular sets of rules or procedures in
the event of an emergency. Additional descriptions of facilities and
equipment such as aids to maintenance, signal and communications
systems, vehicles, etc., are typically found in maintenance shops.
- Descriptions of facilities and equipment should be evaluated for
- their applicability as reference in the overall emergency
preparedness process.
- This evaluation should include their use as training aids, as a
common reference to aid verbal communication between persons at
different locations, and as study aids to assist in
visualization and decisionmaking.
- As new equipment or components are added to the transit system,
descriptions of those which might be used during emergencies
should be made available to appropriate personnel.
- The availability and intelligibility of these materials to large
numbers of personnel, in relation to the need and timing
requirements of emergency preparedness, should be periodically
evaluated.
2.7.3.4 Station and Vehicle Graphics - Signs indicating emergency
equipment locations and emergency procedures can provide critical
information for reacting to emergency situations.
- All graphics should meet the requirements of local regulatory
authorities.
- All graphics containing station and vehicle emergency
preparedness information should be evaluated periodically for
number, placement, readability, message content,
intelligibility, and consistency with all other transit system
standard operations documentation.
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TABLE 2-2. EXAMPLES OF RAIL TRANSIT SYSTEM STANDARD OPERATIONS
DOCUMENTATION USED DURING EMERGENCIES
1. Rule Books for All Operating Personnel
2. Standard Operating Procedures for All Operating Personnel
3. Safety Rules and Emergency Procedures for All Operating
Personnel
4. Descriptions of Facilities and Equipment
5. Graphics in Stations and Vehicles for Passenger Awareness
6. Civil Defense or "Local Disaster Plans"
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.
2.7.3.5 Training Materials - Training materials such as brochures,
lesson plans, classroom presentations, incident scenarios, films,
video tapes, and mock-ups should also be used in preparing for
emergencies.
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.
3. TRAINING
The transit personnel who respond to emergency situations are the
most vital element of a transit system's emergency response
capability. Proper training of these and other emergency response
personnel is therefore essential. Only after adequate training can
response personnel be expected to carry out an emergency plan in a
timely and effective manner, while making optimum use of facilities,
equipment, and vehicles.
The emergency procedures guidelines presented in this section
address the following issues:
- Transit system personnel knowledge of the transit system
emergency response plan, facilities, equipment and vehicles.
- Emergency response organization (Fire, Police, etc.) personnel
knowledge of their own emergency response plan, and of transit
system facilities, equipment and vehicles.
- Passenger awareness of transit system emergency preparedness
procedures, facilities and equipment.
By and large, transit personnel are familiar with their own
equipment and facilities just as emergency response personnel are
familiar with theirs. Each group, however, knows less about the
equipment and facilities of the other group. Therefore, training
improvements should focus on familiarizing fire and life safety
personnel and transit system personnel with each other's facilities,
equipment, operations, and supporting documentation.
Improvements in facilities and equipment associated with emergency
preparedness tend to be more expensive and less frequent than
operational changes, so that after the initial round of employee
training, further review training in these areas need only occur
periodically. On the other hand, operational documentation relating
to emergency preparedness is less expensive, easier to improve, and
more likely to change than existing facilities and equipment.
Training sessions to implement documentation changes should,
therefore, occur more frequently to keep abreast of such changes.
Passenger awareness with regard to emergency preparedness
procedures deserves special consideration. Passenger behavioral
response, as anticipated by the designers of emergency procedures, is
crucial. Training of passengers,
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however, cannot be accomplished in a classroom environment as it can
with transit employees and emergency response personnel. Other
methods of informing and guiding passengers should therefore be
considered. These might include putting safety information posters in
advertising spaces on trains and in stations, periodic train operator
announcements of safety tips using the public address system, or
perhaps distributing brochures at major terminals.
3.1 RAIL TRANSIT SYSTEM PERSONNEL TRAINING
The actions of most transit personnel (particularly train crews)
are primarily associated with standard transit operations. Similarly,
the largest percentage of initial training for train crews is usually
devoted to standard operating procedures. However, this training
usually includes preventive safety rules and emergency procedures.
Although the majority of transit personnel may never be called upon to
use many of these rules and procedures, they should nonetheless be
familiar with them. It is recommended that the following training be
provided at all transit
systems:
- Initial operational and emergency response training for all
employees (phase 1);
- Specialized emergency response training for certain groups of
employees, depending on their specific job requirements (phase
2);
- Refresher and/or retraining courses for both phase 1 and phase
2.
3.1.1 Initial Training
Rail transit systems should conduct an initial phase of training
for their personnel. This training should include an overview of the
rail transit system and should provide a means for employees to
familiarize themselves with the operating rules, procedures, the
layout of facilities, and the basic location, use and application of
communication and emergency equipment as they relate to emergency
preparedness. The following elements should be included:
A. Operating Rules
- All rail transit systems should provide employees with rule
books. (Rule books should be of a type - e.g., looseleaf -
which allows for addition or deletion of pages to reflect
revisions.)
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.
- Special rule notices, rule updates, and modifications should be
disseminated in a variety of ways: provided by supervisors,
posted on bulletin boards, and/or presented in training
sessions.
- Rail transit systems should document that their personnel have
received, read, and understood new or revised information.
B. Standard Operating Procedures
- Standard operating procedures (SOPs) should establish guidelines
for handling all normal, abnormal, and emergency rail transit
operations.
- Initial training in emergency operating procedures should begin
with discussions on what an emergency is and what occurrences,
either on the train or trainway, could create an emergency
situation endangering the safety of passengers and/or employees.
C. Layout of Facilities
- Rail transit systems should provide facility layout orientation
through films or video tapes and/or walking tours of the
facilities.
- Training should emphasize the location and operation of normal
and emergency exit controls, communication equipment, and other
safety features of the facilities.
D. Communication Equipment
- Transit system training should familiarize personnel with the
location and proper use of communication equipment.
- Training programs should stress the communication of priority
information as a means of minimizing transmission time and
facilitating action.
- Rail transit training programs should provide operating
personnel with specialized training in how to communicate with
passengers.
E. Emergency Equipment
- Transit systems should train their personnel in the location and
use of specialized emergency equipment associated with their
assigned duties.
- Transit systems should train their operating and maintenance
personnel, supervisors and inspectors to report lost, stolen, or
vandalized equipment.
Appendix B contains a typical list of rail transit emergency
equipment.
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.
3.1.2 Specialized Emergency Training
Depending on their specific job responsibilities, rail transit
employees should be given specialized training involving a variety of
emergency situations.
- Transit systems should include elderly and handicapped (E&H)
concerns in their training programs.
- Transit systems should provide separate training programs for
emergency operating procedures.
- Training sessions should be designed to teach employees
emergency procedures they will be expected to carry out.
- Emergency procedures documents should be used as a format for
the training sessions.
- Transit systems should conduct drills which simulate emergency
situations in a realistic manner.
- Emergency drills should include programs to teach personnel to
identify the emergency and distinguish its unique demands, and
to follow through with the appropriate responses.
