Safety Aspects during

Operations in Tunnels

By:
R. K. Shekhawat
Sr. Prof. (Projects)
IRICEN, PUNE
 References
1. UIC Code 779-9 R
Safety in Railway Tunnels.
2. Tunnel Engineering Hand Book
By: Thomas R. Kuesel, Elwyn H. King & John
O. Bickel.
3. RDSO Draft Guidelines for ventilation, Power
Supply, Lighting and Fire Safety in respect of
tunnel on Indian Railway Network: Version
2.0, Dated: 30.10.2013.
4. Indian Railway Bridge Manual (Chapter-X:
Inspection and Maintenance of Deep
Cuttings): Para 1007B - Ventilation of
Tunnels.
 1. Safety Measures

 Integrated Comprehensive approach to be

adopted towards tunnel safety at stages of:
 Planning
 Design
 Construction
 Maintenance.
 The approach shall include Risk Assessment
and Risk Mitigation & Control measures, for
each tunnel.
 Mock Drills to be conducted periodically (say
at least once every 2 years on at least 1
tunnel in section of every ADEN). If possible,
State Govt. authorities also to be involved in
mock drills.
 2. Gradient in Tunnels

 Adverse conditions in Tunnels for hauling:

 Reduced rail wheel adhesion due to
presence of moisture in tunnels.
 Increased air resistance in tunnels, due to
space restriction.
 Reduced diesel engine efficiency due to
lower oxygen content in tunnels.

 Hence Ruling Gradient in tunnels to be

flatter than in the open air. Maximum
gradient in tunnel should not exceed 75% of
the ruling gradient of the line.
 3. Escape/Evacuation from Tunnels
Railway Board’s letter no. 2014/W-I/NF/LMG-SCL/
Tunnel-10 dated 01.04.2015
Provisions contained in Board’s letter no.
2010/W2/NR/ J&K/05 dated 01.09.2010 are applicable
for tunnels of length more than 3 kms.
Railway Board’s letter no. 2010/W2/NR/J&K/05 dated
01.09.2010
1. For tunnels up to 3 km length: Provide normal single
track cross section.
2. For tunnels more than 3 km length: Wider cross-
section be preferred for self-rescue, safe exit/escape.
3. Adits being provided, should be used for escape.
4. Failing 2 & 3 above, in view of geological
considerations, then only parallel safety tunnel
interconnected at suitable interval with the main
tunnel be considered keeping cost, operation and
maintenance involved in mind.
 Provisions of UIC 779-9 R

 Walkway (Min. width 70cm, Optimal 120cm)

 In double track tunnels; on both sides of the tunnel.
 Distance between emergency exits: 1000m.
 For double bore single track tubes and parallel safety
tunnels, distance for cross passages: 500m.
 Cross section of Lateral Exits & Cross Passage: 2.25m x
2.25m
 Max. length of Lateral Exits: 150m. But if longer, should
be accessible with road vehicles (3.5m x 3.5m)
 Lateral Exits & Cross passages should prevent smoke
from spreading in safe places, equipped with lighting &
communication means and should prevent
unauthorized access from outside.
 Parallel Safety Tunnel: Should be result of an
evaluation of optimal safety. Not recommended as
general solution.
 4. Tunnel Ventilation
 Effect of movement of train inside tunnel:
o Air Quality Deterioration
o Thermal Environment Hazards
o Pressure Transient Hazards

 Types of Ventilation Systems:

 Natural Ventilation – Due to air flow being
induced by train movement in tunnel at
relatively high speed.
 Artificial Ventilation – By Ventilation with
or without Ventilation Shafts, with Axial
Blower Fans at Portals and along the
length of tunnel.
Artificial Ventilation
 4.1 Tunnel Ventilation
(A) RDSO Draft Guidelines
(i) Normal Train Operation: Ventilation for Sanitation)
Threshold Level for Pollutants inside Tunnels
Pollutant 8 Hours Exposure 15 minutes
Gas Values Exposure Values

CO 50 ppm 400 ppm

NO 25 ppm 35 ppm
NO2 5 ppm 5 ppm
CO2 5000 ppm 18000 ppm
SO2 5 ppm 5 ppm

 Ventilation for Sanitation normally not required in

tunnels of length up to 2 km. It may become necessary
if diesel train are in operation, there is bunching of
diesel hauled trains, tunnel’s geometry is not straight
line or any other operational/infrastructural reason.
 For tunnels longer than 2 km, ventilation for sanitation
is justified on routes critical to strategic purpose. For
other routes, this need should be assessed through
proper quantitative analysis.

