INDIAN RAILWAYS Irdso.indianrailways.gov.in/works/uploads/File/CMI-K402-REV1.pdf · Doc. No. CMI-K402 (Rev.-1) -2.0 PROLOGUE 2.1 Fire especially in uncontrolled state is a source

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Ref: CGW 0001 DatelMonth of issue: February' 2009 (Rev.-3) Page 1 of25

Doc. No. CNII-K402 (Rev.-l)

INDIAN RAILWAYS :

I 1

CODE OF PRACTICE

FOR

PREVENTION OF FIRES

ONDMUs

S No. Month / Year of issue Revision / Amendment

Page No. Reason for Amendment

1. November, 2004 0 NA First Issue 2. May,2005 Amendment- 1 3. September,2005 Amendment- 2 4. February,2009 Revision-l

Issued by

Research Designs & Standards Organisation Manak Nagar, Lucknow-226 OIl.

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Doc. No. CMI-K402 (Rev.-l)

CONTENTS

Clause. No. Description Page No.

1.0 Foreword 3

2.0 Prologue 4

3.0 General 6

4.0 Part - I (Newly built DMU stock) 7

4.1 Mechanical 7

4.2 Electrical 10

4.3 Electrical - Transmission 13

4.4 Diesel Engine 15

4.5 Rescue Measures 17

5.0 Part - II (DMUs already in service) 20

Annexure - I Details of wire parameters 24

Annexure - II Analysis of fIres on DMU stock 25

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Ref: CGW 000 1 I (Rev.-3) I

1.0 FOREWORD

1.1 Over the years detailed investigations on several cases of fires on mainline & suburban services (during the last few years) have been carried out by the concerned CRSs, Railways and ROSO. In some cases, it quite often becomes difficult to pinpoint the exact causes due to extensive damage, and only general observations are available. It is equally important to investigate every case of even smoke emission, which can lead to fire.

1.2 Systematic analysis of the causes of the fires have highlighted the need for complete review of the coach furnishing materials, cable insulation, design of equipments, protection system, workmanship by coach builders and repair and maintenance practices followed by the car sheds and the POH workshops. Through several discussions held among the Railways, Production Units and ROSa, various measures have been identified. Most of the measures are already detailed in the Particular Specification of the DMU stock and other measures have been issued as instructions from time to time.

1.3 The purpose of this Code is to consolidate the various measures for prevention of fires at one place, so as to act as a ready reference to the designer, Coach Builders and repair and maintenance staff not to ignore these issues. The entire process of the mechanism of fire, its outbreak, prevention, fire extinguishing methods and method of evacuating passengers is complex. The complicated phenomenon of fire is not reproducible in model experiments regardless of how they are carried out. The preventive measures as detailed in the Code, therefore, are by no means exhaustive and the various provisions will need updating and amplification from time to time based on the actual experience.

1.4 This code should be followed in conjunction with the Indian Electricity Act, 2003 and it's associated Rules. All the Modification and Maintenance Instructions issued by ROSO from time to time w.r.t. prevention of fires should also be followed.

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Doc. No. CMI-K402 (Rev.-1)

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2.0 PROLOGUE

2.1 Fire especially in uncontrolled state is a source of very rapid destruction and this gets compounded when loss of human life is involved. Hence, taking all possible steps to prevent a fire from breaking out in coaches, and if it breaks out, to prevent it from spreading and causing further damage assumes great importance and is unavoidable, however expensive or intensive the steps required may be.

2.2 A train fire is greatly different from a fire in other places in the manner in which it breaks out, grows and spreads, and in the method of fighting it, as well as the damages it causes. The horrific speed with which a blaze can spread when some inflammable materials are used, has given rise to great concern. The following points summarise the characteristics of a train fire, which need special consideration when deciding upon counter measures:

1) A train consists of long narrow vehicles with limited exits coupled with each other.

2) High traveling speeds prevent quick escape and assist the rapid spread of fire.

3) Wide range of track conditions, including confined sections such as bridges, tunnels, ghats, etc., make it difficult for passengers to get off the vehicle easily in times of emergency.

4) Restriction in movement of passengers and fast spread of fire aggravates the situation.

5) A large number of passengers traveling on trains are attended to by a small team of train crew.

6) Even a delay of few initial seconds due to inadequacy of direct communication with the crew can be devastating.

7) Even smoke emission in a confined place may lead to panic.

2.3 Fires in coaches could be broadly classified under two causes viz.,

(i) Due to electrical origin. (ii) Engine fuel. (iii) Due to external causes.

2.3.1 Electrical origin of the fires could be due to short circuit, fuse failure, failure of the insulation due to deterioration, mechanical damage, local heating due to

Doc. No. CMI-K402 (Rev.-1) DatelMonth of issue: February' 2009 Ref: CGW 0001 (Rev.-3) Page 5 of25

loose / defective joints and loose connection, etc. The potential of causing a fire depends largely upon the efficiency of the protection system.

2.3.2 Fire due to engine fuel can be controlled if there is no leakage in the fuel distribution system, damaged fuel tank insulation and overheating.