Central Control is often the transit system organization that
initiates the response to an emergency situation. Though remote from
the emergency scene, well-trained Controllers have the capability of
reducing the effects of an emergency situation. To be effective, a
Central Controller should be:
- Familiar with the train operator's job and environment, as well
as with the facilities that are available to him;
- Familiar with details of the fixed facilities; and
- Knowledgeable about the capabilities, limitations, and typical
failure modes of vehicles, train control, power, and
communications systems, etc.
Operating and supervisory personnel, maintenance personnel, and
transit police should as a minimum be taught the characteristics of
and appropriate response to the following emergency situations,
depending on their specific job responsibilities:
- Fire/Smoke in Tunnel;
- Fire/Smoke in Train, or Under Train;
- Fire/Smoke on Trainway, or Adjacent to Trainway;
- Fire/Smoke at Station;
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- Derailment, Collision, Structural Collapse;
- Passenger Evacuation from Train;
- Person on Trainway;
- Sick Passenger;
- Hostage Situation;
- Civil Disorder;
- Bomb Threat;
- Total Power Failure;
- Flood;
- Flammable/Combustible Liquid/Vapor Intrusion;
- Severe Weather (Snow, Ice, High Winds), Natural Disasters;
- Situations consisting of combined categories, such as:
- Derailment, Collision, Passenger Evacuation from Train;
- Derailment, Collision; Fire/Smoke in Tunnel; Passenger
Evacuation from Train.
The remainder of this section focuses on specialized training in
the following areas of emergency procedures: emergency tunnel
evacuation, emergency tunnel ventilation, firefighting, emergency
passenger care, crowd control and panic prevention, uncoupling of rail
transit vehicles, and removal of traction power.
A. Emergency Evacuation
- Rail transit systems should provide special tunnel orientation
activities, not only for their own personnel, but for emergency
response personnel who may become involved in an emergency
situation.
- Training should include visual aids depicting the tunnel
environment and walking (or riding) tours for greater
familiarization.
- Transit systems should conduct evacuation drills periodically
both for their own personnel and for emergency response
personnel.
- Transit systems should provide visual aids portraying a
simulated emergency tunnel evacuation and demonstrating the
appropriate application of emergency procedures by employees.
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.
- Transit systems that use ladders, ramps, planks, and/or
stretchers for emergency evacuation should ensure that their
operating personnel know the location and use of these items.
B. Emergency Tunnel Ventilation
- Transit systems that have forced ventilation systems should
provide specialized training for Central Control personnel,
supervisors, and emergency response personnel in accordance with
operations documentation for managing ventilation during
emergencies.
- Transit systems that rely on train movement, natural air flow
and/or grates between tunnel and surface to provide ventilation,
should establish procedures and training in accordance with
these limitations.
C. Firefighting
As a general rule, after reporting a fire situation, the first-
priority action of transit personnel on the scene should be to assist
passenger evacuation and to assist fire department personnel in
gaining access to the fire. Many transit systems acknowledge that it
is primarily the job of the fire department to actually fight the
fire.
However, to instill a sense of self-confidence and personal safety
in those transit personnel expected to perform such assistance duties,
it is advisable to train them in the rudiments of firefighting. Such
training will enable them to: make better decisions during fire
emergency situations; fight small fires prior to the arrival of the
fire department when it is prudent to do so; and devise improved
methods of fire prevention while performing their regular duties.
Such training may be developed and conducted in cooperation with local
fire and rescue personnel. The firefighting training programs should
address the following areas:
- Familiarity with use, application, and location of appropriate
extinguishing equipment.
- Procedures for reporting used and missing fire extinguishers, in
order that fire extinguishers can be promptly refilled or
replaced if missing.
D. Passenger Emergency Care Training
Rail transit systems should provide emergency care training to
appropriate employees. These emergency care training programs may
involve the following:
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- First aid treatment of hemorrhages, bruises, abrasions;
- Recognition and immobilization of passengers with head and back
injuries;
- Cardio-pulmonary resuscitation (CPR);
- Treatment of respiratory blockages and convulsions.
E. Crowd Control and Panic Prevention
When possible, training programs in crowd control and panic
prevention techniques should be developed for use by rail transit
operating personnel.
F. Emergency Uncoupling of Rail Cars
- Appropriate personnel should be provided with training in
techniques for uncoupling rail cars in emergency situations.
G. Removal of Traction Power from Vehicle
- Rail transit systems should provide training in the emergency
removal of traction power from the system.
3.1.3 Refresher/Retraining Programs
Refresher/retraining programs should be instituted to:
- Inform employees of changes in procedures and equipment;
- Ensure that employee skills remain at a level which enables them
to execute their responsibilities in an effective manner;
- Reinforce a segment of the program for an individual who has not
performed properly; and
- Recertify personnel in job positions (e.g., train operators).
A continuous cycle of specialized training, followed by periodic
refresher training, etc., should be performed. Simulation drills,
equipment and procedural changes, and employee skills should be
reviewed on a regular basis to determine the need for refresher
training. Employees should be made to understand the importance of
training repetition.
3.1.4 Training Methods and Equipment
Rail transit systems should have formal methods for training train
operators, Central Controllers and other personnel. These formal
methods should include - but not be limited to - classroom
instruction, on-site familiarization, and
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.
emergency response training drills for rail transit and emergency
response personnel, and the public.
- Regular training and review should be used to identify
inconsistencies in operating rules, standard operating
procedures, and crew duties. Elimination of such
inconsistencies will help to avert future confusion.
3.1.4.1 Classroom Instruction - The key elements of classroom
instruction are the presentation of the contents of written material
(e.g., rule books, standard operating procedures, emergency
procedures, etc.), discussion of the material, and examinations to
test participant comprehension. Classroom instruction can be
substantially enhanced through audio-visual training programs and the
use of equipment mock-ups.
A. Rulebooks, SOPs and Emergency Procedures
- Materials should be thoroughly discussed and examinations should
be administered to appropriate personnel.
B. Audio-Visual Training Program
- Rail transit systems may utilize films, videotapes, and/or slide
presentations to illustrate the emergency response and
evacuation procedures to be used by Central Control supervisors,
on-site supervisors, train operators, station attendants,
transit police, the public, and fire/rescue personnel. These
tools should also be used for ongoing refresher training
courses.
- The audio-visual presentation should stress the importance of
intra divisional teamwork and inter-organizational coordination,
and the types of specific evacuation procedures to be followed
by the train crew and responding units involved in an emergency
evacuation.
C. Mock-ups
- When desirable, small scale mock-ups of particular types of
equipment, such as operating cabs, signals, control center
consoles, radios, and motor controllers may be utilized.
3.1.4.2 On-Site Familiarization - On-site familiarization for transit
employees may be handled by transit systems in a variety of ways,
including on-the-job training, walking (or riding) tours,
demonstrations and/or hands-on practice sessions.
A. On-the-Job Training
- Following classroom instruction, transit systems should offer
supervised on-the-job training that provides the trainee with
hands-on experience and an operational understanding of rules
and procedures.
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.
B. Walking Tours
- Walking tours of the facilities (stations, tunnels, emergency
exits, etc.) should be required to further enhance the trainee's
familiarization with the rail transit environment.