(ii) Ventilation for Emergency

 Ventilation required when a train, which has caught

fire, is struck inside the tunnel.
 This should cover two functional requirements:
o Prevent backlayering of smoke (travel of smoke
against the imposed direction of air flow) by
maintaining the air velocity just above Critical
Velocity (Vc) and at the same time not to interfere
with smoke stratification (hot smoke ascending
upwards and forming a layer near tunnel ceiling).
o Increase the pressure inside the escape passages,
relative to the incident tunnel, so that they remain
smoke free.
 Procurement, installation, maintenance and operation
of Tunnel Ventilation and associated systems is a costly
preposition. Therefore, emergency ventilation cannot be
provided in all tunnels.
 All tunnels longer than 4 km must be provided with
emergency ventilation.
 For tunnels up to 2 km length, emergency ventilation is
normally not provided.
 For tunnels of length between 2 to 4 kms:
o Emergency Ventilation not required if it is twin tube
design with emergency passages at every 500m (both
tubes fit for movement of emergency vehicles) or
vertical/lateral emergency exits provided at every
1000m (at least one of the lateral exit being fit for
movement of emergency vehicles).
o Emergency ventilation need to be provided only if:
Length (km) Trains/day Length (km) Trains/day
2.0 < L < 2.5 240 3.0 < L < 3.5 150
2.5 < L < 3.0 200 3.5 < L < 4.0 110
 The subject of tunnel ventilation has to be dealt in a
scientific manner rather than somebody’s subjective
opinions, conveniences or preferences.
 The mathematical modelling/simulation studies shall
proceed with detailed design, by an competent agency
engaged for this purpose.

(B) UIC 779 - 9R

I-25
o Smoke extraction in main tunnel not recommended as
general measure.
o Safe/rescue areas (parallel tube, emergency exits etc.)
to be kept smoke free. To achieve this goal, alternative
measures such as doors or locks may also be adequate.
 5. Tunnel Power Supply
RDSO draft Guidelines
 Where ventilation and fire safety systems etc. are to
be installed, three independent power systems are
recommended (two from independent power grid and
third a generator).
 At sites where second independent grid power supply
is not available, and solitary grid supply’s failure per
day is more than 6 hours, then a redundant DG set
shall be provided.
 If required, an UPS shall also be provided to cover
transition period.
 Cables used should be FRLSZH type and without any
joints (as far as possible).
 Adequate arrangements for earthing and protection
against lightening surges shall be provided.
6. Tunnel Lighting/Illumination
 Tunnel Lighting is required:
o To enable Passenger and Staff to detrain and
make their way out of tunnel in case of
emergency.
o To assist train crew in their orientation and
improve their visibility of tracks.
o To assist inspection/maintenance staff.

 Lighting system design should take into

account:
o Possible conditions in case of fire.
o When & How lighting should function.
o How maintenance illumination will be provided in
event of failure of power supply.
 RDSO Draft Guidelines
 For tunnels of length less than 0.5 km, a decision about
providing tunnel lighting may be made after assessing
site specific situation, including security scenario.
 Tunnel lighting shall provide illumination of 1 lux at
walkway level.
 Enhanced level of lighting may be appropriate for other
tasks.
 Suitable illumination of emergency signage and
emergency communication points should be ensured.
UIC 779 – 9R (I - 41)
 New tunnels: Lighting of escape routes, ensuring
uniform illumination, to enable evacuees to walk safely
– Recommended.
 Existing tunnels: Tunnel lighting generally
recommended for tunnels > 1 km long. Decision to be
based on risk assessment in each case. Specifications
in this can be less stringent.
 7. Fire, Smoke and Gas Detection

(A) RDSO Draft Guidelines

 Recommended for technical installations concentrated

in separate rooms in a tunnel.
 Not recommended for provision in whole of the tunnel
length.
 Gas detectors recommended for tunnels with a low
point in the tunnel (U-shaped) and if gas could enter
tunnel from the surroundings.
 If required, CCTV cameras could be provided for early
detection of fire and better incident management.