2.3.3 The fires due to external causes are numerous and often do not occur, unless due to carelessness, lack of awareness of the consequences, and ignorance on the part of the passengers.

2.4. The problems of fires on coaching stock may be broadly tackled by ensuring the following aspects in design, manufacturing and maintenance:

2.4.1 Prevention:

Prevention is better than cure, therefore by use of suitable materials, protective devices, proper designs and layout, prevention of outbreak of fire should be aimed at. To prevent the fire from spreading, it is extremely important that:

(a) Furnishing materials shall be fire retardant, and as per the relevant specifications.

(b) Complete protective arrangement on the circuits and sub-circuits is made such that isolation of any protective arrangement in service is prohibited

(c) Prevention of hiding places in design for storing / carrying of probable sources of fire such as inflammable materials like kerosene, petrol, stove, etc. by the passengers. The electrical switchboard,· cable joints etc. should be easily accessible for maintenance and detection of fires.

(d) Provision of compartments and resistance to prevent the spread of fire.

2.4.2 Spread of fire:

In spite of the best possible preventive measures, the chances of fire cannot be ruled out. Therefore should a fire take place, the spread of fire and damage should be restricted. This calls for incorporation of special design fea~ures as well ~s use of suitable materials to reduce the combustibility of the coach furnishing and other materials such as cable insulation, switch cabinet etc.

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Doc. No. CMI-K402 (Rev.-1) DatelMonth of issue: February' 2009 Ref: CGW 0001 Page 6 of25(Rev.-3)

3.0 G ENE RA L

3.1 Scope

This code lays down the guidelines for prevention of fires on DMU stock. It is divided into two parts:

Part-I Instructions regarding measures for the prevention of fires on the newly built DMU stock

The scope of these instructions cover the use of materials, protection system, system of wiring and workmanship, with a view to preventing occurrence & minimizing the fires and localizing the effect of the fires, should they take place. Measures to enable quick rescue of the passengers affected have been also included.

Part-ll Instructions regarding measures for the prevention of fires on DMUs already in service.

The scope of these instructions cover the good maintenance practices, satisfactory workmanship during repairs and various preventive steps to be taken during routine maintenance of coaches in car sheds and POH in workshops.

3.2 Implementation of the Code

Guidelines for use of specific coach furnishing materials, cables and other accessories have been indicated. Production units will ensure that only materials of approved standards are used. In case it is not possible to use the materials specified due to certain reasons, specific approval of RDSO may be taken. The provisions of the code are obligatory for the new builds.

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Ref: CGW 0001 DatelMonth ofissue: February' 2009 (Rev.-3) Page 7 of25


4.0 PART - I

INSTRUCTIONS REGARDING MEASURES FOR THE PREVENTION OF FIRES ON THE NEWLY BUILT DMU STOCK

4.1 MECHANICAL

4.1.1 General

Furnishing material used for enhancing passenger comfort should be fire retardant. The test prescribed for flame retardance is similar to the test prescribed in the IS or DIC -564-2-0R code or better. Use of wood is strictly prohibited. However, fire retardant wood based material like compreg to RDSO spec. no. C-9407 (Rev.2) can be used. Use of rubber items should be restricted.

4.1.2 Inside Panels

(a) Sidewalls and partitions should be paneled with laminated plastic (LP) sheet as per RDSO STR No. C - 9602 or FRP to spec. no. MOTS 133. The sheets shall be procured from the list of the approved suppliers issued by RDSO.

(b) Ornamental fittings should be of stainless steel/fire retardant, non-toxic, emit low smoke as far as possible.

(c) Semi-bulk heads provided at either side of all doorways should consist of stainless steel paneling.

(d) Interior sidewall panels of the passenger compartment up to window level should be of stainless steel.

(e) Light luggage rack, poles and grab handles etc. should be of stainless steel.

(f) The inside panels in the engine room compartment shall be IRS - M - 41 sheet.

4.1.3 Ceiling

(a) The ceiling of the coach shall be of flexible non-metallic heat insulating material such as NFTC sheet to RDSO STR No. C-95ll.

(b) The ceiling of engine room compartment shall be of IRS-M-41 sheet.

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DatelMonth of issue: February' 2009 Doc. No. CMI-K402 (Rev.-l)Ref CGWOOOI (Rev.-3) Page 8 of25

4.1.4 Seat:

4.1.4.1 Seat and backrest should be upholstered with vinyl coated fabric confirming to RDSO STR No. C-9503 (Amendment 2 of 1998), mounted on steel frame.

4.1.4.2 PU foam cushions to RDSO specification No. C-8914 (Rev-I) should be used for seats and backrests.

4.1.5 Packing Rings for Axle Box Guide Arrangement:

4.1.5.1 Packing Rings for wheel treads wear shall be ultra high molecular weight Polyethylene (UHMWPH) confirming to RDSO STR No. C - 9703.