C. Demonstrations/Practice Sessions
- Actual hands-on practice sessions should follow videotape or
film presentations of equipment and procedures to raise the
skill level and lower the emergency response time of personnel.
3.1.4.3 Emergency Response Training Drills - Emergency response
training in the form of drills should be carried out by rail transit
systems. The drills may vary from full-scale emergency simulation
drills involving both rail transit and emergency response organization
personnel, to drills for rail transit personnel only or even for a
particular employee (e.g., a train operator). More importantly, the
simulation drills should serve as a means for evaluation of the
overall emergency response capabilities of the system through careful
selection of the time and location of drills, the location of
monitors, and the performance of a simulation critique. Drills may be
held during revenue service or non-revenue service periods (if they
exist), or prior to the start-up phase operations on a new extension
or a new rail transit system. The rail transit and emergency response
organization drill participants will vary depending on the scope and
objectives of the drill.
A. Simulation Drills
- Rail transit systems should conduct simulation drills to
reinforce classroom training in emergency response and passenger
evacuation for rail transit personnel, as well as for the
emergency response team that would respond in the event of an
emergency.
- These drills should serve as a mechanism for simultaneous
testing and reinforcement of emergency operating procedures for
track and tunnel fires, carborne fire, smoke removal, and
passenger evacuation procedures.
- Drills should test the transit system's emergency communication
capabilities, and the operability and effectiveness of other
emergency equipment.
- Drills should test training and retraining procedures, response
capability, and any changes in these areas.
3-9
.
The following aspects should be considered in planning and
conducting simulation drills:
- Drills Prior to Start-Up. New rail transit systems should hold
drills simulating various rail transit emergencies on new
sections of the system that have not opened for revenue service.
These drills should be held for rail transit personnel and
emergency response organization personnel.
- Drills During Non-Revenue Service Period. If non-revenue
service periods exist, transit systems should schedule emergency
simulation drills during these periods.
- Drills During Revenue Service. Rail transit systems should
drill such employees as operators, conductors, supervisors, and
Central Control personnel on emergency operating procedures
during revenue service by posing an emergency situation for the
rail transit personnel to resolve, without actually interrupting
revenue service or dispatching fire/rescue personnel to the
scene of the hypothetical emergency. These may be general
notice drills, employee notice drills or no notice drills,
depending on how many transit employees, emergency response
personnel, and passengers are informed beforehand.
- Location of Monitors. The selected monitor locations should
allow monitors to view the following events:
- The initial phase of communications between the train
operator and Central Control,
- The implementation of evacuation procedures by the train crew
and responding units,
- The passenger evacuation process,
- Emergency medical technicians administering first aid to
victims in the triage area,
- Use of passenger evacuation equipment,
- Emergency command post operations,
- Firefighters' response efforts.
- Performance of a Simulation Critique. The purpose of a
critique is to review the reports of the monitors, to present
comments or observations from sources other than the
observers, and to assess the need for any remedial action
either to correct deficiencies or to generally improve the
effectiveness of the emergency operations and procedures.
Videotaping the simulation drill provides observers and
reviewers with an overview of the entire operation, and thus
serves to enhance the critique.
B. Emergency Simulation Facilities
- Each rail transit system should have the ability to simulate
emergency situations, either in areas of the rail yard set aside
for drills (e.g., for
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training operating personnel how to use the end door emergency
ladder for passenger evacuation) or areas located in portions of
the transit system itself.
C. Drill Participants
Although drills are held primarily for transit personnel, other
emergency simulation drills should include various emergency response
organization personnel. Following is a list of possible rail transit
and emergency response organization drill participants:
- Rail Transit Participants
- Upper management staff (e.g., General Manager, Assistant
General Managers and Directors of various rail operation
departments),
- Train operators/conductors,
- Central Control personnel,
- Power dispatcher,
- Line supervisory personnel,
- Maintenance,
- Rail transit police.
- Emergency Response Participants
- Upper management fire staff (e.g., Deputy Chief, Assistant
Chief, Chief, etc.),
- Fire/Rescue personnel (e.g., firefighters, rescue personnel
and midstaff personnel such as lieutenants, captains,
battalion chief, etc.),
- Fire alarm personnel,
- Emergency medical service personnel,
- Police,
- Utility personnel (i.e., electric, water, gas and telephone),
- Other relevant personnel.
3.1.5 Inter-Transit System Information Exchange
Rail transit systems should consider sending some of their
employees to attend training programs at other rail transit systems.
The sharing of ideas and perspectives regarding emergency response
capabilities would be in the interest of all participating transit
systems. Although this approach is limited because of
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.
the site-specific nature of equipment, local inter-organizational
agreements and facility characteristics-attendance of personnel from
other transit systems during a particular system's emergency
simulation drills could afford valuable insights.
3.2 EMERGENCY RESPONSE ORGANIZATION PERSONNEL TRAINING
Rail transit systems should make training in emergency procedures
available to firefighters, local police, ambulance
personnel/paramedics, and other emergency response personnel, in
accordance with "Inter-Organizational Emergency Procedures" operations
documentation and the specific training identified in section 3.1.
Rail transit systems should provide the upper management staff of
the fire department with information regarding the coordination of
activities associated with rail transit emergency situations.
Rail transit systems should similarly make training available for
fire alarm center personnel (fire/rescue dispatchers). Fire alarm
center personnel perform an important role in the coordination of a
rail transit emergency as the link between the rail transit Central
Control operators and fire, police and rescue personnel.
The training programs for emergency response and fire alarm center
personnel should encompass all or part of the following areas:
- Overview of the rail transit system including orientation and
familiarization with facilities, equipment, and normal and
emergency operating procedures.
- Orientation tours of stations and tunnels for emergency response
personnel, to point out features described in formal
presentations and to highlight the specific physical
configuration of each segment of the system.
- Emergency situation drills involving all participating
organizations to practice and reinforce the emergency response
and evaluation procedures.
- Utilization of the various communication capabilities,
including:
- Telephone conference calls,
- Radio links between the fire alarm center and firefighters at
the scene of the fire or at Central Centrol,
- Direct phone line between Central Control and the fire alarm
center,
- Wayside telephones or Private Automatic Branch Exchange
(PABX) telephones, and
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.
- Maintenance telephone system.
- Periodic training for emergency response personnel to cover
shift assignment changes, area rotations, etc.
3.3 PUBLIC EDUCATION
Rail transit systems should employ the following methods to improve
the public's ability to respond to emergency situations:
- Public involvement in simulation drills,
- Rail safety and emergency procedures for passengers publicized
on posters in stations and vehicles,
- Safety brochures for public dissemination.
3.3.1 Passenger Awareness
Passenger education and training should be conducted to make
passengers aware of emergency procedures and enable them to respond
properly in the event of an emergency.
This should be accomplished primarily by the distribution of
pamphlets, the posting of information in stations and transit
vehicles, and broadcasts over the public address systems in the
stations and transit vehicles. The information from these various
sources must be consistent in content, sufficient for first-time users
of the system (especially from posters), but not so overwhelming as to
arouse undue concern.
