Technical Committee on Fixed Guideway Transit and ... · Technical Committee on Fixed Guideway Transit and Passenger Rail Systems (FKT-AAA) NFPA 130 Second Draft Meeting (Annual 2016)

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Technical Committee on Fixed Guideway Transit and Passenger

Rail Systems (FKT-AAA)

M E M O R A N D U M

DATE: September 1, 2015

TO: Principal and Alternate Members of the Technical Committee on Fixed

Guideway Transit and Passenger Rail Systems (FKT-AAA)

FROM: Chad Duffy, NFPA Staff Liaison

Office: (617) 984-7562 Email: [email protected]

SUBJECT: AGENDA – NFPA 130 First Draft Meeting (Annual 2016)

Enclosed is the agenda for the Second Draft meeting for NFPA 130, Standard for Fixed Guideway

Transit and Passenger Rail Systems, which will be held at the Double Tree by Hilton, San Diego

Downtown, CA 8:00am to 5:00pm PT on Monday September 28, 2015, Tuesday, September

29, 2015 and September 30, 2015 from 8:00am to 12:00pm.

Please submit requests for additional agenda items to the chair at least seven days prior to the

meeting, and notify the chair and staff liaison as soon as possible if you plan to introduce any

second revisions at the meeting.

All NFPA Technical Committee meetings are open to the public. Please contact me for

information on attending a meeting as a guest. Read NFPA's Regulations Governing the

Development of NFPA Standards (Section 3.3.3.3) for further information.

Additional Meeting Information:

See the Meeting Notice on the Document Information Page (www.nfpa.org/130next) for meeting

location details. If you have any questions, please feel free to contact Elena Carroll, Project

Administrator at 617-984-7952 or by email [email protected].

C. Standards Administration

mailto:[email protected]

http://www.nfpa.org/codes-and-standards/standards-development-process/regulations-directory-and-forms

http://www.nfpa.org/codes-and-standards/standards-development-process/regulations-directory-and-forms

http://www.nfpa.org/130next

http://www.nfpa.org/130next


Technical Committee on Fixed Guideway Transit and

Passenger Rail Systems (FKT-AAA) NFPA 130 Second Draft Meeting (Annual 2016)

Monday, Sept.28, 2015, Tuesday, Sept. 29, 2015,

and Wednesday Sept. 30, 2015, 8:00am – 5:00pm PT

Double Tree – Downtown, San Diego, CA

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AGENDA

Monday, September 28, 2015

1. Call to Order – 8:00 AM

2. Introductions and Attendance

3. Review Agenda/Discussion of Next Meeting Location

4. NFPA Staff Liaison Presentation and Review of Key Dates in Current Cycle

5. Chairman Comments

6. Approval of Previous Meeting Minutes

7. Act on Public Comments for NFPA 130

8. Adjourn – 5:00 PM

Tuesday, September 29, 2015


2. Presentation – FOGTECH – 9:00 am – 10:00 am

3. 2-Hour break-out session for task groups - 10:00 - 11:30 am

4. Act on Public Comments for NFPA 130

5. Adjourn – 5:00 PM

Wednesday, September 30, 2015


2. Complete Action on Public Comments for NFPA 130

3. New business

4. Adjourn Meeting – 12:00 PM

Please submit requests for additional agenda items to the chair at least seven days prior to

the meeting.

Please notify the chair and staff liaison as soon as possible if you plan to introduce any first

revisions or committee input at the meeting.






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Key Dates for the Annual 2016 Revision Cycle

Public Input Closing Date July 7, 2014

Final Date for First Draft Meeting December 12,

2014

Posting of First Draft and TC Ballot January 30, 2015

Ballots Returned By February 20, 2015

Post Final First Draft March 6, 2015

Comment Closing Date May 15, 2015

Final Date for Second Draft Meeting October 30, 2015

Posting of Second Draft and TC Ballot December 11,

2015

Ballots Returned By January 4, 2016

Posting Final Second Draft January 18, 2016

Closing Date for Notice of Intent to Make a Motion

(NITMAM)

February 19,

2016

Issuance of Consent Document (No NITMAMs) May 13, 2016

NFPA Annual Meeting June 13-16, 2016

Issuance of Document with NITMAM August 4, 2016

Technical Committee deadlines are in bold.






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Meeting Preparation Committee members are strongly encouraged to review the published comments prior to the

meeting and to be prepared to act on each item.

Handout materials should be submitted to the chair at least seven days prior to the meeting.

Only one posting of the comments will be made; it will be arranged in section/order and will be

pre-numbered. This will be posted to the NFPA Document information pages located at

www.nfpa.org/130. If you have trouble accessing the website please contact Elena Carroll at

[email protected].

Mandatory Materials:

Last edition of the standard

Meeting agenda

Public input/comments

Committee Officers' Guide (Chairs)

Roberts’ Rules of Order (Chairs; An abbreviated version may be found in the

Committee Officer’s Guide)

Optional Materials:

NFPA Annual Directory

NFPA Manual of Style

Prepared committee input/comments (If applicable)

Regulations and Guiding Documents All committee members are expected to behave in accordance with the Guide for the Conduct of

Participants in the NFPA Codes and Standards Development Process.

All actions during and following the committee meetings will be governed in accordance with the

Regulations Governing the Development of NFPA Standards. Failure to comply with these

regulations could result in challenges to the standards-making process. A successful challenge on

procedural grounds could prevent or delay publication of the document.

The style of the document must comply with the Manual of Style for NFPA Technical Committee

Documents.

http://www.nfpa.org/130







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General Procedures for Meetings

Use of tape recorders or other means capable of producing verbatim transcriptions of any

NFPA Committee Meeting is not permitted.

Attendance at all NFPA Committee Meetings is open. All guests must sign in and identify

their affiliation.

Participation in NFPA Committee Meetings is generally limited to committee members

and NFPA staff. Participation by guests is limited to individuals, who have received prior

approval from the chair to address the committee on a particular item, or who wish to speak

regarding public input or comments that they submitted.

The chairman reserves the right to limit the amount of time available for any presentation.

No interviews will be allowed in the meeting room at any time, including breaks.

All attendees are reminded that formal votes of committee members will be secured by

letter ballot. Voting at this meeting is used to establish a sense of agreement, but only the

results of the formal letter ballot will determine the official action of the committee.

Note to Special Experts: Particular attention is called to Section 3.3(e) of the NFPA Guide

for the Conduct of Participants in the NFPA Codes and Standards Development Process in

the NFPA Directory. This section requires committee members to declare any interest they

may represent, other than their official designation as shown on the committee roster. This

typically occurs when a special expert is retained by and represents another interest

category on a particular subject. If such a situation exists on a specific issue or issues, the

committee member shall declare those interests to the committee and refrain from voting

on any action relating to those issues.

Smoking is not permitted at NFPA Committee Meetings.

NEW PROCESS ACTIONS AND MOTIONS

Possible Action #1: Accept Public Comment (exactly as it is)

Action Required Sample motion

Create a Second Revision I move to create a Second Revision using PC #

______.

Possible action #2: Reject but see (revise submitted text)


Step 1 Create a Second Revision based on a

Public Comment

I move to create a Second Revision based on PC # _____with the following changes to the text . .

.

Step 2 If the revision is related to multiple PCs, respond to all of them together using the

cart function

I move to create a Second Revision based on PC # ____and incorporating PC #s _____with the

following changes to the text . . .

Possible action #3: Reject (no change to the standard)


Generate a statement (substantiation) I move to reject PC # ____ with the following

substantiation . . .

Possible Action #4: Reject but hold (new material)


Reject Public Comment for this cycle, but

save for next revision cycle

I move to reject PC # ____ but hold it for consideration during the First Draft meeting next

cycle.

Attachment #1:

Previous Meeting Minutes

Technical Committee on Fixed Guideway and Passenger Rail Transit Systems (FKT-AAA)

NFPA 130 First Draft Meeting Monday, 17 November 2014 to Wednesday, 19 November 2014

Holiday Inn – Inner Harbor, Baltimore MD

Meeting Minutes

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Day 1: Monday, 17 November 2014

Attendance

Harold Levitt, Chairman Chad Duffy, NFPA Staff Liaison Principals Jarrod Alston David Casselman John Devlin Charles Giblin Kevin Harrison Thomas Kenny Pierre Laurin Kevin Lewis Silas Li Daniel McKinney John Nelson Richard Peacock Steven Roman Julian Sandu Michael Thomas Robert Till Stephen Wilcheck Alternates Katherine Fagerlund Daniel Finnegan Ritch Hollingsworth Donald Iannuzzi Neil Nott Susan Reed Tanaka William Segar Don Tangarone Joshua Teo Call to Order: 8:00 a.m. EST

Chairperson Harold Levitt (HL) called the meeting to order at 8:00 a.m. on Monday, 17 November 2014. Mr. Levitt outline the primary objective of the meeting to be the review all public inputs and as time permits committee generated input.

Introductions and Attendance

HL introduced the committee’s new NFPA staff liaison, Chad Duffy.

HL noted members who have dropped off the committee as well as new members.




Meeting Minutes

Page 2 of 4

NFPA Staff Liaison Presentation (Chad Duffy, CD)

CD stated that Robert’s Rules of Order would be followed for the meeting

CD presented the new electronic process and the three possible actions that may be taken: Resolve PI, Create First Revision, Create Committee Input.

CD noted that only first revisions, and not committee input, are balloted. First revisions that fail ballot become Committee Input.

CD implored that all members and their alternates should vote when the ballot is distributed.

CD reminded the committee of the potential use of the FPRF to address issues that the technical committee may struggle with.

Chairman Comments

HL recommended that principals without alternates make an attempt to fill the position.

HL informed the committee that Tom Middlebrook has stepped down. Jarrod Alston introduced as secretary.

HL noted that 19 voting members were present. Approval of Report on Comments Meeting Minutes (14 -17 October 2012 & 15 November 2012): ROC Meeting minutes of October 14 – 17, 2012 and Conference call of November 15, 2012 were approved. Act on Public Input for NFPA 130

Issues of errata brought up by David Casselman (DC). It was noted that an errata ought to be developed to address the 2014 version until the 2016 version comes out (KF).

It was noted by HL that ‘Holds’ from the previous cycle require action this session. Adjourn Day 1: 6:00 p.m. EST




Meeting Minutes

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Day 2: Tuesday, 18 November 2014

Call to Order: 8:00 a.m. EST Act on Public Input for NFPA 130 Task Group Presentation: 10:00 a.m.

Presentation for Acoustics Criteria (Dr. Richard Karmen) o Proposed language to address current deficiencies in standard. o Proposed noise levels for equipment. o Current text cites values without measurement direction.

Adjourn Day 2: 6:00 p.m. EST

Day 3: Tuesday, 19 November 2014

Call to Order: 8:00 a.m. EST Chairman Comment

HL expressed desire to prioritize action on ‘Holds’ from previous cycle Act on Public Input for NFPA 130 Committee Input for NFPA 130 New business:

It was suggested that new major proposals need to be received three weeks prior to the meeting.

CD stated that a first draft of the committee actions will be issued in the next weeks.

It was stated that any required Task Group work can be facilitated through CD

Dates were proposed for the Second Draft Meeting including: o 9/28 to 9/30 o 10/5 to 10/7

Possible locations for the Second Draft meeting were discussed and included: o San Diego, CA o Seattle, WA o Phoenix, AZ o Las Vegas, NV

Adjourn Day 3/Meeting: 11:30 a.m. EST




Meeting Minutes

Page 4 of 4

Conference Call: Wednesday, 10 December 2014 (a conference call was held to address items raised after the First Draft Meeting)

Attendance

Harold Levitt, Chairman Chad Duffy, NFPA Staff Liaison Principals Jarrod Alston Mark Chan Thomas Kenny William Koffel Kevin Lewis Silas Li Daniel McKinney Steven Roman Alternates Ervin Cui Katherine Fagerlund Robert Falvey Susan Reed Tanaka William Segar Don Tangarone Guests Gil Shoshani David Plotkin Call to Order: 1:00 p.m. EST

Chairperson Harold Levitt (HL) began the meeting with a roll call. Committee Input for NFPA 130

The committee acted generating one new First Revision and one new Committee Input. Adjourn Conference Call: 1:45 p.m. EST

Attachment #2: Public Comment

Public Comment No. 10-NFPA 130-2015 [ Chapter 2 ]

Chapter 2 Referenced Publications

2.1 General.

The documents or portions thereof listed in this chapter are referenced within this standard and shall beconsidered part of the requirements of this document.