4.1.6 Fire Barrier:

4.1.6.1 The end-to-end through passage in the coach shell helps in the propagation of fire due to "flue effect." The coach structure shall, therefore, be such that continuity of this through passage is broken as much as possible. Generally, the following guidelines shall be followed.

(a) Openings in the car lines adjacent to the doorways, above the partitions between the radiator room compartment and passenger compartment as well as between radiator room and engine room shall be blocked by 1.6mm thick Steel to IRS M-41.

(b) In case ducting is provided below the ceiling for cable conduits and mounting of the fans, the continuity of these dueting shall also be broken at the locations adjacent to the doorways and above the portion between the engine room compartment and passenger compartment. The car lines openings at which conduits etc. passes shall be suitably plugged / sealed.

4.1.6.2 With a view to retard the spread of fire, the continuity of the roof ceiling and side paneling shall be broken by provision of stainless steel barriers at the following locations.

(a) Near the coach end panels

(b) On either side of the doorways.

4.1.7 Floor:

(a) Tn.e floor of the coaches shall consist of 2 mm thick PVC sheet to schedule of technical requirement for flexible vinyl flooring for use in coaching stock no. C-8515 (Rev.-2) with updated amendments, laid over 8 mm compreg board to RDSO specification no. C-9407 (Rev.-2). In addition this 1.6mm thick stainless steel chequered sheet to AISI-430 shall be laid over PVC sheet in the doorway passages. In vendor's

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compartment 2mm thick stainless steel chequered sheet to AISI-430 shall be laid over PVC sheet.

(b) The floor of engine and radiator room compartment shall consist of steel galvanized chequered plate of approved quality laid directly on the steel support secured to the corrugated steel floor sheet. The steel chequered plates shall be directly secured to the steel support frame. No timber or any other inflammable material shall be used for flooring of engine room.

(c) The trough floor sheets shall be of stainless steel.

(d) The openings in the flooring for the passage of pipes and cables shall be constructed as to prevent any seepage of the oil and in addition give effective protection against the spread of any fire originating beneath the body.

(e) Drain pipe of stainless steel 0 38 mm of suitable length having top end of bell mouth type fitted with steel mesh should be provided in whole area of engine & radiator room compartments at one meter apart.

4.1.8 Provision of heat insulation for the partitions of equipment compartment:

The partitions comprising the engine room and the passenger portion shall be suitably heat insulated. For this purpose an air gap of at least 30 mm shall be provided between the sides panels of the partitions and this space shall be filled up with fibre-glass crown 150 or similar material approved by RDSO.

4.1.9 Provision of partitions:

Coach layout shall be such that provision of unnecessary partitions shall be avoided. Requirement of the partitions is dictated by the local traffic needs of the Railways who will arrange the accommodation on the rake in such a way that minimum numbers of partitions are required. The partitions shall, however, be so arranged that at least two doorways aside are available for each partitioned compartment, and wherever seating accommodation is fifty or more.

4.1.10 Vestibules:

VIC vestibules should be as per RDSO specification No. C-8812 (Rev. 1) with Amendment slip 2 in which the rubber is fire retardant in terms of VIC specification for resistance to flame.

4.1.11 Painting:

Painting inside the engine room shall be done with fire retardant PU paint to RDSO specification no. M&CIPCNIIOOI2004 Chapter I to IV.

DatelMonth of issue: February' 2009 I Doc. No. CMI-K402 (Rev.-l)Ref: CGW 0001 (Rev.-3) Page 10 of 25 I

4.1.12 Notices:

Notices to RDSO sketch no. SK-K3028 (enclosed) to warn passengers regarding fire precautions shall be fixed in each compartment above each doorway and semi-bulk head at the entrance. Builder may amend the notices as per the requirement of the particular coach.

4.2 ELECTRICAL

The following points are applicable to all DMUs:

4.2.1 General

(a) All the main equipments should have the manufacturer's name provided on them.

(b) For holding and bunching the cables, cable ties having fire retardant properties, shall be used. For insulating the cables / cable supports wherever necessary, PVC adhesive tape confirming to IS: 7809 Pt. III Section I shall be used. Thickness of the tapes shall be 0.25 mm. Tapes with backing material as cloth or equivalent and meeting the test requirements (especially fire retardant properties) to IS: 7809 Pt. II can also be used.

(c) Resin bonded fiberglass coated with anti-tracking compound shall be used.

(d) Ordinary wood / wooden cleats shall not be used anywhere. All the wooden boards, blocks and cleats used in the wiring or in the vicinity of the wiring shall be painted with two coats of fire retardant paint as approved by RDSO. The following fire retardant paints are approved by RDSO and these only shall be used for painting cleats.

(i) Acrylic superlac plastic emulsion paint ofMis. Shalimar.

(ii) Fire retardant paint, light grey ofMis. Jonson and Nicholson.

(iii) Mica base fire retardant paint of Mis. Central Glass & Ceramic Research Institute.

4.2.2 Application of IE Act 2003

The designer, manufacturer and maintainer of DMUs shall ensure compliance to the Indian Electricity Act 2003 and associated Rules to ensure safety of the passengers.