Passenger emergency preparedness training should include
information on:
- How to recognize and immediately report emergency situations to
transit employees;
- How to recognize system hazards (e.g., third rail, other high
voltage equipment, passage between cars, etc.);
- How to recognize and operate appropriate emergency-related
facility features and equipment, such as:
- Vehicle intercom to train operator,
- Vehicle fire extinguishers,
- On-board emergency stop devices,
- Vehicle side doors,
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- Vehicle end doors,
- Ladders, ramps, and planks for facilitating vehicle
evacuation,
- Devices for assisting evacuation and rescue of elderly and
handicapped passengers,
- Subway emergency exits, doors, grates, etc.,
- Station emergency phones;
- How to recognize and anticipate the potential special needs of
fellow passengers (children, elderly, handicapped, etc.) during
emergencies.
3.3.2 School Safety Program
Rail transit systems should conduct regular safety programs in the
schools of the communities adjoining the rail transit system trainway.
Such programs should be designed to highlight the numerous safety
hazards on rail transit property, such as third rail power, and the
dangers of throwing rocks, tampering with switches, placing objects on
the tracks, etc. Such programs are especially important for transit
systems in the process of developing a new system or extension, prior
to initiating operations.
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4. FACILITIES AND EQUIPMENT
The guidelines presented in this section are designed to help
transit systems ensure that they possess the facilities and equipment
needed to cope effectively with emergency situations. These
guidelines are intended for use primarily in the planning of new
systems, system extensions, and system rehabilitation.
The main elements of a rail transit system's facilities and
equipment are passenger stations, trainway, and Central Control. Each
of these areas and their respective components are considered in this
section. In each instance, the guidelines presented here are of a
general nature, allowing for the site-specific differences among
transit systems. The guidelines have been developed from a variety of
sources, including workshops, discussions with transit system
personnel, and available literature sources including industry design
guidelines, codes, and standards. These guidelines are performance-
oriented, and are intended to reflect the best practices of the rail
transit industry.
4.1 PASSENGER STATIONS
Rail transit passenger stations are located in four basic
environments:underground, elevated, at grade, and open cut. Although
rail transit passenger stations located in these different
environments have unique characteristics, there are a number of
elements common to almost all passenger stations. This section
presents guidelines for these common elements. Additional information
pertaining to specific station environments may be obtained from the
sections describing trainway elements.
4.1.1 Construction
Transit station construction should provide for rapid patron
evacuation and rapid emergency response personnel access for potential
emergency scenarios. With this in mind, transit station construction
should take the following into consideration:
- The system safety concept should be applied in the station
planning phase to identify and resolve potential safety hazards
associated with a transit system's emergency response
capabilities.
4-1
.
- Critical station egress and access paths should be identified in
the planning phase, and thereafter remain unobstructed.
- Concourses may or may not exist in rail transit stations,
depending on station design. In any event, access/egress
through department stores or other non-transit buildings should
not be considered among the emergency exit requirements for
stations.
4.1.2. Lighting
Lighting is an essential factor in many emergency situations,
particularly in underground stations. It can also play an important
role during hours of darkness at elevated, at grade, or open cut
passenger stations.
- The minimum illumination level for emergency lighting should
furnish sufficient visibility in passenger station areas -
platforms, mezzanines, ticketing areas, passageways and
entrances - to allow passenger evacuation from these areas.
- Emergency lighting fixtures and power sources should be
protected from damage caused by accidents, water, maintenance to
adjacent equipment, or vandalism.
- The emergency lighting should conform to the codes and
regulations of authorities having proper jurisdiction.
- The emergency lighting system should be activated automatically
upon loss of the normal lighting system and provide continuous
operation for an amount of time specified by the individual
transit system. This time-span should be determined by the
amount of time necessary for safe evacuation of passengers from
the station.
- Lighting fixtures in the normal lighting system may be
considered emergency lighting if a designated number of the
fixtures are powered by a separate or independent power source.
- Consideration should be given to locating a designated number of
lighting fixtures towards the bottom of the walls of the station
to provide visiblity for passenger evacuation under smoke
conditions. (Such fixtures should be vandal-proof.)
4.1.3 Access/Egress
The amount of available adequate access and egress is an important
design consideration for rail transit passenger stations. The number
and location of entrances and exits, as well as the arrangement of
such facilities as concessions, station attendant kiosks, faregates,
revolving gates, public stairways, escalators, and elevators within
the passenger station, all determine the extent to which access/egress
is judged to be adequate for evacuation during emergency situations.
4-2
.
Station exits are particularly important facilities during
emergency situations because they provide the primary means of
evacuating passengers from the system. They also provide an entry
into the system for fire/rescue personnel.
- Each emergency exit should be identified by graphics and by a
light of distinctive color, and provided with dual light
circuitry.
- Emergency exit doors should not be locked on the inside at any
time.
- Emergency exit doors on the surface level should not issue onto
a hazardous area such as a vehicle roadway or parking area, and
should be kept free of such obstructions as vendor carts, trash
dumpsters, etc.
- Emergency exits should have the capability of being readily
opened from the outside by the fire department or other rescue
personnel.
- The use of vertical ladders in emergency exits should be
prohibited.
- All doors, ladders, etc., that do not provide egress capability
should be clearly labeled "Not an Exit."
- The needs of passengers with special egress requirements
(wheelchair, elderly, etc.) should be addressed. Faregate
areas, exits, etc., should be evaluated for ease of evacuation
by those passengers.
- Consideration should be given to developing a means of limiting
access to station platforms when overcrowded conditions exist.
4.1.4 Communications
Passenger station communication systems make possible the reporting
of emergencies and crimes, requests for assistance, announcements to
passengers, visual surveillance, and coordination of fire/rescue
efforts. The different types of equipment available for these uses
are: radio, private automatic branch exchange (PABX), direct line
telephones, maintenance line telephones, public address system (PA),
intercoms, data transmission cables, and closed circuit television
(CCTV).
- A communication system should be provided between all stations
and Central Control to permit rapid and coordinated
communication between passenger stations and Central Control.
- The P.A. system speakers should be installed in a manner which
allows announcements made by a station attendant or Central
Control to be clearly understood by passengers.
- The P.A. system should have an alternate source of power to
permit use when the normal power system fails.
4-3
.
- P.A. system components should be protected from unauthorized
use, vandalism, or other damage.
- The direct two-way line telephones should receive redundant
power from an alternative power source.
4.1.5 Ventilation and Air Conditioning
Ventilation (and air conditioning) systems provide passenger
comfort by dissipating heat from train and station operations, and by
removing objectionable odors. Ventilation systems are also used to
purge smoke and heat in the event of a fire. In addition, the proper
operation of fans and dampers may play a critical role in confining
the fire and smoke to a limited area. Proper design of ventilation
systems is essential for emergency preparedness in rail transit
stations.
- The local fan and damper controls should be clearly identified
by lighting and/or graphics.
- Consideration should be given to providing a portable stand-by
power source or other auxiliary power for ventilation system
operation.
- Fans and dampers should be remotely controlled from Central
Control.
4.1.6 Support Equipment and Systems
4.1.6.1 Fire Protection Equipment
A. Location of Detection and Alarm Boxes
- Fire and smoke detection devices should be located in non-public
areas of rail transit stations. Ancillary and/or storage rooms
located in stations are of particular importance.