2.2 NFPA Publications.

National Fire Protection Association, 1 Batterymarch Park, Quincy, MA 02169-7471.

NFPA 10, Standard for Portable Fire Extinguishers, 2013 edition.

NFPA 13, Standard for the Installation of Sprinkler Systems, 2016 edition.

NFPA 14, Standard for the Installation of Standpipe and Hose Systems, 2016 edition.

NFPA 22, Standard for Water Tanks for Private Fire Protection, 2013 edition.

NFPA 25, Standard for the Inspection, Testing, and Maintenance of Water-Based Fire Protection Systems,2017 edition.

NFPA 70® , National Electrical Code®, 2017 edition.

NFPA 72® , National Fire Alarm and Signaling Code, 2016 edition.

NFPA 91, Standard for Exhaust Systems for Air Conveying of Vapors, Gases, Mists, and Particulate Solids,2015 edition.

NFPA 101® , Life Safety Code®, 2015 edition.

NFPA 110, Standard for Emergency and Standby Power Systems, 2016 edition.

NFPA 220, Standard on Types of Building Construction, 2015 edition.

NFPA 241, Standard for Safeguarding Construction, Alteration, and Demolition Operations, 2013 edition.

NFPA 253, Standard Method of Test for Critical Radiant Flux of Floor Covering Systems Using a RadiantHeat Energy Source, 2015 edition.

NFPA 262, Standard Method of Test for Flame Travel and Smoke of Wires and Cables for Use inAir-Handling Spaces, 2015 edition.

NFPA 286, Standard Methods of Fire Tests for Evaluating Contribution of Wall and Ceiling Interior Finish toRoom Fire Growth, 2015 edition.

NFPA 703, Standard for Fire Retardant–Treated Wood and Fire-Retardant Coatings for Building Materials,2015 edition.

2.3 Other Publications.

2.3.1 AMCA Publications.

Air Movement and Control Association International, Inc., 30 West University Drive, Arlington Heights, IL,60004-1893.

ANSI/ AMCA 210, Laboratory Methods of Testing Fans for Aerodynamic Performance Rating, 2007.

AMCA 250, Laboratory Methods of Testing Jet Tunnel Fans for Performance, 2012.

AMCA 300, Reverberant Room Method for Sound Testing of Fans, 2008 2014 .

2.3.2 APTA Publications.

American Public Transportation Association, 1666 K Street NW, Washington, DC 20006.

APTA SS PR -PS- S - 002, Rev 3, Standard for Emergency Signage for Egress/Access of Passenger RailEquipment, 1998, revised 2007.

National Fire Protection Association Report http://submittals.nfpa.org/TerraViewWeb/ContentFetcher?commentPara...

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2.3.3 ASHRAE Publications.

ASHRAE, 1791 Tullie Circle, NE, Atlanta, GA 30329-2305.

ASHRAE Handbook — Fundamentals, 2013.

ASHRAE 149, Laboratory Methods of Testing Fans Used to Exhaust Smoke in Smoke ManagementSystems, 2013.

2.3.4 ASTM Publications.

ASTM International, 100 Barr Harbor Drive, P.O. Box C700, West Conshohocken, PA 19428-2959.

ASTM C1166, Standard Test Method for Flame Propagation of Dense and Cellular Elastometric Gasketsand Accessories, 2006 ( , reapproved 2011 ) .

ASTM D2724, Standard Test Methods for Bonded, Fused, and Laminated Apparel Fabrics, 2006,(2011)e1.

ASTM D3574, Standard Test Methods for Flexible Cellular Materials — Slab, Bonded, and MoldedUrethane Foams, 2011.

ASTM D3675, Standard Test Method for Surface Flammability of Flexible Cellular Materials Using aRadiant Heat Energy Source, 2014.

ASTM D7568, Standard Specification for Polyethylene-Based Structural-Grade Plastic Lumber for OutdoorApplications, 2013.

ASTM E84, Standard Test Method for Surface Burning Characteristics of Building Materials, 2014 2015 .

ASTM E119, Standard Test Methods for Fire Tests of Building Construction and Materials, 2014.

ASTM E136, Standard Test Method for Behavior of Materials in a Vertical Tube Furnace at 750°C, 2012.

ASTM E162, Standard Test Method for Surface Flammability of Materials Using a Radiant Heat EnergySource, 2013.

ASTM E648, Standard Test Method for Critical Radiant Flux of Floor-Covering Systems Using a RadiantHeat Energy Source, 2014c.

ASTM E662, Standard Test Method for Specific Optical Density of Smoke Generated by Solid Materials,2014.

ASTM E814, Standard Test Method for Fire Tests of Through-Penetration Fire Stops, 2013a.

ASTM E1354, Standard Test Method for Heat and Visible Smoke Release Rates for Materials and ProductsUsing an Oxygen Consumption Calorimeter, 2014.

ASTM E1537, Standard Test Method for Fire Testing of Upholstered Furniture, 2013.

ASTM E1590, Standard Test Method for Fire Testing of Mattresses, 2013.

ASTM E2061, Standard Guide for Fire Hazard Assessment of Rail Transportation Vehicles, 2012.

ASTM E2652, Standard Test Method for Behavior of Materials in a Tube Furnace with a Cone-ShapedAirflow Stabilizer, at 750°C, 2012.

2.3.5 California Technical Bulletins.

State of California, Department of Consumer Affairs, Bureau of Home Furnishings and Thermal Insulation,3485 Orange Grove Avenue, North Highlands, CA 95660-5595.

Technical Bulletin 129, Flammability Test Procedure for Mattresses for Use in Public Buildings, October1992.

Technical Bulletin 133, Flammability Test Procedure for Seating Furniture for Use in Public Occupancies,January 1991.

2.3.6 ICEA Publications.

Insulated Cable Engineers Association, P.O. Box 1568, Carrollton, GA 30112.

ICEA S-73-532 ANSI /NEMA WC-57, Standard for Control, Thermocouple Extension, and InstrumentationCables, 2004 2014 .

ICEA S-95-658/NEMA WC-70, Nonshielded Power Cables Rated 2000 Volts or Less for the Distribution ofElectrical Energy, 2009.


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2.3.7 IEC Publications.

International Electrotechnical Commission, 3, rue de Varembé, P.O. Box 131, CH-1211 Geneva 20,Switzerland.

IEC 60331-11, Tests for electric cables under fire conditions — Circuit integrity — Part 11: Apparatus — Firealone at a flame temperature of at least 750°C, 2009.

IEC 62520, Railway applications electric traction, short primary type linear induction motors (LIM) fed bypower converters, 2011.

2.3.8 IEEE Publications.

Institute of Electrical and Electronics Engineers, Three Park Avenue, 17th Floor, New York, NY10016-5997.

IEEE 11, Standard for Rotating Electric Machinery for Rail and Road Vehicles, 2000 (R2006) , reaffirmed2006 .

IEEE 16, American Standard for Electric Control Apparatus for Land Transportation Vehicles, 2004.(Withdrawn 2004)

IEEE 1202, Standard for Flame-Propagation Testing of Wire and Cable, 2012.

2.3.9 UL Publications.

Underwriters Laboratories Inc., 333 Pfingsten Road, Northbrook, IL 60062-2096.

ANSI/ UL 44, Standard for Safety Thermoset-Insulated Wires and Cables, 2014 2015 .

ANSI/ UL 83, Standard for Safety Thermoplastic-Insulated Wires and Cables, 2014.

ANSI/ UL 263, Standard for Fire Tests of Building Construction and Materials, 2011, revised 2014 .

ANSI/ UL 1685, Standard for Vertical-Tray Fire-Propagation and Smoke-Release Test for Electrical andOptical-Fiber Cables, 2007, revised 2010.

UL 1724 Outline , Outline of Investigation for Fire Tests for Electrical Circuit Protective Systems, 2006.

ANSI/ UL 2196, Standard for Safety for Tests for Fire Resistive Cables, 2001, revised 2012.

2.3.10 U.S. Government Publications.

U.S. Government Printing Office, Washington, DC 20402.

Title 14, Code of Federal Regulations, Part 25, Appendix F, Part I, “Vertical Test.”

2.3.11 Other Publications.

Merriam-Webster’s Collegiate Dictionary, 11th edition, Merriam-Webster, Inc., Springfield, MA, 2003.

2.4 References for Extracts in Mandatory Sections.

NFPA 72® , National Fire Alarm and Signaling Code, 2016 edition.

NFPA 92, Standard for Smoke Control Systems, 2015 edition.

NFPA 101® , Life Safety Code®, 2012 edition.

NFPA 253, Standard Method of Test for Critical Radiant Flux of Floor Covering Systems Using a RadiantHeat Energy Source, 2015 edition.

NFPA 270, Standard Test Method for Measurement of Smoke Obscuration Using a Conical Radiant Sourcein a Single Closed Chamber, 2013 edition.

NFPA 402, Guide for Aircraft Rescue and Fire-Fighting Operations, 2013 edition.

NFPA 472, Standard for Competence of Responders to Hazardous Materials/Weapons of Mass DestructionIncidents, 2013 edition.

NFPA 502, Standard for Road Tunnels, Bridges, and Other Limited Access Highways, 2017 edition.

NFPA 921, Guide for Fire and Explosion Investigations, 2014 edition.

NFPA 1994, Standard on Protective Ensembles for First Responders to CBRN Terrorism Incidents, 2012edition.

Statement of Problem and Substantiation for Public Comment


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Updated SDO standard names, numbers, and editions.

Related Public Comments for This Document

Related Comment Relationship

Public Comment No. 11-NFPA 130-2015 [Chapter I]

Related Item

First Revision No. 39-NFPA 130-2014 [Chapter 2]

Submitter Information Verification

Submitter Full Name: Aaron Adamczyk

Organization: [ Not Specified ]

Street Address:

City:

State:

Zip:

Submittal Date: Thu May 07 22:40:51 EDT 2015


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Public Comment No. 4-NFPA 130-2015 [ Section No. 2.3.4 ]

2.3.4 ASTM Publications.


ASTM C1166, Standard Test Method for Flame Propagation of Dense and Cellular Elastometric Gasketsand Accessories, 2006 (2011).

ASTM D2724, Standard Test Methods for Bonded, Fused, and Laminated Apparel Fabrics, 2006 2007(2011)e1.

ASTM D3574, Standard Test Methods for Flexible Cellular Materials — Slab, Bonded, and MoldedUrethane Foams, 2011.


ASTM D7568, Standard Specification for Polyethylene-Based Structural-Grade Plastic Lumber for OutdoorApplications, 2013.

ASTM E84, Standard Test Method for Surface Burning Characteristics of Building Materials, 2014 2015a .

ASTM E119, Standard Test Methods for Fire Tests of Building Construction and Materials, 2014.

ASTM E136, Standard Test Method for Behavior of Materials in a Vertical Tube Furnace at 750°C, 2012.


ASTM E648, Standard Test Method for Critical Radiant Flux of Floor-Covering Systems Using a RadiantHeat Energy Source, 2014c.


ASTM E814, Standard Test Method for Fire Tests of Through-Penetration Fire Stops, 2013a.

ASTM E1354, Standard Test Method for Heat and Visible Smoke Release Rates for Materials and ProductsUsing an Oxygen Consumption Calorimeter, 2014 e1 .




ASTM E2652, Standard Test Method for Behavior of Materials in a Tube Furnace with a Cone-ShapedAirflow Stabilizer, at 750°C, 2012.


date updates

Related Item

Public Input No. 46-NFPA 130-2014 [Section No. 2.3.4]


Submitter Full Name: MARCELO HIRSCHLER

Organization: GBH INTERNATIONAL

Street Address:

City:

State:

Zip:


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Submittal Date: Tue Apr 28 17:23:47 EDT 2015


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Public Comment No. 26-NFPA 130-2015 [ Section No. 3.3.55.1 ]

3.3.55.1 Enclosed Station.

A station or a portion thereof of the platforms that does not meet the definition of an open station.


Substantiation: The revision is meant to clarify that the definition of an enclosed station is primarily with respect to train fires. This definition is linked to that of an Open station which also needs to be revised to clarify that a train fire is the primary hazard in the criteria for defining a station as Open. Other portions of station like Service rooms at the end of platforms, concourse floor areas and other potential hazards or sources of fire are not intended to be included in the analysis for the "openness" of a station.