Ref: CGW 0001 DateIMonth of issue: February' 2009 (Rev.-3) Page 11 of25


4.2.3 Batteries

Batteries constitute a fire or explosion risk (because of generation of hydrogen and oxygen) when they are being given heavy charge.

Adequate ventilation at a height of not less than 305 mm above rail level should be provided in the battery box.

4.2.4 Junction boxes

(a) MCBs and emergency lighting relays generally located in the end panel of the coach shall be housed in a box of air tight construction, to prevent dust and moisture entry and also to confine a fire, if any, inside the box.

(b) Single DIN type channel for individual MCBs as per RDSO's specification no. E - 12/1/04 of March 1992 with the extended terminal for connection of cables with crimping circuit shall be used. For this purpose RDSO drawing no. RDSO 1 SKEL - 3700 shall be referred.

(c) Train line wires shall be terminated on the end panels in a box of watertight construction for preventing dust and water entry.

(d) Train line wires should be run in metallic conduits below the roof. Sufficient space shall be provided between conduits to enable easy coupling and uncoupling.

(e) Not more than 3 terminations should be made III one, stud of the terminal board.

4.2.5 Protection system

Complete protection against short circuits, overloads, earth faults shall be provided to ensure that faulty sections are isolated from the supply system automatically. In addition to other protective devices as may be necessary for safe and correct operation, following essential protective features shall be provided.

4.2.6 Cables

4.2.6.1 Insulation & Sheath

Electron Beam Irradiated Power & control cables of standard metric sizes shall be provided as per RDSO Specification no. ELRS/SPECIELC/0019 (Data Sheet 2A and 2B), REY.O. Terminal ends for control cables and~ire

shall conform to RDSO Specification No. MP-0.5200.04.

Ref: CGW 0001 DatelMonth of issue: February' 2009 Doc. No. CMI-K402 (Rev.-l) Page 12 of25(Rev.-3)

4.2.6.2 Cable sealing and dividing boxes, conduit fittings and conduit stopper boxes shall be as per IS: 2148 - 1981.

4.2.6.3 The sizes of the cables shall be determined by taking into account the maximum safe conductor temperature. The layout and arrangement of cables and the max. continuous or intermittent circuit current should be under day-today operating conditions. The minimum size of the cables shall also be determined by considerations of mechanical strength and reliability in the operating environment.

4.2.6.4 The current carrying capacity of all the cables shall be such that they will safely withstand the rupturing current of the fuse or the breaker on the live side of the circuit of which they form a part.

4.2.6.5 The electrical cables should be laid appropriately in the coach preferably on the sidewalls of the coach or on the roof of the coach. The high potential wires should not be running across the engine. These shall be adequately protected, covered from leaking diesel oil, which could spill on these cables.

4.2.6.6 Wiring junctions/interfaces should be insulated and tightened properly so that these do not become sources of sparks.

4.2.6.7 Control cables should be replaced fully irrespective of the condition after every six years. Power cables should be replaced on condition basis. During POH power cables, which are exposed to oil should be critically examined and replaced if any symptoms of bulging, softening or perishing of insulation at the cable terminals are noticed.

4.2.6.8 In absence of common MCB, any fault in one of auxiliary circuits will affect control circuit also. A common MCB (SP/DP) protection should be providedas a backup arrangement - which will help in isolation & fault finding of auxiliary circuit.

4.2.6.9 Currently, negative is common to both DPC and TCs. In case of grounding in DPC, it affects power supply to TCs and vice versa. In DPC auxiliary circuit negative should be designated as no. 360 and in the TL should be continued as no 320, which shall help in isolation and prevention of fire. Currently there is no protection on the negative side of lights and fans circuit in DPC & TC in the end wall MCB panel. To overcome this, individual MCBs on negative side of LI, LII, F & EM circuits should be provided in the MCB panel. Similarly, MCB(SP/DP) protection should be provided on the negative side of blower circuit.

4.2.6.10 Presently no earth fault protection is provided in auxiliary circuit. To overcome this, earth fault relay should be provided in the auxiliary circuit.

. Also, whenever earth fault takes place, earth fault relay activates and 'litates to switch on 'earth fault' indication in the LED indication panel. If

Doc. No. CMI-K402 (Rev.-l)!I Ref: CGW 0001 I DateIMonth of issue: February' 2009

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earth fault indication persists, operating staff is to be cautioned to take prompt action for isolation offaulty circuit.

4.2.6.11 One of the reasons for fire due to mixing of positive & negative circuits in same electrical coupler. Segregation of positive and negative circuits should be done in electrical couplers as per ICF drawing No DMU/DPC-I0-7-0-001 (alt.c) & DEMU/TC5-7-0-503 (alt c). The details of the wire parameters are placed in Annexure-I.

4.2.7 Layout of wiring

The quality, workmanship and the layout of the wiring shall be of the highest standard so as to ensure long life of the wiring. All precautions shall be taken to prevent damage to the insulation in service. The wiring in the passenger portion of the coach shall be in metallic conduits.