- Manual alarm devices should be of a type to discourage
activation except during an actual fire/smoke condition. It may
be advisable to install, them within the station attendants'
line of vision.
- Graphics and lights on annunciator panels in passenger stations
should indicate the geographical location of alarms.
B. Portable Fire Extinguishers
- The location of fire extinguishers and simple instructions for
their use should be clearly identified with graphics within the
rail transit station.
- Fire extinguishers should be protected from theft or vandalism.
4-4
.
C. Standpipe and Hose Systems
- If standpipe and hose systems are used, they should comply with
the requirements of NFPA 130.
- When not located between the tracks in a station, standpipes
should, when possible, be located on the side of the station
platform opposite the third rail.
4.1.6.2 Rescue Equipment - Different types of rescue equipment may be
stored at rail transit stations according to transit system
requirements.
- Fire axes, crowbars, ladders, and stretchers are among the items
which may be considered for storage in designated station areas
(such as attendant kiosks or equipment rooms).
4.1.7 Flammable and Combustible Liquid/Vapor Intrusion
Accidental flammable liquid or vapor intrusion can create the
potential for a serious fire or explosion within the rail transit
station. Extensive specifications to minimize emergency conditions
which could result from such hazardous liquid or vapor intrusion are
contained in Subsection 3.2.7 of NFPA 130.
4.1.8 Flood Protection
Rail transit passenger stations may in many areas be subject to
water leaks. In addition, storm water drainage may enter at portals
and shafts. Drainage and pumping stations for minimizing flooding in
the rail transit station are presented in this section.
- Pumping stations should be provided at low points within the
transit station.
- The drainage pumps should be of the proper size to handle water
intrusion from weather, fire fighting operations, etc.
- There should be two separately powered alternate pumps at each
location.
- Where the pumps operate automatically, local controls should be
able to manually override the system.
4-5
.
4.1.9 Traction Power
The traction power system is an integral part of a transit system's
emergency preparedness. The following items should therefore be taken
into consideration when developing the traction power system:
- The capability of removing or reapplying power should be
considered in the system safety analysis. Traction power
requirements should be carefully evaluated for all emergency
scenarios. Such requirements might include redundant power
supplies or specific system design features to meet system
needs.
- A means for locally removing power from specific sections of the
third rail or catenary should be provided. (This could be
accomplished by local emergency trip stations.) Central Control
should also have the ability to remove power from specific
sections of rail or catenary.
- When appropriate, devices for verifying that power has' been
removed from third rail sections should be incorporated into the
system.
4.1.10 Graphics
Graphics are defined as the informational symbols indicating the
location and use of crucial passenger station facilities and
equipment. They are essential in identifying exits, exit paths,
emergency exits, fire extinguishers, etc.
This section addresses guidelines for graphics used in passenger
transit stations.
- Consideration should be given to using bilingual and/or
pictograph signs.
- Standardized emergency graphics should be used.
- Advertising should be segregated from informational graphics.
- Advertising should be avoided entirely at decision points.
- Information signs should be located at decision points for
maximum visiblity.
- Signs should be posted in stations providing instructions for
reporting unusual occurences and procedures for emergency
evacuation.
- Location signs and instructions for operation of emergency
exits, fire extinguishers and emergency intercom or alarm should
also be provided.
4-6
.
4.1.11 Emergency Power
In order to ensure the continued operation of such vital components
as lighting and emergency ventilation systems and pumping stations, it
is necessary to consider two options for furnishing uninterruptible
power. One option involves the use of dual controls, feeder cables,
etc., to provide redundancy should failure in one component occur.
The second option is to provide an alternative power source in case
the normal power source becomes unavailable.
The following station components should be considered for
connection to alternative power systems:
- Station emergency lighting,
- All illuminated exit signs,
- Selected signs,
- Ventilation system (subway),
- Radio and telephone systems,
- Public address system,
- Fire alarm system,
- Pumps (subway).
4.2 TRAINWAY
Although the preferred method of evacuating passengers under
emergency conditions is to move all or part of the train to the
nearest station, in some cases it may be necessary for passengers to
exit from the train while it is located between stations, in order to
walk to another train or to the closest station or emergency exit.
The trainway environment and available equipment can thus have a large
effect on passenger evacuation in emergency situations.
The three basic types of trainway are underground (tunnels and
underwater tubes), elevated, and surface (at-grade and open cut).
4.2.1 Construction
The typical rail transit trainway consists of ties, rail, and road
bed of ballast and/or a steel or concrete structure. This trainway
may be located in a subway
4-7
.
tunnel or underwater tube; on an aerial structure; on the same general
ground level as other vehicle roadways (at grade); or in an uncovered
depression (open cut).
Trainway construction should be of such a design as to facilitate
passenger evacuation and emergency response personnel access for
potential emergency scenarios. With this in mind, trainway
construction should incorporate the following:
- The system safety concept should be applied in the trainway
design phase to identify and address prospective safety hazards
associated with the transit system's emergency response
capabilities.
- Critical egress paths should be identified in the system design
phase and remain unobstructed.
4.2.2 Lighting
4.2.2.1 Underground - An adequate level of lighting in tunnels and
underwater tubes is critical for successful passenger evacuation under
emergency conditions. In addition, fire/rescue personnel depend on
sufficient lighting for visibility during fire suppression and/or
rescue operations.
The recommended guidelines contained in Section 4.1.3 should be
followed with the following modifications:
- Consideration should be given to locating a designated number of
lighting fixtures toward the bottom wall of the tunnel or tube
(near the top of the rail) to provide for visibility under smoke
conditions.
- The minimum illumination level for emergency lighting should
furnish a sufficient amount of visibility to enable passenger
evacuation from the tube or tunnel to a place of safety.
4.2.2.2 Surface - In general, emergency lighting has not been
provided along the surface portions of the rail transit trainway. The
belief has been that because of daylight and the less confined
environment (in contrast to the dark and constricted area within the
underground trainway), emergency lighting is not necessary. However,
all systems operate trains during hours of darkness, and thus similar
problems of insufficient visibility could arise during emergency
situations. Adjacent street lights may not exist, or may provide
insufficient illumination. For these reasons, some type of
transportable emergency lighting should be considered for use along
the trainway in emergency situations.
4-8
.
4.2.3 Access/Egress
Emergency exits provide the means for transit passengers to exit
from emergency conditions within the trainway to a point of safety.
4.2.3.1 Underground - There are two basic types of emergency exits
typically provided along the underground trainway. Tunnels
constructed using the cut and cover method are usually located just
below street level. Their relatively shallow depth facilitates the
provision of vent shafts and emergency exit stairways (in some cases
located adjacent to each other) leading up to the surface. Because of
their depth, deep bore tunnels and sunken caissons (underwater tubes)
possess limited exit capability directly to the surface level. For
this reason, underground trainways utilizing these methods of
construction must provide alternative types of emergency exits.
Options used have included cross passages and/or fire door's leading
to the opposite track-way area, or a separate center passageway
between the adjacent track-way areas.
Recommended guidelines applicable for emergency exits from
underground trainways are contained in Section 4.1.4.
4.2.3.2 Elevated - Emergency exits, so vital for underground
trainways, have rarely been provided along elevated trainways.