Related Item

Public Input No. 93-NFPA 130-2014 [Section No. 3.3.44.1]



Submitter Full Name: PUNEET SHARMA

Organization: SERECA CONSLT INC

Street Address:

City:

State:

Zip:

Submittal Date: Fri May 15 16:59:35 EDT 2015


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Public Comment No. 17-NFPA 130-2015 [ Sections 3.3.55.1, 3.3.55.2 ]

Sections 3.3.55.1, 3.3.55.2

3.3.55.1 Enclosed Station 15 Enclosed .

A station or trainway or portion thereof that does not meet the definition of an open station.

3.3.55.2 * Open Station.

A station that is constructed such that it is directly open where the configuration inhibits dispersion to theatmosphere and of smoke and heat are allowed to disperse directly into the atmosphere resulting from atrain fire .

Additional Proposed Changes

File Name Description Approved

Open_enclosed_201050515.docxProposed changes and substantiation related to definitions of open/enclosed in word format.


The revision proposed for "enclosed" (together with the proposed revisions submitted relative to PI #94) clarifies what is intended by the term as used in the Standard, which is generally to:• Address hazards associated with a train fire, and• Impose greater restrictions (e.g., smoke control) where the design could result in accumulation of the products of combustion from such a fire.Potential hazards associated with the impact of enclosure for other than train fires are addressed through other requirements in the standard—e.g., limitation on the combustibility of construction and furnishings, fire separation between public circulation areas and other station uses.

The deletion of the definition for “open” (together with the proposed revisions submitted relative to PI #93) is to eliminate confusion in interpretation—i.e., • ‘Open’ has been interpreted as applying to areas in the station such as concourses relative to potential hazards other than train fires, whereas that potential is addressed through other requirements in the standard—e.g., limitation on the combustibility of construction and furnishings, fire separation between public circulation areas and other station uses, and• For aboveground platforms, the current NFPA 130 terminology has been interpreted as requiring engineering analysis and fire modelling (resulting in unnecessary costs), whereas it was not intended to require analysis of openness where aboveground platforms meet the 4 minute platform clearance time.

Related Item




Submitter Full Name: KATHERINE FAGERLUND

Organization: SERECA FIRE CONSULTING LTD

Street Address:

City:

State:

Zip:



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PI #93

3.3.44.115 Enclosed Station. A station or trainway or portion thereof that does not meet the definition of an open station where the configuration inhibits dispersion to the atmosphere of smoke and heat resulting from a train fire.

Substantiation:

This revision (together with the proposed revisions submitted relative to PI #94) clarifies what is

intended by the term ‘enclosed’ as used in the Standard, which is generally to:

Address hazards associated with a train fire, and

Impose greater restrictions (e.g., smoke control) where the design could result in

accumulation of the products of combustion from such a fire.

Potential hazards associated with the impact of enclosure for other than train fires are

addressed through other requirements in the standard—e.g., limitation on the combustibility of

construction and furnishings, fire separation between public circulation areas and other station

uses.

PI #94

3.3.44.2* Open Station. A station that is constructed such that it is directly open to the atmosphere and smoke and heat are allowed to disperse directly into the atmosphere.

A.3.3.44.2 Open Station. Direct dispersion is passing to atmosphere without ducting, without accumulation in occupied areas, and without entering or passing through another occupied level of the station.

Substantiation:

The deletion of the definition for “open” (together with the proposed revisions submitted relative

to PI #93) is to eliminate confusion in interpretation—i.e.,

‘Open’ has been interpreted as applying to areas in the station such as concourses

relative to potential hazards other than train fires, whereas that potential is addressed

through other requirements in the standard—e.g., limitation on the combustibility of

construction and furnishings, fire separation between public circulation areas and other

station uses, and

For aboveground platforms, the current NFPA 130 terminology has been interpreted as

requiring engineering analysis and fire modelling (resulting in unnecessary costs),

whereas it was not intended to require analysis of openness where aboveground

platforms meet the 4 minute platform clearance time.

5.3.3.1* Platform Evacuation Time. There shall be sufficient egress capacity to evacuate the platform occupant load as defined in 5.3.2.5 from the station platform in 4 minutes or less.

5.3.3.2* Evacuation Time to a Point of Safety. The station shall be designed to permit evacuation from the most remote point on the platform to a point of safety in 6 minutes or less.

PI # 110 - Modified

A.5.3.3.1 The stipulated time is intended as a baseline for determining the required capacity and maximum travel distances for platform egress routes considering only the occupant load calculated in accordance with Section 5.3.2 against the egress flow capacities and travel speeds stipulated in Sections 5.3.4 and 5.3.5. It is not intended that this calculation be required to account for delays due to pre-movement or products of combustion or debris along an egress route or delays due to the movement of those who are unable to achieve self-evacuation.

Where the design complies with the required 4-minute platform clearance time in Section 5.3.3.1 and the travel distance requirements in Sections 5.3.3.5 and 5.3.3.6, evaluation of tenability as described in Chapter 7 should be along egress routes once occupants leave the platform. Where the design does not comply with those requirements, Section 5.3.3.8 permits evaluation of tenability on the platform for purposes of exploring whether conditions will support longer evacuation times.

A.5.3.3.2 See A.5.3.3.1.

Substantiation:

This revision clarifies advisory language related to the intent of using the 4-minute criteria to

determine egress capacity and travel distances. The second paragraph clarifies how the

stipulated egress times relate to the evaluation of tenability.

New

5.3.3.3* For open stations where the concourse is below or protected from exposure to the effects of a train fire at the platform by distance, or materials geometry, fire separation, an emergency ventilation system designed in accordance with Chapter 7, or as determined by an appropriate engineering analysis, that concourse shall be permitted to be defined as a temporary point of safety.

A.5.3.3 .3 The use of point of safety in this context is intended to imply that the design of the station egress routes permits continued egress from the concourse to the exterior of the station.

5.3.3.4 For enclosed stations equipped with an emergency ventilation system designed in accordance with Chapter 7 and where the emergency ventilation system provides protection for the concourse from exposure to the effects of a train fire at the platform as confirmed by engineering analysis, that concourse is permitted to be defined as a point of safety.

Substantiation:

This revision provides clarity regarding the conditions that may support the determination that the concourse may be considered a point of safety. The revision also provides confirmation that the concourse should only be considered as an interim point of safety prior to final evacuation from the station.

7.2 Design.

PI # 31 - Modified

7.2.1 The emergency ventilation system shall be designed to do the following:

(1) *Provide a tenable environment for the means of egress serving the incident platform,

(2) Provide a tenable environment along the path of egress upwind from a fire incident in enclosed stations and enclosed trainways

(3) Produce sufficient airflow rates within enclosed trainways to meet critical velocity

(4) *Be capable of reaching full operational mode within 180 seconds

(5) Accommodate the maximum number of trains that could be between ventilation shafts during an emergency

(6) Maintain the required fan inlet airflow rates for a minimum of 1 hour but not less than the required time of tenability as defined in Section 7.2.6.

Substantiation:

This revision is necessary to clarify the differences in evaluating tenability for stations as opposed to trainways.


3.3.55.2* Open Station.

A station that is constructed such that it is directly open to the atmosphere and smoke and heat from a trainfire are allowed to disperse directly into the atmosphere.


As currently written, there appears to be no distinction as to what the source of the fire may be with regard to the 'smoke and heat in the definition. Unless specifically stated in the definition, it cannot be concluded that the intent is to consider a train fire, which I believe in the case.

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5.1.1.1

This chapter shall apply to all portions of stations.

5.1.1.2 Section 5.2.7 shall not apply to stations located underground.


This ensures that the new proposed section 5.2.7 does not apply to underground stations.



Public Comment No. 7-NFPA 130-2015 [New Section after 5.2.6]

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Public Input No. 56-NFPA 130-2014 [New Section after 5.3]




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Submittal Date: Mon May 04 18:01:30 EDT 2015


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5.1.2.1 *

The requirements in this chapter shall supplement the requirements of the locally applicable codes for thedesign and construction of stations.


The users of NFPA 130 should have additional annex information available to them to determine the risk associated with lightning and the safety of passengers waiting to board or disembarking train stations. These stations are for the most part the only shelter available to passengers during a storm and the risk assessment located in Annex L of NFPA 780 will help the user of NFPA 130 determine if the risk of loss of life/injury, loss of service, and other loss factors are tolerable for the location that a station might be constructed. The intent of this proposal is to provide annex material to NFPA 130 so that the user can find additional information on lightning protection and safety, as well as a lightning risk assessment located in NFPA 780. PI number 99 attempted to do this during the input phase by adding the asterisk after 5.1.2.1, but the additional annex material was not submitted due to either my error or the inability to navigate the TerraView system.



Public Comment No. 16-NFPA 130-2015 [New Section after A.5.1.2]

Related Item



Submitter Full Name: MARK MORGAN

Organization: EAST COAST LIGHTNING EQUIPMENT

Affilliation: NFPA 780 References Task Group

Street Address:

City:

State:

Zip:



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Public Comment No. 7-NFPA 130-2015 [ New Section after 5.2.6 ]

5.2.7 Insulation

5.2.7.1 Insulation shall be permitted to be installed in concealed spaces and shall be separated from theinterior of the station by an approved thermal barrier consisting of 1/2 -inch (12.7 mm) gypsum wallboard or amaterial that is tested in accordance with and meets the acceptance criteria of both the TemperatureTransmission Fire Test and the Integrity Fire Test of NFPA 275, Standard Method of Fire Tests for theEvaluation of Thermal Barriers or by 1 inch (25mm) thickness of masonry or concrete, and shall also complywith one of the requirements in 5.2.7.1 through 5.2.7.4.

5.2.7.1.1 Insulation shall be tested to NFPA 286 and comply with the following requirements.

(a) Flames shall not spread to the ceiling during the 40 kW (135 kBtu/hr) exposure.

(b) Flames shall not spread to the outer extremities of the sample on any wall or ceiling.

(c) Flashover, as described in NFPA 286, shall not occur.

(d) The peak heat release rate shall not exceed 800 kW (2730 kBtu/hr).

(e) The total smoke released throughout the test shall not exceed 1000 m 2 (10,764 ft 2 ).

5.2.7.1.2 Insulation, other than cellulose loose fill insulation, shall comply with a flame spread index notexceeding 75 and a smoke developed index not exceeding 450 when tested in accordance with ASTM E84.

5.2.7.1.3 Cellulose loose fill insulation shall comply with the following:

(a) It shall exhibit a critical radiant flux not exceeding 0.12 W/cm 2 when tested in accordance with ASTME970, Standard Test Method for Critical Radiant Flux of Exposed Attic Floor Insulation Using a Radiant HeatEnergy Source , or with CPSC 16 CFR Part 1209.6

(b) It shall have no evidence of flaming combustion and a weight loss not exceeding 15% when tested inaccordance with the smoldering combustion test in ASTM C739, Standard Specification for Cellulosic FiberLoose-Fill Thermal Insulation , or in CPSC 16 CFR Part 1209.7

(c) It shall exhibit a flame spread index not exceeding 75 and a smoke developed index not exceeding 450when tested in accordance with CAN/ULC S102.2 (Standard Method of Test for Surface BurningCharacteristics of Flooring, Floor Coverings and Miscellaneous Materials and Assemblies).

5.2.7.1.4 Materials used for duct and pipe insulation and duct and pipe coverings and linings shall complywith the following in the form in which they are used:

(a) They shall exhibit a maximum flame spread index of 25 without evidence of continued progressivecombustion and a maximum smoke developed index of 50 when tested in accordance with ASTM E 84,using the specimen preparation and mounting procedures of ASTM E2231, Standard Practice for SpecimenPreparation and Mounting of Pipe and Duct Insulation Materials to Assess Surface Burning Characteristics.

(b) They shall not flame, glow, smolder, or smoke when tested in accordance with ASTM C411, StandardTest Method for Hot-Surface Performance of High-Temperature Thermal Insulation , at the temperature towhich they are exposed in service. In no case shall the test temperature be below 121°C (250°F).

5.2.7.2 Penetrations within the thermal barrier shall be fire-stopped with a fire-stop that has been tested inaccordance with ASTM E 814 and exhibits an F rating of 15 minutes.