4.2.8 Guideline for wiring

RDSO Code no. ELPS/CPlEMU/02 for Code of Practice for Electrical Wiring on 'Electric Multiple Units' issued in December 1993 or latest shall be strictly followed.

4.2.9 Anti - theft measures

Many cases of fire have taken place due to short circuit caused by miscreants while attempting theft of the equipment. Therefore, while finalizing the layout theft proneness of items should be kept in mind, and equipment should be so located that pilferage is made difficult. Based on service experience, anti-theft measures are being decided upon from time to time, which .should be implemented on the new builds as well as on the stocks in service.

4.3 ELECTRICAL - TRANSMISSION

The following points are applicable for all DMUs:

4.3.1 Traction Alternator I Traction Generator

4.3.1.1 In order to ensure immediate operation of earth fault relay in the event of sparking due to loose connection in the alternator I generator connection box, the traction alternator connection box should be of epoxy material with metallic cover. Out going power coil leads of the traction alternator should be properly insulated by the insulation tapes and varnish. The alternator power coil lead joints with the power cable lead which feed to rectifier should be properly tightened. There should be adequate sealing arrangement in the traction alternator connection box to prevent oil entry into the box. It is necessary that adequate creepage and air clearances shall be maintained so as to avoid nuisance tripping.

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Ref: CGW 000 1 DatelMonth of issue: February' 2009 Doc. No. CMI-K402 (Rev.-1) (Rev.-3) Page 14 of25

Tightness of tennination and clearance at tenninal box to be checked once in 3 months and cleaning of dust particles once every month. Oil spillage from diesel engine to be prevented. Rotating diode connections and looseness of diode pick-tails to be checked once every six months.

4.3.2 Power Rectifier

Tightness of bus bar connections inside power rectifier assembly shall be checked once in every 6 months. Condition of input and output connection cable to be checked once in every 3 months. Tightness of brushes and brush holders for blower motor to be checked once every month.

4.3.3 Traction motor switch group cubicle

Clearance between incoming bus bar connections shall be checked once in every month. Bus bar mounting equipment (Contactors & Reverser) shall be checked once in every month. Contact tips of E.P. Reverser shall be checked once in every 15 days. Motor over load relay calibration shall be done at POH. Device mounting insulators to be checked at every POH. Sluggishness of operation of contactors, reverser, relays etc., shall be checked once in every month.

4.3.4 Traction Motor

Carbon brush condition, brush spring pressure, freeness of carbon brush, arcing hom gap and commutator surface cleanliness shall be checked once in every month. Tightness of tennination and clearance at tenninal box shall be checked once in every 3 months and cleaning of dust particles once every month.

4.3.5 Traction motor connection box

4.3.5.1 In order to ensure immediate operation of earth fault relay in the event of sparking due to loose connection in the motor connection box, The traction motor connection box should be of epoxy material with metallic cover, which is presently of glass-epoxy material. There should be adequate sealing arrangement in the traction motor connection box to prevent oil entry into the . box. While changing the material, it is necessary that adequate creepage and air clearances shall be maintained so as to avoid nuisance tripping.

4.3.5.2 Cables entry through tenninal box shall be as per clause 18.2 of IS: 2148 1981. Precaution should be taken to guard against disturbance of the conductor tenninations if the cable is pulled.

4.3.6 Control supply & Equipment

4.3.6.1 Tightness of control cables tennination shall be checked once in every year and after maintenance of equipment.

Doc. No. CMI-K402 (Rev.-l) DatelMonth of issue: February' 2009 Ref: CGW 0001 Page 15 of25(Rev.-3)

4.3.6.2 Insulation resistance of equipment to be checked every time coach leaves out ofmaintenance shed.

4.3.7 Protective Relays I Equipments

(a) Overload relay - Each motor shall be protected with overload relay, which will trip the individual motor contactor.

(b) Rectifier Fan auxiliary relay - This will ensure operation of the rectifier fan in case of forced cooled design of rectifiers. Feed to traction motors will be cut off in the event ofoperation of this relay.

(c) Current balance relay -. This will open the motor contactors incase of fault on the main rectifier

4.3.8 Piping for oil circuit

Steel piping shall be used as far as possible for the oil circuit with minimum number of joints. The joints shall be properly made so that no leakage takes place in service.

4.3.9 Location of auxiliaries having oil

All auxiliaries using oil for lubrication shall be ordinarily located on the under frame. In case it is necessary to locate the machine inside the coach the location shall comply with following: The oil should be collected in trays, which should be placed below the equipment. In case of any chance of the oil getting spilled, proper drainage system should be created.

(a) Cables shall be kept away as far as possible, to reduce the deterioration of the cable insulation due to oil.

(b) Appropriate trays should be provided below the equipment to collect the leaked oil.

4.4 DIESEL ENGINE

4.4.1 Following precautions I methods are suggested to be followed during manufacturing stage of DMUs:

4.4.1.1 Exhaust System:

Exhaust system components (viz. exhaust pipes, manifolds, etc.) should be adequately lagged by ceramic lining so that the surface temperatures are within limits even during operation in summer.