Although the height of the aerial structure presents a condition of
confinement similar to that of an underground tunnel, an important
difference exists. The complete availability of open air minimizes
the degree of danger in comparison to poor tunnel ventilation. As in
all cases of passenger evacuation, the preferred methods of moving
passengers to safety involve moving all or part of the train to the
nearest station, or moving a rescue train up to the front or rear, or
alongside, for passenger transfer. However, in some cases, the only
alternative has been for passengers to leave the trainway by means of
fire department ladder trucks, an extremely slow and time-consuming
process. Walkways have been used as an alternative means of reaching
a point of refuge (i.e., the next station); these are discussed in
Section 4.2.4 of this document
4.2.3.3 At Grade/Open Cut - Emergency exits are not usually provided
along surface trainways unless the trainways are fenced. It is common
to provide emergency access gates which can be opened by transit
personnel or rescue crews.
4-9
.
With the exception of the third rail hazard, the dangers inherent in a
confined tunnel or aerial structure are not present during passenger
evacuation from a disabled train on a surface trainway. In most
instances, passengers are able to simply leave the vehicle via a short
ladder and walk directly to a point of safety. However, difficulties
in proceeding to a point of safety may exist when the trainway is
shared with highways or railroad tracks. In addition, certain
sections of the surface trainway may be protected by fencing or other
restraining material.
- The access gates should be readily opened from the inside,
without keys or special tools.
- Fire department personnel should possess keys or other methods
of opening the access gates from the outside.
- Gaps in the third rail and crosswalks should be provided at
access gate locations.
- When the surface trainway is shared with highways or railroads,
provisions should be made for some means of exit which does not
require passengers to face other moving traffic when evacuating
a rail transit train.
4.2.4 Walkways
4.2.4.1 Underground - Walkways, when they exist within the
underground trainway, may consist of a flat surface located at track
level or on a ledge located preferably at the floor height of vehicle
doors. In either case, walkways may serve as a direct, high capacity
exit route through the side doors of the vehicle. However, a major
disadvantage is the narrowness of the walkways, which tends to
restrict the movement of passengers once they exit from the vehicle.
- When walkways exist in the underground trainway, it is
recommended that they be located on the side of the track
opposite the third rail, and that they be of a width deemed
suitable by the transit system.
- When walkways are used, they should, whenever possible, be of
vehicle floor height.
- When walkways exist, consideration should be given to the use of
a fixed railing to assist passengers.
- The walkway should have a flat, non-slippery surface.
- Emergency exit paths should not require passengers to step over
the third rail.
4-10
.
4.2.4.2 Elevated - A walkway located along one side or in the center
of an aerial structure would provide an alternative means of moving
passengers from the vehicle to a point of safety (i.e., the next
station).
- The walkway should be of sufficient width for passengers to
avoid contact with the third rail or other power sources.
- Walkways located along the side of the aerial structure should
be equipped with a fixed railing or other restraint to help
passengers maintain their balance.
- The walkway should be located on the side of the track opposite
the third rail.
- Emergency exit paths should not require passengers to step over
the third rail.
4.2.5 Communications
Effective on-the-scene communications are vital during emergency
situations and provide the major source of information for
coordinating rescue/fire suppression efforts within trainway areas.
Examples of various kinds of communications equipment are direct line
emergency telephones connecting directly with Central Control,
maintenance telephones, and mobile radio units.
- A means of voice communication should be installed at all
emergency exits and at selected locations along the trainway,
and be conspiciously identified with graphics and lighting.
4.2.6 Ventilation
Ventilation systems can be used in the event of a fire to control
smoke and heat, and provide visibility and fresh air to passengers and
rescue/fire suppression teams. They are therefore considered
essential components in the underground trainway. In addition, the
proper operation of fans and dampers may play a critical role in
confining the fire and smoke to a limited area.
- Manual fan and damper controls should be clearly identified by
lighting and/or graphics.
- Fans and dampers should be remotely controlled from Central
Control.
4-11
.
4.2.7 Support Equipment and Systems
4.2.7.1 Fire Protection Equipment
A. Fire Detection
- When trains are parked in isolated underground storage areas not
immediately visible to or frequented by transit personnel, some
means of fire detection which activates an audible or visible
signal at Central Control or other supervising station should be
provided.
B. Fire Extinguishers
The location and user instructions for fire extinguishers should be
clearly marked.
C. Standpipe/Hydrant and Hose System
- Where the standpipe and hose systems are used, they should
comply with the requirements of NFPA 130.
- Standpipes should be located whenever possible on the side of
the trainway opposite the third rail.
4.2.7.2 Other Support Equipment
- Third rail power "testing!' devices should be available for
ensuring that the power is indeed cut off when requested.
4.2.8 Intrusion Alarm
In many cases, rail transit systems operate trains along a shared
corridor. The rail transit track may be located adjacent to highways,
along the center median of highways, or adjacent to freight/passenger
railroads. Motor vehicle accidents or train derailments may thus
intrude on the transit track area and present serious hazards to train
operators unaware that any problem exists.
It is essential that both train operators and Central Control
become immediately alerted when accidents cause intrusion into the
transit track area. Consideration should be given to protection of
the trainway by physical barriers or by some type of detection and
alarm system.
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.
4.2.9 Flammable and Combustible Liquid/Vapor Intrusion
Accidental flammable liquid or vapor intrusion creates the
potential for a serious fire or explosion resulting in damage to the
trainway and/or injury to transit passengers and personnel. Extensive
specifications to minimize the hazards of such liquid or vapor
intrusion are presented in Subsection 3.2.7 of NFPA 130.
4.2.10 Flood Protection
The underground and surface trainway in many areas may be subject
to water intrusion. In addition, storm water drainage may enter at
portals and shafts. Drainage and pumping station components to reduce
flooding should comply with the guidelines presented in Section 4.1.9,
with the following modifications:
- Primary drainage should be achieved through the use of proper
road- bed design and construction. Excessive water should drain
into grates, to be carried in culverts to a pump pit.
- Pumping stations should be provided at low points throughout
tile trainway.
4.2.11 Traction Power
See the guidelines contained in Section 4.1.10.
4.2.12 Graphics
Graphics are defined as the informational symbols indicating the
location and use of crucial trainway facilities and equipment. They
are essential in identifying emergency exits and routes, fire
extinguishers, etc. This section presents guidelines for graphics
used in and along the trainway.
- Location marker signs should be posted along the trainway which
are highly visible to the train operator.
- Signs indicating the distance to and direction of the closest
passenger station and emergency exits, should be posted,
especially in underground sections.
- Each emergency exit should be identified by a sign and a light,
and include instructions for use.
- Consideration should be given to providing bilingual and/or
pictograph signs as appropriate.
- Standardized emergency graphics should be used.
- Information signs should be located at decision points for
maximum visibility.
4-13
.
4.2.13 Emergency Power
In order to ensure the continued operation of such vital components
as lighting, ventilation systems and pumping stations, two options for
furnishing uninterruptable power must be considered. One of these
entails the use of dual controls, feeder cables, etc., to provide
redundancy in case of failure in one component. The second option is
to provide an alternate power source should the normal power source
become unavailable.