Also add NFPA 275 (2014) and ASTM C411 (2011), ASTM C739 (2011), ASTM E970 (2014) and ASTME2231 (2014) and CAN/ULC S102.2 into chapter 2 on referenced standards.


This new section fills a gap missing in NFPA 130 and is different from what was proposed at the public input stage.

This comment incorporates into NFPA 130 all the necessary requirements for insulation, for use in concealed locations only.

The requirements are consistent with the concepts in NFPA 130 and are more severe than the requirements that are included in codes (NFPA 5000 or IBC) without direct reference to the code itself.


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The actual ASTM test standards are included (and not just the CPSC requirements) in the case of cellulose loose fill insulation, for use internationally.

The requirements apply only to above ground stations (per added public comment to new section 5.1.1.2) and they require that all insulation be separated from the interior of the station by an approved thermal barrier, or by 1/2 inch gypsum board or by 1 inch thick masonry.

The insulation (behind the barrier) must comply with one of the following:1. NFPA 286 room-corner test (with all the requirements that are consistent with other aspects of NFPA 130).2. ASTM E84 Class B (consistent with all codes and so that typical insulations of all types can be used), foe everything except cellulose loose-fill insulation3. Cellulose loose-fill insulation must met all the federal requirements (ASTM E970, smoldering test, etc.) and flame spread Class B test4. Pipe and duct insulation must meet ASTM E84 Class A and a smoke developed index of 50 (with the appropriate mounting method for ASTM E84), as well as the ASTM C411 temperature test.

Also, all thermal barriers must be fire-stopped with a fire-stop that complies with ASTM E814.

The referenced standards need to be added to chapter 2.



Public Comment No. 8-NFPA 130-2015 [Section No. 5.1.1.1]

Related Item

Public Input No. 56-NFPA 130-2014 [New Section after 5.3]




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Submittal Date: Mon May 04 17:41:37 EDT 2015


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5.3.3.3 *

For stations where the concourse is protected from exposure to the effects of a fire at the platform bydistance, geometry, fire separation, an emergency ventilation system designed in accordance with Chapter7, or as determined by an appropriate engineering analysis, that concourse shall be permitted to be definedas a point of safety for the required time-of-tenability .


It may not be practical to maintain this indefinitely

Related Item

First Revision No. 35-NFPA 130-2014 [Section No. 7.2.6]


Submitter Full Name: Melissa Duckham

Organization: SNC Lavalin

Street Address:

City:

State:

Zip:



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7.1.2.2*

A mechanical emergency ventilation system shall be provided in the following locations:

(1) In an enclosed system station

(2) In a system underground or enclosed trainway that is greater in length than 1000 ft (305 m)


Substantiation: This revision to the text are required to align with the terms defined in the standard. As currently written, the requirement for mechanical emergency ventilation system applies to "an enclosed system station" (as opposed to an "enclosed station" per definition in Chapter 3). A mechanical emergency ventilation system is not required for "an open system station" (as opposed to an "open station" as defined). The current text, when applied literally by AHJ, can lead to significant ambiguity. It is not clear from current text in 7.1.2.2.(1) and 7.1.2.3.(1) if the intent of NFPA 130 is to refer to an open or enclosed station on a transit system OR to a station on an open or enclosed transit system.

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7.1.4

Where required by 7.1.2, the mechanical or non mechanical emergency ventilation system shall makeprovisions for the protection of passengers, employees, and emergency personnel from fire and smokeduring a fire emergency.


In the case that a nonmechanical ventilation system is required, it should be designed to meet the same criteria as a mechanical system

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Organization: SNC-Lavalin Inc

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7.2.3

The design shall encompass the following:

(1)

(2) Station and trainway geometries

(3) The effects of elevation, elevation differences, ambient temperature differences, and ambient wind

(4) A system of fans, shafts, and devices for directing airflow in stations and trainways

(5) A program of predetermined emergency response procedures capable of initiating prompt responsefrom the operations control center in the event of a fire emergency

(6) * A method of locating the incident vehicle and the fire within it to allow prompt response from theoperations control center in the event of a fire emergency

(7) A ventilation system reliability analysis that, as a minimum, considers the following subsystems:

(8) Electrical

(9) Mechanical

(10) Supervisory control

(11) The systems utilized to transmit the fire location data to the operations control center

A.7.2.3(6) This information should be inform the operations control center operator of both the location ofthe incident vehicle within the tunnel, as well as the location of the fire within the vehicle


This is to address the problem found in Washington Metro - the inability to quickly identify the origin of the fire.

Related Item

First Revision No. 79-NFPA 130-2014 [Section No. 7.2.1 [Excluding any Sub-Sections]]




Street Address:

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* Fire scenarios and fire profiles


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7.3.4.1

Thermal overload protective devices in motors or on motor controls of fans used for emergency ventilationshall not be permitted.

Thermal overload protective devices in damper motors used for emergency ventilation shall not bepermitted.


For the same reason thermal overloads defeat the purpose of emergency ventilation fan motors

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Public Input No. 30-NFPA 130-2014 [Section No. 7.3.2 [Excluding any Sub-Sections]]




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Public Comment No. 23-NFPA 130-2015 [ Section No. 7.7.1 [Excluding any

Sub-Sections] ]

Operation of the emergency ventilation system components shall be initiated from the operations controlcenter. The control room operator shall be reliably and accurately presented with all pertinent informationnecessary to make an informed decision in the operation of the emergency ventilation system.


Giving the control room operator the ability to operate the emergency ventilaiton system without the necessary information to decide in which direction to operate the system seems to defeat the purpose

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First Revision No. 28-NFPA 130-2014 [Section No. 7.2.4.1]




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7.7.2

For electrical substations and , distribution rooms serving , and rooms containing controlequipment serving emergency ventilation systems where the local environmental conditions require theuse of mechanical ventilation or cooling to maintain the space temperature below the electrical equipmentoperating limits, such mechanical ventilation or cooling systems shall be designed so that failure of anysingle air moving or cooling unit does not result in the loss of the electrical supply to the emergencyventilation fans during the specified period of operation.


Control equipment typically are more prone to overheating. The same rationale used for prevent the electrical distribution equipment from overheating should be applied to the control equipment which serves the emergency ventilaiton system.

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First Revision No. 28-NFPA 130-2014 [Section No. 7.2.4.1]




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Public Comment No. 6-NFPA 130-2015 [ Section No. 8.4.1 [Excluding any Sub-Sections]

]


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The test procedures and minimum performance for materials and assemblies shall be as detailed in Table8.4.1.

Table 8.4.1 Fire Test Procedures and Performance Criteria for Materials and Assemblies

Category Function of Material Test MethodPerformance

Criteria

Cushioning

All individual flexible cushioning materials used in seatcushions, mattresses, mattress pads, armrests, crash

pads, and grab rail padding a–e

ASTM D3675 I s ≤ 25

ASTM E662D s (1.5) ≤ 100

D s (4.0) ≤ 175

Fabrics

Seat upholstery, mattress ticking and covers, curtains,draperies, window shades, and woven seat cushion

suspensions a–c, f–h

14 CFR 25,Appendix F,Part I (verticaltest)

Flame time ≤ 10sec

Burn length ≤ 6in.

ASTM E662 D s (4.0) ≤ 200

Seat and mattress frames, wall and ceiling lining andpanels, seat and toilet shrouds, toilet seats, trays andother tables, partitions, shelves, opaque windscreens,combustible signage, end caps, roof housings,articulation bellows, exterior shells, nonmetallic skirts,battery case material, and component boxes and

covers a,b,i–k

ASTM E162 I s ≤ 35

ASTM E662D s (1.5) ≤ 100

D s (4.0) ≤ 200

Other vehiclecomponents Thermal and acoustical insulation a,b

ASTM E162 I s ≤ 25

ASTM E662 D s (4.0) ≤ 100

HVAC ducting a,bASTM E162 I s ≤ 25

ASTM E662 D s (4.0) ≤ 100

Floor covering b,k,l

ASTM E648CRF ≥ 5

kW/m 2

ASTM E662D s (1.5) ≤ 100

D s (4.0) ≤ 200

Light diffusers, windows, and transparent plastic

windscreens b,i

ASTM E162 I s ≤ 100

ASTM E662D s (1.5) ≤ 100

D s (4.0) ≤ 200

Adhesives and sealants a, b ASTM E162 I s ≤ 35

ASTM E662

D s (1.5) ≤

100 D s (4.0) ≤

200

Elastomers a,b,i,j Window gaskets, door nosings, intercar diaphragms,seat cushion suspension diaphragms, and roof mats

ASTM C1166Flamepropagation ≤100 mm (4 in.)

ASTM E662D s (1.5) ≤ 100

D s (4.0) ≤ 200

Wire and cable All

See8.6.7.1.1.1through8.6.7.1.3.

See 8.6.7.1.1.1through8.6.7.1.3.

Structural

components m Flooring, n other o ASTM E119 Pass

aSee 8.4.1.1.


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bSee 8.4.1.2.

cSee 8.4.1.3.

dSee 8.4.1.4.

eSee 8.4.1.5.

fSee 8.4.1.6.

gSee 8.4.1.7.

hSee 8.4.1.8.

iSee 8.4.1.9.

jSee 8.4.1.10.

kSee 8.4.1.11.

lSee 8.4.1.12.

mSee 8.4.1.13.

nSee 8.4.1.14.

oSee 8.4.1.15.


In the 2014 edition adhesives and sealants were added to the list of materials to be tested to ASTM E162 and ASTM E662. Omitted in error from this change was the addition of notes a (prohibition flame dripping and running) and b (testing for smoke emission in both the flaming and non-flaming modes). Because of the various areas in the car the adhesive or sealant can be used, if flame running and dripping is not prohibited the flame running or dripping can add to the propagation of the fire to other materials in the car. Adding this note to the adhesives and sealants is consistent with the requirements of other materials in Table 8.4.1. The inclusion of note b insures that smoke emissions in both modes are reported and evaluated. This also is consistent with the requirements for other materials in Table 8.4.1.

Related Item



Submitter Full Name: STEVEN ROMAN

Organization: LTK ENGINEERING SERVICES

Street Address:

City:

State:

Zip:

Submittal Date: Thu Apr 30 11:18:19 EDT 2015


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Public Comment No. 3-NFPA 130-2015 [ Section No. 8.5.1.3.3 ]

8.5.1.3.3

During the entire fire exposure, the following parameters shall apply:

(1) Transmission of heat through the assembly shall not be sufficient to raise the temperature on itsunexposed surface more than 139°C 121°C (250°F) average and 181°C 163°C (325°F) single point.

(2)

(3) The assembly shall support the representative loading.


Temperatures shown in Centigrade do not match the equivalent Fahrenheit values.Also the Fahrenheit values are shown in parenthesis indicating they are secondary or reference to the Centigrade values (Ex. 139°C (250°F)).ASTM E119-12 (my current version) shows the temperature requirements in Fahrenheit with Centigrade in parenthesis. This indicates the Fahrenheit temperature is default and the Centigrade temperatures are reference. For some reason the average temperature 250°F is noted as 139°C. The actual conversion is 121°C. Similarly, the single point temperature of 325°F is noted as 181°C when the actual conversion should be 163°C.

Related Item

Public Input No. 3-NFPA 130-2013 [Chapter 7 [Title Only]]


Submitter Full Name: DAVE FORREST

Organization: SIEMENS INDUSTRY INC

Street Address:

City:

State:

Zip:

Submittal Date: Fri Mar 06 11:51:52 EST 2015

* The assembly shall not permit the passage of flame or gases hot enough to ignite cotton waste onthe unexposed surface of the assembly.


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Public Comment No. 16-NFPA 130-2015 [ New Section after A.5.1.2 ]

A5.1.2.1

Information concerning lightning protection and lightning safety can be found in NFPA 780, Standard for theInstallation of Lightning Protection Systems. Annex L, Lightning Risk Assesment, can be used to determinethe risk from lightning, to specific passenger stations and if it is tolerable.


The users of NFPA 130 should have additional annex information available to them to determine the risk associated with lightning and the safety of passengers waiting to board or disembarking train stations. These stations are for the most part the only shelter or place of refuge available to passengers during a storm and the risk assessment located in Annex L of NFPA 780 will help the user of NFPA 130 determine if the risk of loss of life/injury, loss of service, and other loss factors are tolerable for the location that a station might be constructed. The intent of this proposal is to provide annex material to NFPA 130 so that the user can find additional information on lightning protection and safety, as well as a lightning risk assessment located in NFPA 780. PI number 99 attempted to do this during the input phase by adding the asterisk after 5.1.2.1, but the additional annex material was not submitted due to either my error or the inability to navigate the TerraView system.