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Ref: CGW 0001 (Rev.-3)

DatefMonth of issue: February' 2009 Page 16 of25

Doc. No. CMI-K402 (Rev.-l:

4.4.1.2 Crankcase Breather:

Crankcase breather pipe is an exit for oil fumes! gases. The pipe should be routed such a way that these fumes / gases are discharged safely, away from electrical machines, cables etc., in to a pan at the bottom of the engine. Alternatively, these fumes can be taken out from the bottom of the equipment and discharged directly in to atmosphere.

4.4.1.3 Fire Extinguisher:

Fire extinguishing equipment should be located in the engine room so that in case of fire, immediate corrective action can be taken.

4.4.1.4 Others:

4.4.1.4.1 During Manufacturing, processes such as welding, grinding etc producing sparks, care should be taken to avoid carrying out the same in vicinity of engine. The sparks in presence of fuel/oil could result in fire.

4.4.1.4.2 In case these operations cannot be avoided, adequate shielding / protection of engine should be adopted before carrying out such operation near the engine area.

4.4.1.4.3 Any Electrical system likely to produce spark should be kept away from the engine as far as possible or should be adequately shielded / protected.

4.4.1.5 Other measures:

~ No aluminum sheets or plates shall be used any where in the engine room as they are likely to melt fast.

~ Pipeline and joints should be laid out in such way to avoid joint near any electrical connection.

~ Engine pit and alternator pit shall be provided with proper drainage pipes to drain out any oil leakage in the engine room.

~ Spillage of oil should not be allowed on the floor ofengine room.

~ There should be no leakage in the pipeline and oil should not spill on exhaust pipes, which are heated and will catch fire.

~ Exhaust pipes shall be covered with ceramic lining.

------------------------------------. Ref: CGW 000 I (Rev.-3)

DatelMonth of issue: February' 2009 Page 17 of25

Doc. No. CMI-K402 (Rev.-I) I.

4.4.1.6 Storage:

In case it is required to store the equipment or the diesel engine for long periods, the fuel system as well as the lube oil system should be drained so that they do not become a potential fire hazard.

4.4.2 During maintenance of DMUs, following precautions / methods are suggested to be followed:

4.4.2.1 Fuel System:

The fuel system should be checked regularly for leakage, since fuel spilled on the floor can cause fire.

In case leakage is observed, adequate measures should be taken to stop the same and the spilled diesel should be cleaned immediately.

4.4.2.2 Lube oil & hydraulic oil systems:

Engine lubricating oil system and hydraulic oil system should be checked regularly for leakage, since oil spilled on the floor can cause fire. In case leakage is observed, adequate measures should be taken to stop the same and the spilled oil should be cleaned immediately.

4.4.2.3 Ventilation:

Care should be taken to ensure the proper functioning of Ventilation fan. Leaking diesel/engine oil in presence of elevated ambient temperatures produces inflammable fumes, which forms an explosive environment. The Vent system is also meant to expel out such fumes.

4.4.2.4 Other Maintenance Practices:

4.4.2.4.1 It is required to change the fuel filters and oil filters of the engine on regular basis (refer 0 & M Manual). During the replacement, adequate measures should be taken to ensure that diesel/engine oil does not spill on the floor.

4.4.2.4.2 The crankcase breather pipe is an exit for oil carrying fumes. In case this is discharging into a pan / tray in the equipment, the maintenance crew should empty this pan on regular basis to prevent spillage.

4.4.2.4.3 Vent system hydraulic motors are located on the roof above the main traction alternator. Periodic checks shall be carried out to ensure that joints are leak-free. Otherwise, any leaking oil from the hydraulic motor could fall on to the alternator and thereby become a fire potential.




4.5 RESCUE MEASURES

4.5.1 Communication between Driver and Guard:

(a) Inter communication between the guard and the motorman shall be provided through a bell code. A separate signal bell shall be provided for this purpose in every driving cab. In addition to the normal signal bell system, arrangement shall be provided to make use of passenger alarm bell in case of normal signal bell fails.

(b) The above equipment shall be capable of being operated even when there is power failure.

4.5.2 Communication between passenger and driver I g~ard:

(i) A passenger emergency alarm communication consisting of bell electrically operated by pulling alarm handles shall be provided on DMUs in each passenger and luggage compartment. The bell shall sound simultaneously in all the driver cabs in the train, and shall be efficiently loud to be heard above the noise of the train when traveling through tunnels and cuttings and shall ring continuously till switched off

(ii) The alarm system shall be provided with external indicators on one end of each coach on both sides, which shall give a visual indication of the coach from which the alarm handle has been pulled.

(iii) The electrical circuit for the alarm bell shall be duplicated and two wires shall be carried in different inter - vehicular couplers.

(iv) The system shall be capable of being operated even when there is power failure.

4.5.3 Safety instructions to the passengers after occurrence of fire:

Small fires sometimes cause disproportionately heavy loss of life due to panic among the passengers. Hence following safety instructions to the passengers after occurrence offire should be laid down:

i) Don't panic and jump from running train.

ii) Passengers should pull the alarm chain to stop the train.

iii) Passengers should go to other coaches through vestibule where fire has not occurred.

iv) When train stops, passengers should detrain immediately.