The following trainway components should be considered for
connection to alternative power systems:
- Tunnel emergency lighting,
- All illuminated exit signs,
- Selected signs,
- Ventilation system (subway),
- Public address system,
- Fire alarm system.
Emergency power system components should be located so as to be
protected from damage by water or by normal maintenance to adjacent
equipment.
4.3 CENTRAL CONTROL
Train operations within most rail transit systems are controlled
from a central facility. This headquarters (Central Control) contains
the personnel, offices and equipment necessary to maintain normal
train operations, control power, and maintain communications
throughout the system. In addition to these functions, Central
Control becomes the command center for coordinating responses to
emergency situations through the use of such equipment as transit
radio systems, direct "hot" line telephones, traction power cut-off
controls and ventilation controls.
The guidelines in this section are intended to assist Central
Control in responding to emergency situations occurring within the
station and trainway sections of the system.
4-14
.
4.3.1 Emergency Exits
Diagrams indicating the exact location of every emergency exit
within
stations and along the trainway should be available in Central
Control.
4.3.2 Communications
Central Control should possess the following minimum communication
capabilities:
- Audible and visible alarms located in Central Control should
indicate when critical equipment commands fail.
- If intrusion alarms are installed, they should communicate
directly with Central Control. Central Control should be able
to directly and immediately notify the appropriate railroad
control center in the event that intrusion occurs from railroads
into the transit trainway or vice versa.
- Central Control should have a plan for reacting to train control
failures.
4.3.3 Ventilation Equipment Controls
Consideration should be given to the implementation of a series
ofpredetermined ventilation control system scenarios which may be
employed in responding to various emergency situations.
4.3.4 Traction Power Removal
Central Control should have the capability of remotely removing
third rail or catenary power from any location for which Central
Control is responsible.
4.3.5 Graphics
Some means of clearly indicating the location of every emergency
exit, standpipe connection, pump station, ventilation fan, emergency
telephone, traction power sub-station, power cut-off switch, and alarm
should be available in Central Control.
4-15/4-16
.
5. VEHICLES
The purpose of the guidelines presented in this section is to
identify those vehicle features which can minimize the consequences of
an emergency situation. These vehicle guidelines are meant for use
primarily in the procurement of new vehicles. For the purposes of
this section, "vehicles" are considered to be of two general types:
passenger rail vehicles, and rail vehicles used for emergencies.
The guidelines address transit vehicle construction, lighting,
access/egress, communications, ventilation, electrical equipment and
wiring, on-board support equipment, mechanical equipment, graphics,
and emergency power. Whenever possible, the guidelines are general
enough to allow for the site-specific differences between rail transit
systems. The guidelines have been developed from a variety of sources
including workshops, discussions with transit personnel, and available
literature sources such as industry design guidelines, codes and
standards. These performance-oriented guidelines are intended to
reflect the best practices of the rail transit industry.
5.1 PASSENGER RAIL VEHICLES
The rail transit vehicle is (with the transit station) one of two
environments with which passengers normally come in contact when using
rail transit systems. However, the passenger rail vehicle is unique
in that it is a dynamic, confined "envelope", with movement and
access/egress controlled by the train crew. Moreover, the vehicle
represents both a potential safety hazard (e.g., burning interior
materials) and an area of refuge from such a hazard (by the movement
of passengers to other unaffected cars of the train).
The guidelines in this section are intended to provide for rapid
patron evacuation and rapid emergency response personnel access for
all possible emergency scenarios.
5-1
.
5.1.1 Construction
Transit vehicle construction should incorporate the following:
A. General
- The system safety concept should be applied in the vehicle
design phase to identify and resolve all prospective safety
hazards associated with a transit system's emergency response
capability.
- Critical vehicle/system egress and access paths should be
identified and remain unobstructed throughout the system design.
B. Exterior
- The transit vehicle structure should permit the vertical jacking
of the vehicle in an emergency without affecting structural
integrity.
- The vehicle should be constructed so as to allow emergency
access from the exterior.
C. Interior
- The seats and other interior components should be securely
attached to the vehicle.
- The seating arrangement within the vehicle should be designed so
as to minimize congestion around doors.
- A sufficient number of grabrails and stanchions should be
installed
within the vehicle to provide stability for standing passengers.
- Design of the vehicle interior should limit the presence of
sharp corners and edges.
5.1.2 Lighting
Emergency lighting is a crucial factor which contributes to the
level of visibility needed to evacuate passengers successfully.
- Emergency lighting should be provided at all door locations.
- Vehicle marker lights should be connected to the emergency power
system.
- Consideration should be given to locating emergency lighting
fixtures toward the bottom sidewall and door vestibules of the
rail transit vehicle.
- Emergency lighting fixtures, circuits, etc., should be protected
to ensure that the emergency lighting will perform when
necessary.
5-2
.
- Lighting circuits within the normal power system are considered
to be emergency lighting if a designated number of the fixtures
are connected to a separate, independent power source.
- Lighting fixtures located in the train operator cab should be
connected to the emergency power System.
5.1.3 Access/Egress
The normal location and manner for passengers to enter and exit a
rail transit vehicle is at a station platform through doors located on
the side of the train. When a disabled train cannot be moved to the
nearest station, alternative methods of evacuating passengers must be
used. Passengers may be moved through the end door(s) from a car
containing a fire to a point of safety within an adjacent unaffected
vehicle. Other emergency situations involve the transfer of
passengers from an entire disabled train to a rescue train. In this
instance, the train side doors of the two trains are aligned and
passengers are transferred directly to a rescue train.
5.1.3.1 End Doors
- An emergency door opening control requiring no electrical power
should be located on the exterior of the vehicle.
- A means should be provided that allows passengers to move from
one car to another in an emergency.
- Locking of the end doors is to be discouraged unless an interior
emergency door release is provided.
- Emergency door release controls for the end doors requiring no
electrical power should be located within the interior passenger
compartment.
- The location and operating instructions for the emergency door
release controls should be clearly indicated by graphics.
Provisions should be made for discouraging unnecessary operation
of the release.
5.1.3.2 Side Doors
- An interlocking door control should be located in each train
operator cab to permit the opening of all doors on either side
of the train.
5-3
.
- An emergency door unlocking device for side doors requiring no
electrical power should be located both in the interior and on
the exterior of the vehicle.
- An attempt should be made to locate side doors in an area of the
car not directly over the current collector assemblies.
- Vehicle side doors should be of sufficient width to permit the
passage of two people, side by side.
- The location and operating instructions for the emergency door
release controls should be clearly indicated by graphics.
5.1.4 Communications
A variety of mutual communication needs exists within the
environment of the rail transit vehicle. These include: train
operator to passengers, passengers to train operator, and Central
Control to train operator.
- All vehicle communication systems should be connected to a
source of emergency power.
5.1.5 Ventilation
A critical element of emergency preparedness is the ability to
provide fresh air in the vehicle interior, or to prevent smoke from
entering the interior, prior to or during emergency situations.
The location, capacity, and ability to control fresh air intakes,
fans, dampers, etc., all play a key role in maintaining sufficient
breathing and visiblity levels.