Public Comment No. 15-NFPA 130-2015 [Section No. 5.1.2.1] Annex material for 5.1.2.1

Related Item



Submitter Full Name: MARK MORGAN

Organization: EAST COAST LIGHTNING EQUIPMENT

Affilliation: On Behalf of NFPA 780 References Task Group

Street Address:

City:

State:

Zip:



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Public Comment No. 14-NFPA 130-2015 [ Chapter B ]

Annex B Ventilation

This annex is not a part of the requirements of this NFPA document but is included for informationalpurposes only.

B.1 General.

The purpose of this annex is to provide guidelines for the potential compatibility of the emergencyventilation system with the system employed with normal ventilation of trainways and stations. This annexdoes not present all factors to be considered in the normal ventilation criteria. For normal ventilation, referto the Subway Environmental Design Handbook (SEDH) and the ASHRAE handbooks Fundamentals,Applications, and Systems and Equipment.

Current technology is capable of analyzing and evaluating all unique conditions of each property to provideproper ventilation for normal operating conditions and for pre-identified emergency conditions. The sameventilating devices might or might not serve both normal operating conditions and pre-identified emergencyrequirements. The goals of the subway ventilation system, in addition to addressing fire and smokeemergencies, are to assist in the containment and purging of hazardous gases and aerosols such as thosethat could result from a chemical/biological release.

B.2 Tenable Environments.

B.2.1 Environmental Conditions.

Some factors that should be considered in maintaining a tenable environment for periods of short durationare defined in B.2.1.1 through B.2.1.5.


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B.2.1.1 Heat Effects.


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(See also I.1.2.14.) Exposure to heat can lead to life threat in three basic ways:

(1) Hyperthermia

(2) Body surface burns

(3) Respiratory tract burns

For use in the modeling of life threat due to heat exposure in fires, it is necessary to consider only twocriteria: the threshold of burning of the skin and the exposure at which hyperthermia is sufficient to causemental deterioration and thereby threaten survival.

Note that thermal burns to the respiratory tract from inhalation of air containing less than 10 percent byvolume of water vapor do not occur in the absence of burns to the skin or the face; thus, tenability limitswith regard to skin burns normally are lower than for burns to the respiratory tract. However, thermal burnsto the respiratory tract can occur upon inhalation of air above 60°C (140°F) that is saturated with watervapor.

The tenability limit for exposure of skin to radiant heat is approximately 1.7 kW·m-2. Below this incidentheat flux level, exposure can be tolerated almost indefinitely without significantly affecting the timeavailable for escape. Above this threshold value, the time to burning of skin due to radiant heat decreasesrapidly according to Equation B.2.1.1a.

[B.2.1.1a]

where:

t = time in minutes

q = radiant heat flux (kW/m2)

As with toxic gases, an exposed occupant can be considered to accumulate a dose of radiant heat over aperiod of time. The fraction equivalent dose (FED) of radiant heat accumulated per minute is the reciprocalof tIrad.

Radiant heat tends to be directional, producing localized heating of particular areas of skin even thoughthe air temperature in contact with other parts of the body might be relatively low. Skin temperaturedepends on the balance between the rate of heat applied to the skin surface and the removal of heatsubcutaneously by the blood. Thus, there is a threshold radiant flux below which significant heating of theskin is prevented but above which rapid heating occurs.

Calculation of the time to incapacitation under conditions of exposure to convected heat from air containingless than 10 percent by volume of water vapor can be made using either Equation B.2.1.1b or EquationB.2.1.1c.

As with toxic gases, an exposed occupant can be considered to accumulate a dose of convected heat overa period of time. The fraction equivalent dose (FED) of convected heat accumulated per minute is thereciprocal of tIconv.

Convected heat accumulated per minute depends on the extent to which an exposed occupant is clothedand the nature of the clothing. For fully clothed subjects, Equation B.2.1.1b is suggested:

[B.2.1.1b]

where:

tIconv = time in minutes

T = temperature (°C)

For unclothed or lightly clothed subjects, it might be more appropriate to use Equation B.2.1.1c:

[B.2.1.1c]

where:

tIconv = time in minutes

T = temperature (°C)

Equations B.2.1.1b and B.2.1.1c are empirical fits to human data. It is estimated that the uncertainty is ±25percent.


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Thermal tolerance data for unprotected human skin suggest a limit of about 120°C (248°F) for convectedheat, above which there is, within minutes, onset of considerable pain along with the production of burns.Depending on the length of exposure, convective heat below this temperature can also causehyperthermia.

The body of an exposed occupant can be regarded as acquiring a “dose” of heat over a period of time. Ashort exposure to a high radiant heat flux or temperature generally is less tolerable than a longer exposureto a lower temperature or heat flux. A methodology based on additive FEDs similar to that used with toxicgases can be applied. Provided that the temperature in the fire is stable or increasing, the total fractionaleffective dose of heat acquired during an exposure can be calculated using Equation B.2.1.1d:

[B.2.1.1d]

Note 1: In areas within an occupancy where the radiant flux to the skin is under 2.5 kW · m-2, the first termin Equation B.2.1.1d is to be set at zero.

Note 2: The uncertainty associated with the use of this last equation would be dependent on theuncertainties with the use of the three earlier equations.

The time at which the FED accumulated sum exceeds an incapacitating threshold value of 0.3 representsthe time available for escape for the chosen radiant and convective heat exposures.

As an example, consider the following:

(1) Evacuees lightly clothed

(2) Zero radiant heat flux

(3) Time to FED reduced by 25 percent to allow for uncertainty in Equations B.2.1.1b and B.2.1.1c.

(4) Exposure temperature constant

(5) FED not to exceed 0.3

Equations B.2.1.1c and B.2.1.1d can be manipulated to provide the following:

where:

texp = time of exposure (min.) to reach a FED of 0.3

This gives the values in Table B.2.1.1.

Table B.2.1.1 Maximum Exposure Time

Exposure Temperature Without Incapacitation

(min.)°C °F

80 176 3.8

75 167 4.7

70 158 6.0

65 149 7.7

60 140 10.1

55 131 13.6

50 122 18.8

45 113 26.9

40 104 40.2

B.2.1.2 Air Carbon Monoxide Content.


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An exposed occupant can be considered to accumulate a dose of carbon monoxide over a period of time.This exposure to carbon monoxide can be expressed as a fractional effective dose, according to EquationB.2.1.2a; see B.2.1.2.1, reference [1] [page 6, equation (2)]:

[B.2.1.2]

where:

∆t = time increment in minutes

[CO] = average concentration of CO (ppm) over the time increment ∆t

It has been estimated that the uncertainty associated with the use of Equation B.2.1.2a is ±35 percent.The time at which the FED accumulated sum exceeds a chosen incapacitating threshold value representsthe time available for escape for the chosen carbon monoxide exposure. As an example, consider thefollowing:

(1) Time to FED reduced by 35 percent to allow for the uncertainty in Equation B.2.1.2a

(2) Exposure concentration constant

This gives the values in Table B.2.1.2 for a range of threshold values.

Table B.2.1.2 Maximum Carbon Monoxide Exposure

Time

(min)

Tenability Limit

AEGL 2 0.3 0.5

4 -- 1706 2844

6 -- 1138 1896

10 420 683 1138

15 -- 455 758

30 150 228 379

60 83 114 190

240 33 28 47

A value for the FED threshold limit of 0.5 is typical of healthy adult populations [1], 0.3 is typical in order toprovide for escape by the more sensitive populations [1], and the AEGL 2 limits are intended to protect thegeneral population, including susceptible individuals, from irreversible or other serious long-lasting healtheffects [2].

The selection of the FED threshold limit value should be chosen appropriate for the fire safety designobjectives. A value of 0.3 is typical. More conservative criteria may be employed for use by especiallysusceptible populations. Additional information is available in references [1] and [3].

B.2.1.2.1

The following references are cited in B.2.1.2:

(1) “Life threat from fires — Guidance on the estimation of time available for escape using fire data,”ISO/DIS 13571, International Standards Organization, 2006.

(2) “Acute Exposure Guideline Levels for Selected Airborne Chemicals, Volume 8,” Committee on AcuteExposure Guideline Levels, Committee on Toxicology, National Research Council. NationalAcademies Press, Washington DC, 2010.

(3) Kuligowski, E. D., “Compilation of Data on the Sublethal Effects of Fire Effluent,” Technical Note1644, National Institute of Standards and Technology, 2009.

B.2.1.3 Smoke Obscuration Levels.

Smoke obscuration levels should be maintained below the point at which a sign internally illuminated at 80lx (7.5 ft-candles) is discernible at 30 m (100 ft) and doors and walls are discernible at 10 m (33 ft).

B.2.1.4 Air Velocities.

B.2.1.4.1

Air velocities in enclosed stations and trainways should be greater than or equal to 0.75 m/sec (150 fpm).


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B.2.1.4.2

Air velocities in enclosed stations and trainways that are being used for emergency evacuation or byemergency personnel should not be greater than 11.0 m/sec (2200 fpm).


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B.2.1.5 Noise Levels.

Criteria for noise levels should be established for the various situations and potential exposures particularto the environments addressed by this standard. The intent of the recommended criteria is to maintain atleast a minimal level of speech intelligibility along emergency evacuation routes. This might requireadditional noise control measures and acoustical treatment to achieve. Exceptions taken to therecommended noise levels for reasons of cost and feasibility should be as few and as slight as reasonablypossible. For example, local area exceptions to the recommended acoustic criteria could be required to beapplied for defined limited distances along the evacuation path that are near active noise sources. Othermeans of providing emergency evacuation guidance using acoustic, nonacoustic or combined methodsmight be considered. Recommendations for noise criteria for various design scenarios are as follows:

(1) In general, noise levels should not exceed the following:

(a) During emergency response, the sound pressure level from all active systems measured insidea tunnel along the path of evacuation at any point 5 ft (1.52 m) above the walking surface shouldnot exceed 94 dBA Leq “low” for a period of 1 hour and should at no time exceed 140 dBZ peak

[ISO 1999, EU Directive 2003/10/EC, and Canada Occupational Safety and Health Regulations,SOR/86-304, Part VII )].

(b) The sound pressure level from all active systems measured where staff would be present formaintenance and testing and where hearing protection is not available should not exceed 85dBA TWA “slow” for a period of 8 hours and should at no time exceed 140 dBZ peak [29 CFR1910.95 (OSHA)].

(2) Where reliance on unamplified speech is used as part of the emergency response, during emergencyresponse, the sound interference level (SIL) from all active systems measured inside a tunnel alongthe path of evacuation at any point 5 ft (1.52 m) above the walking surface should not exceed 78 dBZLeq “slow” over any period of 1 minute, using the arithmetic average of un-weighted sound pressure

level in the 500, 1000, 2000 and 4000 Hz octave bands.

(3) For intelligible communication between emergency evacuation responders and the public wherereliance upon amplified speech is used as part of the emergency response within a station thefollowing applies:

(a) During emergency response, the sound pressure level from all active systems measured insidea station along the path of evacuation at any point 5 ft (1.52 m) above the walking surface wherea voice communication system is intended to be used should not exceed the higher of 70 dBALeq “slow” measured over any 1 minute period or 10 dB below the measured voice

communication system sound pressure level in the octave bands greater than 63 Hz with asteady-state red noise input signal set to the maximum A-weighted setting of the voicecommunication system (if the voice communication system has an ambient sensingmicrophone).

(b) The speech intelligibility of voice communication systems under the same conditions and for thesame spaces should achieve a measured STI of not less than 0.45 (0.65 CIS) and an averageSTI of not less than 0.5 (0.7 CIS) as per D.2.4.1 of NFPA 72. Refer to Annex D of NFPA 72 forfurther information on speech intelligibility for voice communication systems.

(c) The STI criterion is more stringent than the noise level limit and might require additional noisecontrol measures and acoustical treatment to achieve.