I. Ref: CGW 0001 DatelMonth of issue: February' 2009 Doc. No. CMI-K402 (Rev.-l) I (Rev.-3) Page 19 of25

v) Passengers should report occurrence to Railway staff immediately.

vi) Attempt should be made to cut the coupler of coach/coaches in which fire takes place so that the fire cannot spread in other coaches in stationary condition.

vii) Use mobile phone to inform fire brigade and to nearby station about fire.

4.5.4 Fire fighting arrangement:

4.5.4.1 In spite of good protective system as well as improved layout, cabling and equipment, the possibility of fire can not be ruled out and therefore, in the event of any fire breaking, the same should be adequately dealt within the minimum time by a suitable fire fighting system design.

4.5.4.2 Provision of two dry chemical powder type (10kg each) fire extinguishers in each Driving Power Car and one DCP type fire extinguisher of 10kg in engine room shall be ensured so that in the event of a fire breaking out, it can be tackled in the minimum possible time.

4.5.4.3 Portable fire extinguishers shall be so located on the brackets that these are easily visible and accessible in case of emergency. They shall not be placed in cupboards.

4.5.4.4 All the fire extinguishers shall be painted red and shall carry an instruction plate wherein the clear instructions for operation shall be written in English & Hindi and any other regional language. The plate shall also carry a label for last checking and refilling date.

4.5.6 Emergency windows:

Four emergency windows, two on each side should be provided for the rescue of the passenger in every coach. The border of the emergency window should be painted with fluorescent paint.

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5.0 PART - II

MAINTENANCE PRACTICES FOR PREVENTION OF FIRES ON THE DMU COACHES IN SERVICE

5.1 General

5.1.1 Part I of the Code lays down the guidelines for the new builds. If adequate care is taken at the building stages, chances of fire occurrence will be less, and the damage caused will be very much reduced and localized should a fire take place. However, in spite of the precautions taken at the coach building stage, constant vigilance is required by the maintenance staff to prevent occurrence of the fires.

5.2 Preventive Maintenance and Inspection

5.2.1 Carry out the maintenance of the equipment with care as per the schedules laid down. Malfunction of the equipment can lead to fires due to flashovers, earth faults, etc.

5.3 Maintenance of Protection System

(i) Ensure that the proper sizes and types of fuses are used for replacement. No short cut should be done such as providing temporary fuse wires. Check calibration of MCBs during POH. Use MCBs and fuses of only approved suppliers as laid down by RDSO.

(ii) Ensure that all the protective relays are in good working order and are properly calibrated. Do not by pass any protection on the running stock. All the relays should be calibrated as per the schedules laid down.

5.4 Batteries

5.4.1 Batteries constitute a fire or explosion risk when they are being given heavy charge. Heavy charging can be either due to malfunctioning of the charging equipment or carelessness when charging on the coach from the shop floor rectifier. It is, therefore, important to check that the ventilation provided in the battery box is not choked. The staff should be made aware of the dangers of overcharging and interfering when the battery is on charge.

5.5 Cleanliness of under frame

5.5.1 The exhaust from the compressors sometimes contains undesirable amount of oil mist which is blown on the under frame and bogie, and due to sparks from brake blocks, fires may take place. This area should be cleaned during schedule inspections as laid down.



5.5.2 Fire can also be caused by brake block sparks due to contamination of bogies and under gear, 'especially near the gear case, suspension bearing and lubricating points. It is to be ensured that these points close to the wheels are kept clean.

5.6 Topping up of lubricating oil

5.6.1 Care should be taken to prevent spilling of oil at the time of topping, and that there is no overfilling. The spilt oil may be a potential source of fire due to sparks from the brake blocks etc.

5.6.2 Proper shape of funnel should be used for topping of oil to prevent spilling of oil. Use of such funnels at outstation depots tends to be neglected and should watch carefully.

5.6.3 Drains and overflows should be kept clean so that these are not choked and therefore ineffective.

5.7 Leakage in oil piping

5.7.1 Ensure that leakage in oil plpmg is attended to at the earliest possible opportunity as the oil leakage will contaminate the surroundings and increase the risk of fire.

5.8 Brake Binding

5.8.1 Panic has been noticed among the passengers due to smoke emission due to brake binding especially with composition brake blocks. Ensure that the brake system is maintained to the highest standard possible to minimise brakebinding cases.

5.9 Control Equipment Cubicles

5.9.1 The fires in control equipment cubicles are a problem and usually lead to considerable damage. A particular difficulty is the detection of fire and, therefore, the fire is likely to get a good hold before it is noticed. Ensure that improper maintenance of the equipment inside the cubicles is done and carefully looked for developing faults.

5.10 Tightness of Connections

5.10.1 A loose connection is a potential source of fire as not protected by any protective device. Proper tightness of all the connections is, therefore, to be ensured and this point is to be given particular attention during inspections. Awareness campaigns should be lodged for the workman with prominent display.