(B) UIC 779 – 9 R (I – 23)

Same as in RDSO draft Guidelines

 8. Fire Extinguishing System
(A) RDSO Draft Guidelines
 Fire extinguishers not to be provided in the main
tunnel.
 To be provided in sensitive installations/technical
rooms.
 Water supply should be provided at access point to the
tunnel, with capacity of 800 litres per minute for two
hours. The water source can be hydrant or any water
supply of minimum 100 m3 9such as basin, river or
other means).
(B) UIC 779 – 9 R (I – 24 & I - 64)
 Water supply as continuous pipe through the tunnel or
branch lines to portals and exits are recommended as
standard.
 Alternative solutions, with mobile railway means are
also adequate, if they are based on professional rescue
organizations (e.g. fire fighting, rescue train).
 9. Accessibility of Tunnel Entrance & Exit
RDSO Draft Guidelines and UIC 779 – 9 R (I-61)
 Access road to portals & emergency exits-
Recommended.
 Solid surface with minimum 3m width.
 The road ends at the rescue area or a solid turning
place.

10. Rescue areas at Tunnel Entrance & Exit

RDSO Draft Guidelines and UIC 779 – 9 R (I-63)

 Rescue areas in the vicinity of tunnel entrances and

emergency exits - Recommended.
 Should have access road, power supply, lightening,
possibility for water supply, turning area etc.
 Existing roads, places and land area to be included in
the considerations.
 11. Escape and Emergency Signage

RDSO Draft Guidelines

 In tunnels of length more than 0.1 km: Signage to be

provided (painted in fluorescent paint) for indicating
emergency exits, distance & direction to safe area,
location of emergency equipment etc.
 Pictograms to be used.
 In tunnel equipped with tunnel lighting, signage to be
illuminated.
 Maximum distance between escape signs to be 50m.
12. Telecom & Public Announcement Facilities
RDSO Draft Guidelines
 Telecom connection to be provided between tunnel
controller and ASM.
 Emergency communication system between tunnel
location and control centre. UIC 779-9R also
recommends this (I-42). Distance between phones
500-1000m.
 Tunnels with ventilation system should be provided
with Public Address (PA) system, to guide passengers
in case of emergency.
 Radio communication between staff working inside the
tunnel and with control centre should be explored. UIC
779-9R recommends train radio communication for
communication between train crew and operation
centre and with passengers in train (which includes
fixed installations in train and equipment on-board
trains).
 13. Access Control
RDSO Draft Guidelines
 Must for security.
 At certain places continuous policing may be the
appropriate option.
 Based on the site situation, one or more of the options
can be chosen from CCTV camera based surveillance,
signage near portal prohibiting entry of unauthorized
persons, fencing of portal area & tracks in vicinity,
secure locks etc.
 Access control should not impede emergency exit or
access to emergency services.
UIC 779 – 9 R (I – 7)
 To be decided based on risk assessment.
 For new tunnels: Signs, Fencing at tunnel entrance and
locking of all exits recommended as standard measure.
Further measures, based on security risk assessment.
 14. Leaky Cable/Feeder
 Required for ensuring radio communication amongst
Driver–Guard and with stations.
 Can be extended for enabling use of mobiles in tunnel.

15. SCADA Control and Monitoring

 UIC 779-9R (I-68) does not recommend Control Centre
for each tunnel, for controlling large electromechanical
installations in the tunnel. It recommends integrating
these functions with normal control centers.
 But sometimes, the cost of cabling etc. upto normal
control centers (mostly in divisions) may be costly than
setting up control centre for a tunnel or a group of
tunnels located nearby.
 To be in synch with state of art technology, use of
SCADA system can be explored.