(4) Where reliance upon amplified speech is used as part of the emergency response within a tunnel, thefollowing applies:

(a) Where a voice communication system is intended to be used within a tunnel, during emergencyresponse, the sound pressure level from all active systems measured inside a tunnel along thepath of evacuation at any point 5 ft (1.52 m) above the walking surface should not exceed – 75dBA Leq “slow” measured over any period of 1 minute.

(b) The speech intelligibility of fixed voice communication systems under the same conditions andfor the same spaces should achieve a measured STI of not less than 0.45 (0.65 CIS) and anaverage STI of not less than 0.5 (0.7 CIS) as per D.2.4.1 of NFPA 72. Refer to Annex D of NFPA72 for further information on speech intelligibility for voice communication systems.

(c) The STI criterion is more stringent than the noise level limit and might require additional noisecontrol measures and acoustical treatment to achieve.


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B.2.2 Geometric Considerations.

Some factors that should be considered in establishing a tenable environment in stations are as follows:

(1) The evacuation path requires a height clear of smoke of at least 2 m (6.6 ft). For low-ceiling areas,selection of the modeling method and the criteria to be achieved should address the limitationsimposed by ceiling heights below 3 m (9.84 ft). At low-ceiling areas in an evacuation path, beyond theimmediate vicinity of a fire, smoke should be excluded to the greatest extent practicable.

(2) The application of tenability criteria at the perimeter of a fire is impractical. The zone of tenabilityshould be defined to apply outside a boundary away from the perimeter of the fire. This distance willbe dependent on the fire heat release rate, the fire smoke release rate, local geometry, andventilation and could be as much as 30 m (100 ft). A critical consideration in determining this distancewill be how the resultant radiation exposures and smoke layer temperatures affect egress. Thisconsideration should include the specific geometries of each application, such as vehicle length,number of vehicles open to each other, fire location, platform width and configuration, and ventilationsystem effectiveness, among others, and how those factors interact to support or interfere withaccess to the means of egress.

(3) The beneficial effects of an emergency ventilation system during a fire incident will not becomecompletely available until the system is operated and reaches full capacity. During the time betweeninitiation of a fire incident and the desired ventilation response achieving its full capacity, the smokecan spread into the intended zone of tenability. The ventilation system should have sufficient capacityto counter this pre-ventilation smoke spread. Whenever possible, the design of the space geometryshould consider arrangements to minimize the pre-ventilation smoke spread. The overall extent ofpre-ventilation smoke spread should also be considered with respect to its potential effect on egress.

(4) During the emergency ventilation response, short-term transient events due to step-like changes ingeometry can momentarily provide a significant boost to the fire heat and smoke release rates.Examples include vehicle doors opening or the failure of vehicle windows. The ventilation systemshould have sufficient capacity to counter such short-term transients affecting smoke spread.

B.2.3 Time Considerations.

Some factors that should be considered in establishing the time of tenability are as follows:

(1) The time for fire to ignite and become established

(2) The time for fire to be noticed and reported

(3) The time for the entity receiving the fire report to confirm existence of fire and initiate response

(4) The time for all people who can self-rescue to evacuate to a point of safety

(5) The time for emergency personnel to arrive at the station platform

(6) The time for emergency personnel to search for, locate, and evacuate all those who cannotself-rescue

(7) The time for fire fighters to begin to suppress the fire

B.2.4 Modeling Accuracy.

Where modeling is used to determine factors such as temperature, visibility, and smoke layer height, anappropriate sensitivity analysis should be performed.


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B.3 Configurations.

Configurations can vary among properties, but engineering principles remain constant. The application ofthose principles should reflect the unique geometries and characteristics of each property.

Enclosed stations and trainways might be configured with the following characteristics:

(1) High or low ceilings

(2) Open or doored entrances

(3) Open or screened platform edges

(4) End-of-station or midtunnel fan shafts

(5) End-of-station or midtunnel vent shafts

(6) Single, double, or varying combinations of tracks in tunnels

(7) Intersecting tunnels

(8) Multilevel stations

(9) Multilevel tunnels

(10) Varying depths below the surface

(11) Varying grades and curvatures of tracks and tunnels

(12) Varying blockage ratios of vehicles to tunnel cross-section

(13) Varying surface ambient conditions

(14) Varying exit points to surface or points of safety

B.4 Draft Control.

B.4.1

For patron comfort in stations, the air velocities induced by train motion should be evaluated carefully bydesigners. Infrequent exposure to higher velocities can be tolerated briefly but are to be avoided whereverpossible. Refer to the Subway Environmental Design Handbook (SEDH), the ASHRAE Handbook —Fundamentals, and the Beaufort Scale.

B.4.2

Draft control can be achieved by the placement of shafts along the tunnel length between stations. Shaftscan be arranged with the fan shafts at the ends of stations, with vent shafts midtunnel if required or withvent shafts at the ends of stations and fan shafts midtunnel. End-of-station shaft configurations should berelated to the station geometries in the consideration of patron comfort in the station relative to train pistondraft effects.

B.5 Temperature Control.

B.5.1

Temperature control for patron comfort in the station can be achieved by circulating ambient air inmoderate climates or by providing heating and/or cooling in more extreme regions. Preferred temperaturegoals should be defined in the criteria developed for the design of an individual property relative to thelocal climate and the length of station occupancy, such as train headways specific to the property duringwhich the patron would be exposed to the station temperatures.

B.5.2

Temperature control and ventilation for ancillary areas housing special equipment should reflect theoptimum operating conditions for the specific equipment to ensure the availability of critical equipment andshould also give consideration for intermittent occupancy by maintenance personnel. These systemsshould be separate from the emergency ventilation system for stations and tunnels and should beconsidered in the design of the emergency ventilation system.

B.6 Under-Platform Ventilation System.

B.6.1

An under-platform ventilation system should be considered for the extraction of heat from traction andbraking devices. Intakes should be provided below the platform level and should be situated relative to theheat-producing devices on a train berthed in a station.

B.6.2

Ceiling ventilation, by powered or gravity design, to aid in the removal of smoke and/or heat should beconsidered.


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B.7 Platform Edge and Screen Doors.

B.7.1

Platform edge doors and platform screen doors are sometimes incorporated into stations for variousreasons, such as climate control, separation between passengers and trainway hazards (especially indriverless systems), and ventilation control in enclosed trainways. When used, these system walls anddoors should provide resistance rating structural strength relative to the train and ventilation systempressures.

B.7.2

In a tunnel-to-station evacuation scenario, access to the platform level from the trainway should beconsidered.

B.8 Non-Emergency Ventilation for Enclosed Trainways.

B.8.1 Congested Operations.

Where trains might be stopped or delayed in an enclosed trainway for a period of time, the vehicleventilation system should be capable of maintaining an acceptable level of patron comfort. If not operatingin a fire or other emergency scenario, the emergency ventilation fans can be used to augment the vehiclesystem capability.

B.8.2 Maintenance Activities.

Maintenance activities within station and tunnel areas can include heat-, dust-, or fume-producingoperations such as grinding, welding, or painting; operation of fuel-powered vehicles or equipment; andother operations that affect tunnel air quality or temperature. If not operating in a fire or other emergencyscenario, the tunnel ventilation fans can be used to address the safety and comfort of employees workingin the affected tunnel and station areas. In such cases, velocities should consider the comfort levels ofemployees required to be in the tunnels.

B.8.3 Tunnels in Gassy Ground.

Tunnels in gassy ground could be subject to ingress of flammable or other hazardous gases. Gases ofconcern include hydrogen sulfide (H2S) and methane (CH4). The ventilation system should be designed to

satisfy two objectives:

(1) To avoid pockets of gases forming

(2) To achieve dilution of gas inflows through a design crack

The ventilation design should be coordinated with the gas detection and alarm system type and theactivation levels selected. The design should consider two general conditions:

(1) Ongoing or periodic ventilation requirements to meet expected average gas ingress rates

(2) Reaction to potential abrupt increases in gas ingress, such as might result from future construction,climate events, or seismic activity


The proposed rewrite of Annex B provides more concise, relevant guidance for analysis of emergency ventilation systems in trainways and stations. For the type of fire hazards present in these environments, the predominant objective for the emergency ventilation system is to manage smoke. The visibility is expected to be the most onerous evaluation criterion in the vast majority of cases, when compared with temperature and carbon monoxide concentrations. The proposed Annex B rewrite provides clarity by presenting tenability criteria clearly in a single table, while reducing the quantity of technical discussion regarding sustained heat and carbon monoxide exposures, which will generally not be relevant if the visibility criterion is applied to evaluate the performance of the ventilation system. Although this technical discussion of heat and carbon monoxide exposure conditions may be applicable in some limited applications, rather than having this information dominating the content of Annex B, this may be better served by providing reference to applicable documents.

Related Item

Committee Input No. 77-NFPA 130-2014 [Chapter B]


Submitter Full Name: Adrian Milford

Organization: Sereca Consulting Inc.


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Street Address:

City:

State:

Zip:

Submittal Date: Thu May 14 19:25:54 EDT 2015


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Public Comment No. 20-NFPA 130-2015 [ Section No. B.2.1.5 ]


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B.2.1.5 Noise Levels.

Criteria for noise Noise levels should be established for the various situations and potential exposuresparticular to the environments addressed by this standard. The intent of the recommended criteria is tomaintain at least a minimal level of speech intelligibility along emergency evacuation routes. This mightrequire additional noise control measures and acoustical treatment to achieve. Exceptions taken to therecommended noise levels for reasons of cost and feasibility should be as few and as slight as reasonablypossible. For example, local area exceptions to the recommended acoustic criteria could be required to beapplied for defined limited distances along the evacuation path that are near active noise sources. Othermeans of providing emergency evacuation guidance using acoustic, nonacoustic or combined methodsmight be considered. Recommendations for noise criteria for various design scenarios are as follows:

(1) In general, noise levels should not exceed the following:

(2) During emergency response, the sound pressure level from all active systems measuredinside a tunnel along the path of evacuation at any point 5 ft (1.52 m) above the walkingsurface should not exceed 94 dBA L eq “low” for a period of 1 hour and should at no time

exceed 140 dBZ peak [ISO 1999, EU Directive 2003/10/EC, and Canada Occupational Safetyand Health Regulations, SOR/86-304, Part VII )].

(3) The sound pressure level from all active systems measured where staff would be present formaintenance and testing and where hearing protection is not available should not exceed 85dBA TWA “slow” for a period of 8 hours and should at no time exceed 140 dBZ peak [29 CFR1910.95 (OSHA)].

(4) Where reliance on unamplified speech is used as part of the emergency response, duringemergency response, the sound interference level (SIL) from all active systems measured inside atunnel along the path of evacuation at any point 5 ft (1.52 m) above the walking surface should notexceed 78 dBZ L eq “slow” over any period of 1 minute, using the arithmetic average of un-weighted

sound pressure level in the 500, 1000, 2000 and 4000 Hz octave bands.

(5) For intelligible communication between emergency evacuation responders and the public wherereliance upon amplified speech is used as part of the emergency response within a station thefollowing applies:

(6) During emergency response, the sound pressure level from all active systems measuredinside a station along the path of evacuation at any point 5 ft (1.52 m) above the walkingsurface where a voice communication system is intended to be used should not exceed thehigher of 70 dBA L eq “slow” measured over any 1 minute period or 10 dB below the

measured voice communication system sound pressure level in the octave bands greater than63 Hz with a steady-state red noise input signal set to the maximum A-weighted setting of thevoice communication system (if the voice communication system has an ambient sensingmicrophone).

(7) The speech intelligibility of voice communication systems under the same conditions and forthe same spaces should achieve a measured STI of not less than 0.45 (0.65 CIS) and anaverage STI of not less than 0.5 (0.7 CIS) as per D.2.4.1 of NFPA 72 . Refer to Annex D ofNFPA 72 for further information on speech intelligibility for voice communication systems.

(8) The STI criterion is more stringent than the noise level limit and might require additional noisecontrol measures and acoustical treatment to achieve.

(9) Where reliance upon amplified speech is used as part of the emergency response within a tunnel,the following applies:

(10) Where a voice communication system is intended to be used within a tunnel, duringemergency response, the sound pressure level from all active systems measured inside atunnel along the path of evacuation at any point 5 ft (1.52 m) above the walking surface shouldnot exceed – 75 dBA L eq “slow” measured over any period of 1 minute.