Ref: CGW 000 1 (Rev.-3)


Doc. No. CMI-K402 (Rev.

5.11 Repairs to Wiring

5.11.1 Use only approved quality of cables for repairs. Use proper size of cable. Undersized cables and unapproved type of cables should not be used even as a temporary expedient. Cable jointing should be prohibited and this instructions should be displayed prominently at the work place.

5.11.2 Proper care should be taken while laying down the new cables so that no damage to the insulation is caused. Repairs should be carefully carried out to that no damage is caused to other cables.

5.12 Cleanliness of Equipment

5.12.1 Cleanliness is next to Godliness is nowhere more truely than for electrical equipment. Insulation failures can result from surface flashovers due to presence of dirt, dust and moisture. It is, therefore, essential that proper cleaning of terminal connections, bus bars, insulators and equipments is done during schedules as laid down to remove oil and dust particles.

5.12.2 Thorough cleaning of oil and oil socked dust should be done from the equipment compartments and cables.

5.13 Insulation resistance test of wiring & equipments

5.13.1 In order to monitor healthy condition of insulation of wmng and equipments, insulation resistance should be measured periodically in sheds and during POH in shops and records kept coach-wise and equipmentwise.

5.14 Electro-Pneumatic & Electromagnetic Contactors

5.14.1 These contactors create on arc during normal operation. This arc is quenched by combined effect of arcing horns and arc chutes. A badly arced arcing hom or arc chute and grime covered arc chute is incapable of quenching the arc quickly inside a highly ionized and confined space. Therefore, ensure that arcing horns and arc chutes arc properly maintained. Arc chutes should be properly fitted and may fall if not properly secured.

5.15 Repairs of interior furnishings

5.15.1 While carrying out the repairs to the interior furnishings ensure that only the approved qualities of the furnishing materials are used. Unapproved materials should not be used even as a temporary arrangement as this would become a practice over the course of time. Sufficient stock of the approved furnishing and paneling materials as detailed in Part I should be kept in the sheds and shops, depending upon the requirements so that there is no temptation to the maintenance staff to use other non-standard materials.

Ref CGWOOOI DatelMonth of issue: February' 2009 (Rev.-3) Page 23 of25


5.16 Fire fighting system

5.16.1 Ensure that portable fire extinguishers are in working order and are available at the nominated places before the rake is given for service. Sufficient number of spares should be kept in stock to ensure prompt replacement of defective/missing extinguishers. Regular checks should be carried out for operation for extinguishers.

5.16.2 Efficient use of fire fighting appliances necessitates adequate training to be given to the running and other staff that should be familiar with fire fighting techniques and operations and handling of the extinguishers especially in vicinity of the apparatus, which are alive. Following staff should generally be adequately trained. The training programme may be decided by each Railway.

(a) Motorman, Guards, (b) All Supervisors and skilled artisans of DMU Car Sheds and

outstation depots.

5.16.3 They should be trained to be familiar with physical location of fire fighting equipment, correct method of operating the equipments and precautions to be observed, location of the Municipal fire bridges and how to summon them.

5.17 Technical Investigation of Fires

5.17.1 The possible causes offires and preventative steps listed in Part I & Part II are by no means exhaustive. Based on the actual experience, the list will need to be amplified and updated.

5.17.2 Timely investigation of causes of fires is very essential. Every case of fires, even smoke emission, minor or major, irrespective of location, in power, control or auxiliary circuit, should be investigated very carefully, even though a formal enquiry in accordance with accident rules may not be called for. The causes as established by investigation should be analyzed to identify areas requiring design/layout/material modifications and tightening up of preventive maintenance and supervision. To build up the history of fires as a guide for the new builds, it is necessary that proper records of fire accidents be maintained. This should be done in every shed as per Annexure- II.

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ANNEXURE-II

ANALYSIS OF FIRES ON DMU STOCK

Type of Date of Location Extent of Method used Any Brief Whether

Coach No. stock fire/smoke

of damage for fire casualty/i reasons enqUIry Classification fire/smoke extinguishing nJunes for fire conducted

Note: (i) Continuous record of the fire incidents shall be kept. (ii) At the end of year, cause-wise / stock wise analysis will be carried out.

Classifications

1. Due to overheating of starting resistances. 2. Due to deterioration of the cable insulation. 3. Due to failure of the cable insulation caused by mechanical damage. 4. Due to flash over of the EP contactors etc. 5. Due to failure of the protection devices. 6. Due to spark / overheating from the brake block etc. 7. Due to external causes such as carrying inflammable material / throwing of cigarettes ends etc. 8. Due to the leakage of fuel and lubricants. 9. Due to any other unknown causes not listed above.

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Documents

INDIAN RAILWAYS Irdso.indianrailways.gov.in/works/uploads/File/CMI-K402-REV1.pdf · Doc. No. CMI-K402 (Rev.-1) -2.0 PROLOGUE 2.1 Fire especially in uncontrolled state is a source