- Controls which allow the shutoff of the ventilation system
should be provided in the train operator cab.
5.1.6 On-Board Support Equipment
5.1.6.1 Fire Extinguishers
- Fire extinguishers should be provided at a designated location
in all transit vehicles.
5.1.6.2 Rescue Equipment
- Ladders should be provided in each rail transit vehicle.
5-4
.
- Flashlights should be provided for the use of train operating
personnel.
- Critical evacuation equipment for use in emergency situations
should be readily available.
5.1.7 Special Mechanical Equipment
The rail transit vehicle should be equipped with certain types of
mechanical equipment, including but not limited to emergency brakes,
current collector shoe lifts, car uncoupling controls, etc.
Guidelines for this equipment are listed below.
5.1.7.1 Emergency Brakes
- Each rail transit vehicle should be equipped with a fail-safe
friction brake to provide manually activated braking.
- Emergency braking independent of the train operator should be
activated in the event of unintentional uncoupling of any car
within a train.
5.1.7.2 Current Collector Isolation
- A means should be provided for removal of power from the current
collector.
5.1.7.3 Couplers
- Consideration should be given to a vehicle uncoupling system
which allows the train operator to uncouple cars without leaving
the train.
5.1.8 Graphics
Graphics are the informational symbols indicating the location and
operation of such crucial vehicle components as doors, intercoms, etc.
- Consideration should be given to using bilingual and/or
pictographic signs.
- Standardized emergency graphics should be used.
- Location signs and instructions should be provided within the
vehicle for intercom operation, window and door emergency exits,
fire extinguishers, etc.
- Vehicle number identification should be displayed within the
interior and on the exterior of the transit vehicle.
5-5
.
5.1.9 Emergency Power
The following components in each vehicle should be connected to an
emergency power system:
- Selected lighting fixtures in the passenger area, particularly
those adjacent to doors;
- The communication system, including the P.A., radio, and
intercom systems;
- Lighting in the train operator cab;
- Exterior marker lights.
5.2 Vehicles Used in Emergencies
Various types of rail vehicles are used to respond to rail transit
emergencies. Depending on the situation, diesel rail engines, work
equipment, empty passenger trains, and road/rail vehicles may be
utilized. This section focuses on the "transit emergency response
vehicle" which possesses unique capabilities directed at emergencies
occurring in the confined area of the trainway.
- Vehicles should be stored at locations offering ready access to
the trainway.
- Vehicles should possess a motive power source independent of the
traction power.
- Vehicles should be equipped with auxiliary power generators for
lighting, and other special tools.
- There should be a radio or some other communication system to
provide contact between the vehicle and Central Control.
- Any auxiliary rail vehicle to be used in an emergency should
have compatible coupling available.
- Such a vehicle (locomotive) should be capable of moving maximum
length trains up the maximum grade of the trainway.
5-6
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APPENDIX A
INTER-ORGANIZATIONAL AGREEMENTS
The content of inter-organizational agreements should encompass the
following elements for each of these suggested organizations:
A. Fire Departments
- Establish appropriate fire department jurisdiction.
- Establish level of service (equipment, personnel, etc.) to be
delivered in response to various types and degrees of transit
emergencies.
- Specify level of notification, control, and degree of
responsibility on-site.
- Determine appropriate methods of communication and develop
procedures for continuous coordination and transfer of command.
- Provide training for fire department personnel to familiarize
them with rail transit facilities, access/egress, equipment,
procedures, passenger behavior, etc.
- Specify use of tools, handling of transit equipment, use of
transit personnel, power removal and restoration, use of support
personnel, etc., to assist fire fighting and rescue operations.
- Conduct periodic drills involving fire department participation.
- Identify any special tools and equipment which the fire
department might need that they would not normally possess for
emergency work in the transit system.
B. Emergency Medical Service (EMS)
- Establish appropriate EMS unit jurisdictions.
- Establish level of service (equipment, personnel, etc.) to be
delivered in response to various types and degrees of transit
emergencies.
- Establish appropriate methods of communication for continuous
coordination during a response.
- Familiarize EMS personnel with the rail transit facilities.
- Conduct periodic drills involving participation by EMS
personnel.
C. Police Departments
- Establish a full understanding of jurisdictional
responsibilities between any internal transit security group and
the local police department(s).
A-1
.
- Establish level of service (equipment, personnel, etc.) to be
delivered in response to various types of transit emergencies
(as opposed to assistance delivered in response to security or
crime related incidents such as "assist officer" calls).
- Establish appropriate methods of communication for continuous
coordination during a response.
- Establish procedures corresponding to the types of emergency
service anticipated (e.g., crowd control, authorized access
control, security threat unique to emergency situations, etc.)
D. Adjacent Railroads
- Establish procedures for risk management in joint corridor
emergency incidents.
- Reach an agreement on the principal points of reciprocal contact
when an emergency occurs.
- Establish information exchange methods regarding the occasions
and procedures for hazardous material or excess dimension
movements on adjacent railroads.
E. Public Utilities
- Rail transit systems should coordinate an agreement with local
public utilities regarding points of contact in an emergency,
and services to be provided by each.
F. Hospitals
- Establish the level of emergency services generally available at
various hospital locations in the vicinity of the transit system
facilities and trainway.
- Establish the manner in which patients will be assigned or
routed to various hospitals (e.g., by the fire/rescue
communications center, fire department, emergency medical
services, etc.)
G. Local/State/Federal Government
- System-specific agreements with one or more of the following
government agencies might be appropriate: Public Utilities
Commission, Civil Defense, Highway and Rail Departments,
National Guard, and Mayor's Emergency Action Center. In the
event of emergency incidents that may require investigation,
coordination with the appropriate representatives of these
agencies (e.g., NTSB) for reporting serious problems, or for
requesting support when needed, should be established.
A-2
.
APPENDIX B
EMERGENCY EQUIPMENT
The following is a list of specialized emergency equipment.
Appropriate transit employees should be provided with specialized
training in the use of equipment pertinent to their assigned duties.
- Air bag rescue and lifting system with the power to lift, move,
or shift weights of up to 146,000 pounds
- Axes
- Bolt Cutters
- Emergency Evacuation Cart
- Evacuation Ladders and Planks
- Fire Extinguishers of Various Types
- Fire Hose and Nozzles
- First Aid Kits
- Flood Lights
- Hand Lights
- Hand Tools (hammers, wrenches, saws, etc.)
- Hydraulic Jacks
- Hydraulic tools used to pry, pinch, push, bend, tear, shear and
force metal masonry and timber, to gain access to or release for
trapped people.
- Insulating aprons, mats, blankets, gloves to provide protection
from electrical shock
- Jumpers or Stingers for Third Rail Power
- Maintenance Phone Headsets
- Pry Bars
- Radios
B-1
.
- Self-Contained Breathing Apparatus (SCBA)
- Shoe Lifts (to inhibit traction power collection on a vehicle)
- Spare Air Bottles for SCBA
- Stretchers (Stokes Baskets, Reeves Stretchers, etc.)
500 copies B-2
*U.S. GOVERNMENT PRINTING OFFICE: 1 9 9 2 .6 0 1 .7 9 9/6 0 0 2 2
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