(11) The speech intelligibility of fixed voice communication systems under the same conditions andfor the same spaces should achieve a measured STI of not less than 0.45 (0.65 CIS) and anaverage STI of not less than 0.5 (0.7 CIS) as per D.2.4.1 of NFPA 72 . Refer to Annex D ofNFPA 72 for further information on speech intelligibility for voice communication systems.


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(12) The STI criterion is more stringent than the noise level limit and might require additional noisecontrol measures and acoustical treatment to achieve.

a maximum of 115 dBa for a few seconds and a maximum of 92 dBa for the remainder of the exposure.


Further research is needed before revisions related to this proposal are enacted, especially with respect to the impact on implementation. The opening sentences in the revised text recommend establishment of criteria for noise levels for various situations without defining the situations or the objectives to be met by the criteria. The remainder of the first paragraph as written is too vague for implementation by designers, offering options and exemptions without clear criteria for application.Paragraphs (a) to (c) provide highly specific numeric criteria for various acoustic properties, but do not provide the derivation of these criteria. It is not clear from the provided wording whether these numeric values are simply held to represent good practice, or have been established by research to be the minimum necessary to meet requirements of life safety in an emergency. It is not clear that the provisions as stated can be successfully implemented by a designer during the facility design process. At the least, very sophisticated design will be required. It is foreseeable that substantial and costly rework may be required to achieve the very specific numeric values once construction reaches the point where testing becomes possible.

Related Item

First Revision No. 38-NFPA 130-2014 [Section No. B.2.1.5]


Submitter Full Name: TONY GODWIN

Organization: Sereca Consulting Inc.

Street Address:

City:

State:

Zip:



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Public Comment No. 11-NFPA 130-2015 [ Chapter I ]

Annex I Informational References

I.1 Referenced Publications.

The documents or portions thereof listed in this annex are referenced within the informational sections ofthis standard and are not part of the requirements of this document unless also listed in Chapter 2 for otherreasons.

I.1.1 NFPA Publications.

National Fire Protection Association, 1 Batterymarch Park, Quincy, MA 02169-7471.

NFPA 101 ®, Life Safety Code ®, 2015 edition.

NFPA 472, Standard for Competence of Responders to Hazardous Materials/Weapons of Mass DestructionIncidents, 2013 edition.

NFPA 1006, Standard for Technical Rescuer Professional Qualifications, 2017 edition.

NFPA 1670, Standard on Operations and Training for Technical Search and Rescue Incidents, 2017 edition.

I.1.2 Other Publications.

I.1.2.1 ANSI Publications.

American National Standards Institute, Inc., 25 West 43rd Street, 4th Floor, New York, NY 10036.

ANSI/ ASME A17.1, Safety Code for Elevators and Escalators, 2013.

ANSI/ASA S3.5, American National Standard Methods for Calculation of the Speech Intelligibility Index,American National Standards Institute, Inc., New York, NY 1997 (R2007).ANSI 1997 , reaffirmed 2012.

ANSI /ASA S12.65 American National Standard for Rating Noice with Respect to Speech Interference,American National Standards Institute, Inc., New York, NY 2006 (R2011). 2006 , reaffirmed 2011.

I.1.2.2 APTA Publications.

American Public Transportation Association, 1666 K Street NW, Washington, DC 20006.

APTA PR PS-005, Recommended Practice for Fire Safety Analysis of Existing Passenger Rail Equipment,2001.

APTA PR-E-S-013-99, Rev 1, Standard for Emergency Lighting Design for Passenger Cars, 1999, revised2007.

I.1.2.3 ASHRAE Publications.

American Society of Heating, Refigerating and Air Conditioning Engineers, Inc., 1791 Tullie Circle, NE,Atlanta, GA 30329-2305.

ASHRAE Handbook - Applications, 2015.

ASHRAE Handbook — Fundamentals, 2013.


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I.1.2.4 ASTM Publications.





ASTM E1354, Standard Test Method for Heat and Visible Smoke Release Rates for Materials and ProductsUsing an Oxygen Consumption Calorimeter, 2014.




I.1.2.5 EN Publications.

CENELEC, 35, Rue de Stassartstraat, B-1050, Brussels, Belgium.

BS EN 50124, Railway Applications. Insulation Coordination, Basic Requirements. Clearances andCreepage Distances for All Electrical and Electronic Equipment, 2001, revised 2010.

I.1.2.6 FAA Publications.

U.S. Federal Aviation Administration, U.S. Government Printing Office, Washington, DC 20402.

FAR 25.853(c), Oil Burner Test for Seat Cushions.

I.1.2.7 FTA Publications.

Federal Transit Administration, 400 7th Street SW, Washington, DC 20590.

Subway Environmental Design Handbook, 1975.

I.1.2.8 ISO Publications.

International Organization for Standardization, 1, ch. de la Voie-Creuse, CP 56, CH-1211 Geneva 20Central Secretariat, BIBC II, 8 , Chemin de Blandonnet , CP 401 , 1214 Vernier, Geneva ,Switzerland.

ISO 1999, Acoustics – Estimation of noise-induced hearing loss, International Organization forStandardization, Geneva, Switzerland, 2013.

I.1.2.9 NIST Publications.

National Institute of Standards and Technology, 100 Bureau Drive, Gaithersburg, MD 20899-1070.

NIST IR 4730, Routine for Analysis of the People Movement Time for Elevator Evacuation, Klote andAlvord, 1992.

I.1.2.10 OSHA Publications.

Occupational Safety & Health Administration, 200 Constitution Avenue, NW, Washington, DC 20210.

29 CFR 1910.95, “Occupational Noise Exposure,” 2008.

I.1.2.11 SFPE Publications.

Society of Fire Protection Engineers, 7315 Wisconsin Avenue, Suite 1225 W, Bethesda, MD 20814.

SFPE Engineering Guide to Performance-Based Fire Protection Analysis and Design of Buildings, 2007.

I.1.2.12 TDC Publications.

Transit Development Corporation, Inc., 1666 K St. NW, Washington, DC 20006.

Subway Environmental Design Handbook: Vol. 1, Principles and Applications, 2nd edition, 1976.Associated Engineers: A joint venture by Parsons Brinckerhoff Quade & Douglas, Inc.; Deleuw, Cather andCompany; and Kaiser Engineers under the direction of TDC, Inc.


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I.1.2.13

Bothe C., G.M. Wolinski and A. J. Breunese “Spalling of concrete tunnel linings in fire,” (Re)Claiming theUnderground Space, J. Sauver, ed., pp. 227–231, Swets & Zeitlinger Lisse, 2003..

Khoury, G.A. Passive protection against fire. Tunnels and Tunneling International, pp. 40–42. November2002.

Subway Environmental Design Handbook (SEDH), National Technical Information, December 1993.

Tatnall, P.C. “Shotcrete in Fires: Effects of Fibers on Explosive Spalling,”, American Shotcrete Association,Farmington Hills, Michigan, 2002.

I.1.2.14 Other Publications.

Ahrens, M., U.S. Vehicle Fire Trends and Patterns for Rail Transport Vehicle Fires: U.S. Rail Passenger orDiner Car Fires 1986–1997. Quincy, MA: NFPA, 1999.

Bothe C., G. M. Wolinski, and A. J. Breunese, "Spalling of concrete tunnel linings in fire," (Re)Claiming theUnderground Space, J. Saveur, ed., pp. 227–231, Swets & Zeitlinger Lisse, 2003.

Bukowski, R. W., et al. Fire Hazard Assessment Method, NIST Handbook 146, Gaithersburg, MD: NIST,1989.

“Escalator Handling Capacity,” Elevator World, December 1996.

EU Directive 2003/10/EC, “Directive 2003/10/EC of the European parliament and of the Council of 6February 2003 on the minimum health and safety requirements regarding the exposure of workers to therisks arising from physical agents (noise),” European Parliament, Council of the European Union, 2008.

Federal Railroad Administration, 49 CFR, Transportation, Parts 216, 223, 229, 231, 232, and 238,“Passenger Equipment Safety Standards: Final Rule.” Federal Register, Vol. 64, No. 91, May 12, 1999,25540–25705. Washington, DC: National Archives and Records Administration.

Federal Railroad Administration, 49 CFR, Transportation, Part 238, “Passenger Equipment SafetyStandards: Final rules,” Federal Register, Vol. 67, No. 122, June 25, 2014, 42892-42912. Washington DCNational Archives and Records Administration.

Fleming, J. M., “Code Official's View of Performance-Based Codes,” Research and Practice: Bridging theGap, Proceedings, Fire Suppression and Detection Research Application Symposium, NFPA ResearchFoundation, Orlando, FL, February 12–14, 1997, pp. 234–251.

Fruin, J. J. Pedestrian Planning and Design. 1979 (revised ed.). Mobile, AL: Elevator World Inc.,Educational Services Division, 354 Morgan Avenue, Mobile, AL, 36606.

Gross, D. “The Use of Fire Statistics in Assessing the Fire Risk of Products,” Interflam 1985 ConferenceWorkbook, No. 26–28, March 1985, pp. 11–18.

Hirschler, M. M., “A New Mattress Fire Test for Use in Detention Environments,” Business CommunicationsCompany Eighth Annual Conference on Recent Advances in Flame Retardancy of Polymeric Materials,Stamford, CT, June 2–4, 1997.

Karter, M. J., Jr. “Fire Loss in the United States During 1984,” Fire Journal, Vol. 79, No. 3: 67–70, 73,75–76, September 1985.

London Underground Ltd., LUL Station Planning Guidelines, London, 2015.

Ontario Building Code, “Rapid Transit Stations,” Canada, 2012.

Peacock, R. D., et al. Fire Safety of Passenger Trains, Phase II, Application of Fire Hazard AnalysisTechniques. Prepared for Federal Railroad Administration (FRA), U.S. Department of Transportation(USDOT). National Institute of Standards and Technology (NIST) Interim Report, Report No. DOT/FRA/ORD-01/16, December 2001 and NISTR 6825, December 2002.

SOR/86-304, Part VII, “Level of Sound,” Canada Occupational Health and Safety Regulations, Governmentof Canada, 2013.

Strege, S., B. Y. Lattimer, and C. Beyler. January 2003. “Fire Induced Failure of Polycarbonate Windows inRailcars,” Proceedings of Fire and Materials. London, UK: Interscience Communications, Ltd., 269–278.


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I.2 Informational References.

The following documents or portions thereof are listed here as informational resources only. They are not apart of the requirements of this document.

BS EN 50129, Railway Applications. Communication, Signaling and Processing Systems. Safety-RelatedElectronic Systems for Signaling, 2003, Corrigendum, 2010 .

Building Type Basics for Transit Facilities, K. W. Griffin ed., John Wiley & Sons, 2004.

Friedman, R. “An International Survey of Computer Models for Fire and Smoke,” SFPE Journal of FireProtection Engineering, 4(3), 1992, pp. 81–92.

International Standards Organization Technical Committee 92/SC 3/WG5, “ISO 13571 — Life ThreateningComponents of Fire — Guidance on the Estimation of Time to Compromised Tenability in Fires.” DocumentISO/TC 92/SC 3/N203, 2012.

MIL-STD 882D 882E , Standard Practice for System Safety,2000 2012 .

Smith, Edwin E., Phase I Report, Transit Vehicle Material Specification Using Release Rate Tests forFlammability and Smoke, October 1976.

Society of Fire Protection Engineers. SFPE Engineering Guide to Predicting 1st and 2nd Degree SkinBurns, 1st Edition, Bethesda, MD, 2000.

NFPA Fire Protection Handbook, 20th edition, 2008.

I.3 References for Extracts in Informational Sections.

NFPA 921, Guide for Fire and Explosion Investigations, 2014 edition.


Updated SDO addresses, standard names, numbers, and editions.



Public Comment No. 10-NFPA 130-2015[Chapter 2]

Updated SDO addresses, standard names, numbers, andeditions.

Related Item

First Revision No. 40-NFPA 130-2014 [Chapter H]


Submitter Full Name: Aaron Adamczyk

Organization: [ Not Specified ]

Street Address:

City:

State:

Zip:



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Public Comment No. 5-NFPA 130-2015 [ Section No. I.1.2.4 ]

I.1.2.4 ASTM Publications.





ASTM E1354, Standard Test Method for Heat and Visible Smoke Release Rates for Materials and ProductsUsing an Oxygen Consumption Calorimeter, 2014 e1 .





date update

Related Item

Public Input No. 47-NFPA 130-2014 [Section No. H.1.2.4]




Street Address:

City:

State:

Zip:

Submittal Date: Tue Apr 28 17:30:12 EDT 2015


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Attachment #3: Committee Roster

Address List No PhoneFixed Guideway Transit and Passenger Rail Systems FKT-AAA

Chad Duffy08/31/2015

FKT-AAA

Harold L. Levitt

ChairPort Authority of New York & New JerseyPATH DepartmentOne PATH Plaza-9th FloorJersey City, NJ 07306Alternate: Martha K. Gulick

U 1/18/2001FKT-AAA

Jarrod Alston

PrincipalArup955 Massachusetts AvenueCambridge, MA 02139Alternate: James R. Quiter

SE 8/9/2011

FKT-AAA

David M. Casselman

PrincipalLea & Elliott, Inc.2505 North State Highway 360, Suite 750Grand Prairie, TX 75050Alternate: Robert W. Falvey

SE 1/1/1990FKT-AAA

Mark Chan

PrincipalBay Area Rapid Transit District (BART)System Safety Department300 Lakeside DriveOakland, CA 94612Alternate: Joshua Teo

U 7/22/1999

FKT-AAA

John F. Devlin

PrincipalAon Fire Protection Engineering Corporation6305 Ivy Lane, Suite 220Greenbelt, MD 20770Alternate: Ervin Cui

I 1/1/1996FKT-AAA

Katherine Fagerlund

PrincipalJENSEN HUGHES/Sereca520 - 5600 Parkwood WayRichmond, BC V6V 2M2 CanadaAlternate: Michael J. Ferreira

SE 10/23/2003

FKT-AAA

Charles J. Giblin III

PrincipalMaryland State Fire Marshal’s Office1201 Reisterstown RoadPikesville, MD 21208International Fire Marshals Association

E 8/9/2011FKT-AAA

William P. Grizard

PrincipalAmerican Public Transportation Association1666 K. Street NW, Suite 1100Washington, DC 20006

U 3/2/2010

FKT-AAA

Kevin P. Harrison

PrincipalFire Department City of New York71 Mount Salem RoadPort Jervis, NY 12771Alternate: Anthony Tedesco

E 08/09/2012FKT-AAA

Bernard J. Kennedy, IV

PrincipalUS Department of TransportationVolpe National Transportation Systems Center55 BroadwayCambridge, MA 02142-1093US Department of TransportationResearch

RT 04/08/2015

FKT-AAA

Thomas P. Kenny

PrincipalNew York City Transit Authority2 Broadway, Room D.5.54New York, NY 10004Metropolitan Transportation AuthorityUserAlternate: Donald Iannuzzi

U 03/07/2013FKT-AAA

William E. Koffel

PrincipalKoffel Associates, Inc.8815 Centre Park Drive, Suite 200Columbia, MD 21045-2107Automatic Fire Alarm Association, Inc.Alternate: Daniel P. Finnegan

M 08/09/2012

1



FKT-AAA

Joseph F. Krempasky

PrincipalWashington Metropolitan Area Transit Authority(WMATA)600 Fifth Street, NWWashington, DC 20001Alternate: Neil E. Nott

U 1/1/1991FKT-AAA

Pierre Laurin

PrincipalToronto Transit Commission5140 Yonge Street, 6th FloorToronto, ON M2N 6L6 CanadaAlternate: Susan Reed Tanaka

U 3/4/2009

FKT-AAA

Kevin M. Lewis

PrincipalBombardier Transportation1501 Lebanon Church RoadPittsburgh, PA 15236-1491Alternate: William R. Segar

M 3/2/2010FKT-AAA

Silas K. Li

PrincipalParsons Brinckerhoff, Inc.One Penn PlazaNew York, NY 10119Alternate: Thomas P. O'Dwyer

SE 7/14/2004

FKT-AAA

Harold A. Locke

PrincipalLocke & Locke Inc.3552 West 2nd AvenueVancouver, BC V6R 1J4 Canada

SE 11/01/1984FKT-AAA

David Mao

PrincipalUS Department of TransportationFederal Railroad Administration1200 New Jersey Avenue, SERRS-14, MS-25, Room W35-311Washington, DC 20590US Department of TransportationEnforcement

E 1/15/2004

FKT-AAA

Luc Martineau

PrincipalSociete de Transport de Montreal (STM)2000 Berri, 4th FloorMontreal, QC H2L 4V7 CanadaAlternate: Michel Champagne

U 10/28/2008FKT-AAA

Daniel M. McKinney

PrincipalAECOM Transportation2101 Webster Street, Suite 1900Oakland, CA 94612-3060Alternate: Dilip S. Shah

SE 7/26/2007

FKT-AAA

John Nelsen

PrincipalSeattle Fire DepartmentFire Prevention Division220 Third Avenue South, Floor 2Seattle, WA 98104-2608Alternate: Gary L. English

E 10/6/2000FKT-AAA

Richard D. Peacock

PrincipalUS National Institute of Standards & TechnologyEngineering Laboratory100 Bureau Drive, Stop 8664Gaithersburg, MD 20899-8664National Institute of Standards and Technology

RT 10/1/1995

FKT-AAA

Steven W. Roman

PrincipalLTK Engineering Services100 West Butler AvenueAmbler, PA 19002Alternate: Ritch D. Hollingsworth

SE 4/3/2003FKT-AAA

Julian Sandu

PrincipalChicago Transit Authority3701 Oakton StreetSkokie, IL 60076Alternate: Scott W. McAleese

U 7/14/2004

2



FKT-AAA

Michael J. Thomas

PrincipalLos Angeles City Fire Department200 North Main StreetLos Angeles, CA 90012Alternate: Shane D. Allen

E 8/9/2011FKT-AAA

Robert C. Till

PrincipalJohn Jay College of Criminal Justice14311 Goodrow CourtPrinceton, NJ 08540Alternate: Bruce Dandie

SE 7/16/2003

FKT-AAA

Leong Kwok Weng

PrincipalLand Transport Authority, Singapore1 Hampshire Road, Block 10, Level 3Singapore, S219429 SingaporeAlternate: Paul Fok

U 7/16/2003FKT-AAA

John Powell White

PrincipalIFT/Fire Cause Analysis935 Pardee StreetBerkeley, CA 94710-2623

SE 03/05/2012

FKT-AAA

Steven C. White

PrincipalMTA-Long Island Rail Road93-59 183rd StreetHollis, NY 11423Metropolitan Transportation AuthorityEnforcerAlternate: Joseph P. Streany

E 7/28/2006FKT-AAA

Stephen B. Wilchek

PrincipalNational Railroad Passenger Corporation (Amtrak)400 West 31st StreetNew York, NY 10001Alternate: Don Tangarone

U 10/18/2011

FKT-AAA

Shane D. Allen

AlternateLos Angeles City Fire Department200 North Main StreetLos Angeles, CA 90012Principal: Michael J. Thomas

E 7/29/2005FKT-AAA

Michel Champagne

AlternateSociete De Transport De Montreal (STM)800 De La Gauchetiere Ouest #8100C.P. 2000Montreal, QC H5A 1J6 CanadaPrincipal: Luc Martineau

U 3/4/2008

FKT-AAA

Ervin Cui

AlternateAon Fire Protection Engineering Corporation4 Overlook PointLincolnshire, IL 60069-4302Principal: John F. Devlin

I 08/09/2012FKT-AAA

Bruce Dandie

AlternateRRT PTY LTDPO Box 3835Victoria Point West, QLD 4165 AustraliaPrincipal: Robert C. Till

SE 04/08/2015

FKT-AAA

Gary L. English

AlternateSeattle Fire Department220 Third Avenue SouthSeattle, WA 98104Principal: John Nelsen

E 10/28/2008FKT-AAA

Robert W. Falvey

AlternateLea & Elliott, Inc.7345 West Sand Lake Road, Suite 214Orlando, FL 32819Principal: David M. Casselman

SE 1/10/2002

3



FKT-AAA

Michael J. Ferreira

AlternateJENSEN HUGHES3610 Commerce Drive, Suite 817Baltimore, MD 21227-1652Principal: Katherine Fagerlund

SE 4/14/2005FKT-AAA

Daniel P. Finnegan

AlternateSiemens Industry, Inc.Building Technologies DivisionFire & Security2953 Exeter CourtWest Dundee, IL 60118-1724Automatic Fire Alarm Association, Inc.Principal: William E. Koffel

M 03/07/2013

FKT-AAA

Paul Fok

AlternateLand Transport Authority, SingaporeNo. 1 Hampshire RoadBlock 3 #04-00Singapore, 219428 SingaporePrincipal: Leong Kwok Weng

U 7/29/2005FKT-AAA

Martha K. Gulick

AlternatePort Authority of New York & New JerseyOne PATH Plaza, 6th FloorJersey City, NJ 07306Principal: Harold L. Levitt

U 1/18/2001

FKT-AAA

Ritch D. Hollingsworth

AlternateLTK Engineering Services100 West Butler AvenueAmber, PA 19002Principal: Steven W. Roman

SE 7/28/2006FKT-AAA

Donald Iannuzzi

AlternateNew York City Transit Authority2 Broadway, Room D4.104New York, NY 10004Metropolitan Transportation AuthorityUserPrincipal: Thomas P. Kenny

U 10/20/2010

FKT-AAA

Scott W. McAleese

AlternateChicago Transit Authority567 West Lake StreetChicago, IL 60661Principal: Julian Sandu

U 08/17/2015FKT-AAA

Neil E. Nott

AlternateWashington Metropolitan Area Transit Authority (WMATA)198 Van Buren Street, Suite 300Herndon, VA 20170Principal: Joseph F. Krempasky

U 10/4/2007

FKT-AAA

Thomas P. O'Dwyer

AlternateParsons Brinckerhoff, Inc.One Penn PlazaNew York, NY 10119Principal: Silas K. Li

SE 10/29/2012FKT-AAA

James R. Quiter

AlternateArup560 Mission Street, Floor 7San Francisco, CA 94105Principal: Jarrod Alston

SE 7/16/2003

FKT-AAA

Susan Reed Tanaka

AlternateToronto Transit Commission5140 Yonge Street, 6th FloorToronto, ON M2N 6L6 CanadaPrincipal: Pierre Laurin

U 1/18/2001FKT-AAA

William R. Segar

AlternateBombardier Transportation1361 Foxwood DriveMonroeville, PA 15146Principal: Kevin M. Lewis

M 1/1/1981

4



FKT-AAA

Dilip S. Shah

AlternateAECOM Technical Services, Inc.Tunnel Ventilation Group2101 Webster Street, Suite 1900Oakland, CA 94612-3060Principal: Daniel M. McKinney

SE 7/23/2008FKT-AAA

Joseph P. Streany

AlternateMetro North Railroad347 Madison Avenue, 11th FloorNew York, NY 10017-3739Metropolitan Transportation AuthorityEnforcerPrincipal: Steven C. White

E 10/20/2010

FKT-AAA

Don Tangarone

AlternateNational Railroad Passenger Corporation (Amtrak)2955 Market Street, Drop Box 55Philadelphia, PA 19014Principal: Stephen B. Wilchek

U 10/29/2012FKT-AAA

Anthony Tedesco

AlternateFire Department City of New York9 MetroTech CenterBrooklyn, NY 11201-5431Principal: Kevin P. Harrison

E 08/09/2012

FKT-AAA

Joshua Teo

AlternateBay Area Rapid Transit District (BART)300 Lakeside Drive, 18th FloorSan Francisco, CA 94612Principal: Mark Chan

U 08/11/2014FKT-AAA

Arnold Dix

Nonvoting MemberSchool Medicine, UWSLawyer/Scientist16 Sherman CourtBerwick, VIC 3806 Australia

SE 7/29/2005

FKT-AAA

Frank J. Cihak

Member EmeritusFJC Transit Consultants9010 Nomini LaneAlexandria, VA 22309-2811

SE 1/1/1982FKT-AAA

Norman H. Danziger

Member Emeritus11231 Golfridge LaneBoynton Beach, FL 33437

1/1/1975

FKT-AAA

Edward K. Farrelly

Member EmeritusE. Farrelly & Associates60 Blanch AvenueHarrington Park, NJ 07640

1/1/1975FKT-AAA

Chad Duffy

Staff LiaisonNational Fire Protection Association1 Batterymarch ParkQuincy, MA 02169-7471

02/04/2014

5